Number of cylinders does not mean how refined an engine is. You can't say that a loud, crude running 7.3L V8, is more refined then the quiet smooth running Cummins 6.7?
Plus, it wouldn't be cost effective for a manufacturer to have TWO different diesel engines in the same truck, not to mention a whole new engine would have to be developed as well.
__________________
- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
"Originally Posted by IHpuller450 you know what i think would be really nice? an option with ford and navistar to pick between a V-8 and an I-6 when you order your truck."
Quote:
Originally Posted by F350-6
If they did that, do you really think they would sell any V-8's?
Absolutely, they sell lots of medium trucks and buses with the V8 and many people prefer them.
Stand within 3 feet of an idling DT466/MaxxForceDT and try it beside a 6.4/Maxxforce 7, unless you desire noise and vibration many would very likely choose the V8.
__________________
2004 E-450 6.0 139,000 miles
7,500 mile, 15 quart oil changes, 5W-40 Rotella.
UOAs consist of checking for metal on drain plug magnet. All stock, no mods. Dyed fuel with no additives. Never been reflashed.
Total parts replaced;
one EGR valve.
True, but what is the percentage of people who buy the trucks for the "V8 Diesel" compared to the true enthusiasts who know which is the better engine?
True, but what is the percentage of people who buy the trucks for the "V8 Diesel" compared to the true enthusiasts who know which is the better engine?
Last time I checked it was 73.6%
__________________
2004 E-450 6.0 139,000 miles
7,500 mile, 15 quart oil changes, 5W-40 Rotella.
UOAs consist of checking for metal on drain plug magnet. All stock, no mods. Dyed fuel with no additives. Never been reflashed.
Total parts replaced;
one EGR valve.
In my opinion Ford has made a giant mistake dropping navistar. Now we may end up with years and years of diesel engine problems because ford is just now making its own diesels for this application, yes i know that they produce other size diesels, but hasnt it been proven that the only reason that the 6.0 had trouble was because ford refused to use the electronic specifications Navistar recomended. now im a ford fan and an IH fan and it just breaks my heart that we are loosing the best combination of diesel truck/engine suppliers
--just my two cents.
It's not just the electronic specifications, Head Gaskets,Not enough clamping force from the head bolts. To much stretch. How about egr coolers leaking,oil coolers leaking. Turbos sticking, ect ect ect.. I love fords I work on them all the time. But Navistar made a big mistake when they released this engine. And because of that us Ford Guys have been taking a beating for to long..
__________________ 06 F-350, North Pole, Alaska
Brush Guard w/4 moose lites
Mobil-1 Turbo diesel truck oil
fuel filters every 10,000 miles
AstroStart auto start
98 gal Transfer flow tank
Rhino liner on the rockers
Wabasto-Blue heat
MBRP turbo back duels w/ no CAT
It's not just the electronic specifications, Head Gaskets,Not enough clamping force from the head bolts. To much stretch. How about egr coolers leaking,oil coolers leaking. Turbos sticking, ect ect ect.. I love fords I work on them all the time. But Navistar made a big mistake when they released this engine. And because of that us Ford Guys have been taking a beating for to long..
Yes i agree with you here but wouldnt international design an engine that would work with its electronics, i refuse to belive that they would put an engine into production that wasnt tested to their specifications. also these new diesel engines are all electronicly run, you say turbos sticking well isnt this turbo an electronic varibling turbo? and if the electronics werent correct wouldnt that cause it to stick? i agree with you about the head bolts and the oil coolers, but i dont belive that the entire problem is international or fords fault. and i do know that we have been taking a beating i get razzed by penndot mechanics all the time about them having breakdowns with their 6.0's this problem needs to be fixed and i hope ford and IH work out their diffrences and realize that it is in their best intrest to stay together
Turbos sticking is due to either not enough use of the vehicle or exhaust coking on the variable veins, which is just a poor turbo design, international is having the same problems the fords are as far as the head gaskets popping, injectors going out turbos sticking, egrs sticking and failing egr and oil coolers failing, its sad that the design is so flawed, when running good the 6.0's are fantastic powerplants
Comparing the DT466 to the V-8 is comparing apples to oranges. The v-8 is the base motor the DT is the optional motor. The DT is substantially more I might add.
