PSD vs Cummins
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Post Fiend
Joined: Aug 2002
Posts: 5,324
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From: Denton,TX
Originally Posted by DieselDonor7.3
I don't think you're really contributing anything here Ironman.
Originally Posted by DieselDonor7.3
Logical Heritic is posting valid points off the other side of the Ford bias continuum.
Originally Posted by DieselDonor7.3
All you do is take things out of context, insult, criticise, and give the run-around and never really address the situation. You act like you have a master degree in physics but you don't sound intelligent to me.
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Post Fiend
Joined: Aug 2002
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From: Denton,TX
Originally Posted by FordLariat
I don't own a PSD, but hopefully I will if I can get financed this weekend. I do have a Ford, though, and have driven several PSD, Cummins and Duramax diesels.
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Joined: Jul 2004
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From: Washington, DC
John The Diesel, you are right on, my friend. Where is the explanation of the Allison transmission gearing and it's technical specifications? Where is the discussion on changes to the power curve for the new Cummins 600, and whether it's area is now more than the PSD?
Instead, we get this inane rhetoric, like some guy who pulled his 17,000 pound horse trailers with his Dodge, and the empty Fords still couldn't pass it (and so on). I noticed it was his Post #1.
It's just now dawning on me. 1/2 of drivers have an IQ of less than 100, and 1/2 of these posters have an IQ of less than 100. It's just odd that such a disproportionate amount of that bottom half own the Dodges and Chevys and feel led to join FTE. But maybe that makes sense, given that situation. If I bought a new japanese Duramax, and I was stupid, then hey ... maybe I would go join a Ford website.
Listen ... I'm not flaming anyone ... I'm honestly trying to figure out all the butt-trumpet-playing here.
Instead, we get this inane rhetoric, like some guy who pulled his 17,000 pound horse trailers with his Dodge, and the empty Fords still couldn't pass it (and so on). I noticed it was his Post #1.
It's just now dawning on me. 1/2 of drivers have an IQ of less than 100, and 1/2 of these posters have an IQ of less than 100. It's just odd that such a disproportionate amount of that bottom half own the Dodges and Chevys and feel led to join FTE. But maybe that makes sense, given that situation. If I bought a new japanese Duramax, and I was stupid, then hey ... maybe I would go join a Ford website.
Listen ... I'm not flaming anyone ... I'm honestly trying to figure out all the butt-trumpet-playing here.
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Originally Posted by Marine Ironman
Heretic ... you amaze me. You bring up Chevy 250's and Volvos. Yet ... I'm off-course. Let's refresh your memory:
My counter-point: Here is a 6.5 million Dodge Hemi
Your counter-point: Gee, Ironman, you get off-course
My counter-point: Here is a 6.5 million Dodge Hemi
Your counter-point: Gee, Ironman, you get off-course
Show me a real vehicle with a durable engine in it. This is absurd. Cummins has been doing laps around america. But many trucks. They compile all the miles. Not one engine with 6 million. This is the most rediculous comeback you have come up with. Your really reaching. Must be cause Im right. When they say customer equivalent. It is usually simulated on a dyno.
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Joined: Jul 2004
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From: Washington, DC
Originally Posted by DieselDonor7.3
I don't think you're really contributing anything here Ironman. Logical Heritic is posting valid points off the other side of the Ford bias continuum. All you do is take things out of context, insult, criticise, and give the run-around and never really address the situation. You act like you have a master degree in physics but you don't sound intelligent to me.
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Post Fiend
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From: Denton,TX
Originally Posted by Marine Ironman
You have come into this whole thing late.
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From: Pryor
Someone said GM was going back to inlines, even though they are more expensive to build. WRONG!! They are less expensive. Think about it. One head vs. two, on down the list. That was one of the main reasons why GM went to the inline in the Envoy's and Trailblazers. It is simpler and cheaper. Those bad boys have 270 hp and they are DOHC with 4 valves per cylinder. They are a little lacking on the torque side, but so is GM's 4.8.
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Joined: Aug 2004
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From: Anchorage, AK
I came here to try and discern which of the big 3 I should go for when I eventually become in the market. I have driven my dads 93 F-250 7.3 diesel alot and hated everything about it and is falling apart at an incredible rate. I have driven my brothers 2003 F-350 V-10 and hated everything about the interior and exterior design. I have driven both Dodge Ram Cummins and Chevy Silverado Vortec and I liked the interior and exterior of the Chevy the best.
