you gotta be kidding me. all this high-tech crap sucks, and comes with an extremely high price tag. why dont ford wise-up and get something like the freaking DT466 in those puppies? it is a simpler, inline with big power, and super reliable, and already meeting EPA standards. i LOVE both my 7.3's but its time they ditch the V-blocks. no longer economical.
and the aluminum heads-be prepaired for the saga like with the duracracks. head gaskets at 100,000 miles
__________________ GOT MY CAT!
2002 Powerstroke 7.3
1997 Powerstroke 7.3
1990 F700 Dump truck ford 6.6 diesel with garret turbo
you gotta be kidding me. all this high-tech crap sucks, and comes with an extremely high price tag. why dont ford wise-up and get something like the freaking DT466 in those puppies? it is a simpler, inline with big power, and super reliable, and already meeting EPA standards. i LOVE both my 7.3's but its time they ditch the V-blocks. no longer economical.
and the aluminum heads-be prepaired for the saga like with the duracracks. head gaskets at 100,000 miles
What the hell have you been smokin? The Dt466E is too BIG to fit under the hood of a light duty p/u. Also, it doesn't yet meet EPA2010.
i know it would take some work. but all i meant was something along those lines to get us back to more basic good old reliable and not so high tech engines. i want someything like my 7.3 that has plenty of power and is still moderately simple that will still be working years away. look at my old 7.3 for instance. i gross 28,000-33,000 on a regulat basis, and at 11 years old and 190,000+ miles shes still goin strong. these newer trucks arent economical nor logical for a workin man
__________________ GOT MY CAT!
2002 Powerstroke 7.3
1997 Powerstroke 7.3
1990 F700 Dump truck ford 6.6 diesel with garret turbo
you gotta be kidding me. all this high-tech crap sucks, and comes with an extremely high price tag. why dont ford wise-up and get something like the freaking DT466 in those puppies? it is a simpler, inline with big power, and super reliable, and already meeting EPA standards. i LOVE both my 7.3's but its time they ditch the V-blocks. no longer economical.
and the aluminum heads-be prepaired for the saga like with the duracracks. head gaskets at 100,000 miles
Except now they are called the MaxxForce DT engines, there is nothing simple at all about them. Sequential VGT Turbos, High Pressure Common Rail injection, DPF, EGR, etc, etc..! I also doubt all this "high-tech crap" will raise the price of the engines much. Consider this - The old-school simple P7100 inline injection pump on the Dodge cummins will set you back about $1150 for a new one. While the "high-tech crap" CP3 high pressure fuel pump for the newer common rail diesels is about $749.
V engines are no less economical then Inlines.
__________________
- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
Well, actually there is more loss associated with the increased number of moving parts in a V8 as opposed to an I6, but the difference is really negligible.
__________________
2003 F250 FX4 Sport, 6.0L Diesel, TorqShift Auto
- 4" Donahoe Racing springs, Bilstein shocks, 4.30 Yukon gears, Detroit TrueTrac
- 18x10 Diamo 17 Karats, Cooper STT 35x12.50, Off Road Tech winch bumper
- SCT Xcal2 with Spartan tunes, ISSPRO EV2 Gauges (Pyro, Fuel PSI, Boost)
Except now they are called the MaxxForce DT engines, there is nothing simple at all about them. Sequential VGT Turbos, High Pressure Common Rail injection, DPF, EGR, etc, etc..! I also doubt all this "high-tech crap" will raise the price of the engines much. Consider this - The old-school simple P7100 inline injection pump on the Dodge cummins will set you back about $1150 for a new one. While the "high-tech crap" CP3 high pressure fuel pump for the newer common rail diesels is about $749.
V engines are no less economical then Inlines.
Todays MaxxForce DT does not have sequential turbos or high pressure common rail injection.........
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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.
Todays MaxxForce DT does not have sequential turbos or high pressure common rail injection.........
Thought it did? Must have been one of their other engines then? Edit: Looks like it is the Maxxforce 11 and up series that has common rail and sequential turbos. My point is still valid however, even more so since the HEUI systems is *technically* more complex then common rail, and that even Class 8 engines still have the "high-tech crap" that the Current 6.4 has and new 6.7 will probably have.
__________________
- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
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GOT MY CAT!