__________________ Marty
Quote:
Originally Posted by Monsta
In 5 minutes someone opened the door, popped the hood, started the truck, broke the heated seats and stole your horn and then just left? Where the hell do you live??
Quote:
Originally Posted by SouthTexasDiesel
You know you bought a cool truck when men just walk up to it and stare at it, and women simply have a confused look on their faces and ask "why?"
Comparing the DT466 to the V-8 is comparing apples to oranges. The v-8 is the base motor the DT is the optional motor. The DT is substantially more I might add.
It was a comparison between the currently available, comparable V8 and inline 6 from Navistar, as the prior poster asserted no one would choose a V8 given a choice and was alluding to a Ford/Navistar alliance.
We have both in similar sized units so I consider it a fair comparison, the 2 engines are available in several similar power ranges, and in many of the same trucks. The DT is about a $1800-$2,000 up charge but whats that on a $60,000-$80,000 truck?
__________________
2004 E-450 6.0 139,000 miles
7,500 mile, 15 quart oil changes, 5W-40 Rotella.
UOAs consist of checking for metal on drain plug magnet. All stock, no mods. Dyed fuel with no additives. Never been reflashed.
Total parts replaced;
one EGR valve.
It was a comparison between the currently available, comparable V8 and inline 6 from Navistar, as the prior poster asserted no one would choose a V8 given a choice and was alluding to a Ford/Navistar alliance.
We have both in similar sized units so I consider it a fair comparison, the 2 engines are available in several similar power ranges, and in many of the same trucks. The DT is about a $1800-$2,000 up charge but whats that on a $60,000-$80,000 truck?
It's about $1800-$2000 on a $60,000-$80,000 truck.
It's about $1800-$2000 on a $60,000-$80,000 truck.
Sorry I couldn't help myself on that one
__________________
2004 E-450 6.0 139,000 miles
7,500 mile, 15 quart oil changes, 5W-40 Rotella.
UOAs consist of checking for metal on drain plug magnet. All stock, no mods. Dyed fuel with no additives. Never been reflashed.
Total parts replaced;
one EGR valve.
When I bought my 03' the DT466 was about a $4500.00 upgrade, must be a regional thing I guess. Also the reason you see so many of the V-8's in buses and trucks belonging municipalities and school etc, is vendors bid to provide vehicles for a set price from different manufactures so they can't really stipulate specs for all different models. Most of the Big Wigs that procure vehicles don't Know anything about ordering buses/trucks anyway. They Just want what is the cheapest. No Doubt both are good engines, but around here most in the private sector just prefer to have the DT in a medium duty truck that is loaded most of the time to the Max GVWR. IMHO...
__________________ Marty
Quote:
Originally Posted by Monsta
In 5 minutes someone opened the door, popped the hood, started the truck, broke the heated seats and stole your horn and then just left? Where the hell do you live??
Quote:
Originally Posted by SouthTexasDiesel
You know you bought a cool truck when men just walk up to it and stare at it, and women simply have a confused look on their faces and ask "why?"
When I bought my 03' the DT466 was about a $4500.00 upgrade, must be a regional thing I guess. Also the reason you see so many of the V-8's in buses and trucks belonging municipalities and school etc, is vendors bid to provide vehicles for a set price from different manufactures so they can't really stipulate specs for all different models. Most of the Big Wigs that procure vehicles don't Know anything about ordering buses/trucks anyway. They Just want what is the cheapest. No Doubt both are good engines, but around here most in the private sector just prefer to have the DT in a medium duty truck that is loaded most of the time to the Max GVWR. IMHO...
We could buy either but choose the V8s becuase they do just as good of job for us, don't have a doghouse that intrudes into drivers area and have less mirror shake at idle. The 6.4 /MaxxForce 7 has all those advantages plus its much quieter. We buy the DTs in front engine transit style buses because its the only choice.
If you compare the prices of the engines with identical power ratings I don't believe the differance is over $2,000.
__________________
2004 E-450 6.0 139,000 miles
7,500 mile, 15 quart oil changes, 5W-40 Rotella.
UOAs consist of checking for metal on drain plug magnet. All stock, no mods. Dyed fuel with no additives. Never been reflashed.
Total parts replaced;
one EGR valve.
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06 F-350, North Pole, Alaska
