Tractive force graph (contains photos)
#1
Tractive force graph (contains photos)
Well, as far as I know one of these hasn't been created yet for the PSD, so I thought I might be the silly idiot that would...
So here goes.
For a start, it is HIGHLY likely I have made mistakes, if anyone would like a copy of the calculations, please PM me, or e-mail me, and I will quite happily forward them to you.
2nd, here are the assumptions I made:
Ford Super Duty 6.0l Power Stroke Diesel
Ok, have converted it to imperial units - mph vs. pound force.
Now, if you are wondering what this all means to you. You probably aren't alone.
You can see the effective force the PSD puts down to the road. in each gear.
So according to this graph:
So here goes.
For a start, it is HIGHLY likely I have made mistakes, if anyone would like a copy of the calculations, please PM me, or e-mail me, and I will quite happily forward them to you.
2nd, here are the assumptions I made:
Ford Super Duty 6.0l Power Stroke Diesel
- I had to use the 04 engine, because I couldn't find an engine dyno graph for the 05, however the addition of 10lbft shouldn't make a huge difference
- For simplicity I used the manual trans.
- Assumed 82% of torque makes it to the rear wheels
- Crew Cab Long Box 4x4
- 3.73 rear end - judged this was the most common
- Weight of 7600lbs
- Tires 265/70 R17's - Most widely available tire on 05's
- .0013 Rolling Resistance coefficient - for a truck on pavement - rolling resistance was also calc. to be proportional to 3x10^-6 of the square of the velocity
- 200m above sea level - air density: 1.202kg/m^3
- Coefficient of drag, estimated as 0.52
- Frontal Area, estimated as 2.64m^2
- 10000lb trailer.
- Upchange @ 3750rpms
- Rolling and aerodynamic resistance of trailer not taken into account (do you think I am MAD!!!)
Ok, have converted it to imperial units - mph vs. pound force.
Now, if you are wondering what this all means to you. You probably aren't alone.
You can see the effective force the PSD puts down to the road. in each gear.
So according to this graph:
- The PSD's top speed is approx 126mph in top gear.
- Or the top speed towing a 10000lb trailer up an 8% grade is: 61mph in 4th (effectively 3rd if the crawler gear is negated).
- In 1st (or thr crawler gear) the PSD puts over 7500lb force onto the pavement in High range.
- Going up a 2% grade with a 10000lb trailer provides almost the same force against the engine that going up a 5% grade unloaded does.
Last edited by BigF350; 08-24-2005 at 07:13 AM. Reason: Imperial graph
#2
Join Date: Jun 2003
Location: Carlsbad, California
Posts: 2,203
Received 0 Likes
on
0 Posts
#5
#7
Trending Topics
#8
#10
#12
Join Date: Jun 2003
Location: Carlsbad, California
Posts: 2,203
Received 0 Likes
on
0 Posts
Originally Posted by Tim Lamkin
My little 125 puts out 47.6 and 23.4 of Tq...not bad for something that wieghs in with me at 375...0-60-0 in 3.9...some can get quicker and some a bit slower...top end at 132
Pull 3.9g's in a corner
Pull 3.9g's in a corner
#13
Join Date: Jun 2003
Location: Carlsbad, California
Posts: 2,203
Received 0 Likes
on
0 Posts
Originally Posted by jackofalltrades
Hey Daryl, can you post a link to the V10 vs 6.0 graphs?
-Steve
-Steve
It was really just a comparison of the work output that the V10 could produce compared to the 6.0 - at sea level. A narrowly focused comparison of one aspect of the two trucks and doesn't really say anything about the true difference in driveability between two trucks, one with an '05 V10 and one with a 6.0.
Also note, that my motorcycle web site is no longer up so don't bother clicking on that link on my FTE site. I'll get around to fixing that one of these days.