I have never actually driven a Powerstroke so I came here to see PSD owner's opinions on it and to try and see why the engine might be superior besides more power which some people think that alone makes it the best. I wanted to see if the engine has enough advantages over the competition for me to buy a truck that I don't think looks good. So I have been posting comments that might attract defensive comments explaining why the PSD is better. So far all I have in my left hand is the PSD outperforms the Cummins in a magazine test, and in my right hand; alot of pure crap.
I have never actually driven a Powerstroke so I came here to see PSD owner's opinions on it and to try and see why the engine might be superior besides more power which some people think that alone makes it the best. I wanted to see if the engine has enough advantages over the competition for me to buy a truck that I don't think looks good. So I have been posting comments that might attract defensive comments explaining why the PSD is better. So far all I have in my left hand is the PSD outperforms the Cummins in a magazine test, and in my right hand; alot of pure crap.
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Post Fiend
Joined: Aug 2002
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From: Denton,TX
The PSD has outperformed the Cummins in multiple tests. You certainly can't compare the old 7.3 IDI to any PSD, let alone the power of the 6.0. The stuff in your right hand is yours.
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Joined: Jun 1999
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From: Everett, Wa
I think this discussion is really at a end. IMO both engines are good engines. Problem is neither engines is running an irrigation system but rather they are in our trucks.
I will own a PSD soon also. This choice is not about the engine though. Its about the whole truck and IMO the Ford is better than the Dodge. It does not matter how good the engine is if you can't put the power down to the ground efficiently. I addition 20 years from now I'm fairly sure my Ford will still be on the road.
I will own a PSD soon also. This choice is not about the engine though. Its about the whole truck and IMO the Ford is better than the Dodge. It does not matter how good the engine is if you can't put the power down to the ground efficiently. I addition 20 years from now I'm fairly sure my Ford will still be on the road.
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Joined: Jul 2004
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From: Washington, DC
Some example advanges of a V design for PSD
Shorter length
Greater block rigidity
Heavier crankshaft
Lower profile
Less block distortion under high compression
Greater resistance to torsional vibration
Higher RPM capacity
Greater span of power in RPMS
More working cycles per crankshaft rotation (smoother power delivery)
No need for split crank pins
Cross-plane advantages for vibration cancellation
Less rotational inertia (increases maximum rpm and top end power)
More valves per cylinder
Higher thermal efficiency (key to CO2 reduction)
<o
></o>
The stiffness of the block for torsion and bending is tied to the overall noise of the engine. The PSD has the advantage here, and thus has less radiated noise. This is supplemented by the engine mounts for a V, which also aid in noise reduction over an inline.
<o></o>
Component parts are generally lighter, and less expensive to manufacture.
Greater block rigidity
Heavier crankshaft
Lower profile
Less block distortion under high compression
Greater resistance to torsional vibration
Higher RPM capacity
Greater span of power in RPMS
More working cycles per crankshaft rotation (smoother power delivery)
No need for split crank pins
Cross-plane advantages for vibration cancellation
Less rotational inertia (increases maximum rpm and top end power)
More valves per cylinder
Higher thermal efficiency (key to CO2 reduction)
<o
></o>The stiffness of the block for torsion and bending is tied to the overall noise of the engine. The PSD has the advantage here, and thus has less radiated noise. This is supplemented by the engine mounts for a V, which also aid in noise reduction over an inline.
<o
></o>Component parts are generally lighter, and less expensive to manufacture.
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Joined: Aug 2004
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From: Anchorage, AK
It seems to me that you have 351M, NDomsky2, Logical Heritic, and myself leaning towards the Cummins side of things. Everyone else here (correct me if I'm wrong) is leading towards the Powerstroke side of things. The only person so far that has helped me in my debate(to figure out why I should buy the Ford) by making down to earth, valid comments is bigsnag. Everyone else justs ignores the objections and makes a snide comment about the post.
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Post Fiend
Joined: Aug 2002
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From: Denton,TX
What do you expect when you have a handful of posts and many are full of anti-Ford propoganda? Do some research if you are genuinely interested (which I'm not sure you are) and you will find a lot of old threads to read on this subject. The one that was finally locked contained over 1000 posts. Did you read them all?