A lot of us have seen our V10s earning a living the hard way. driven by people who don't own them, just drive them hard in a variety of tasks. I see F450 flat beds owned by scaffold and rental companies all over the place. Talk to the guys that drive these things for a living and you will find the vast majority of them have nothing but good things to say about the Ford V10.

What does the V10 have, outside of 2 extra cylinders, over its smaller V8 brother. I know the V10 has a good oil cooler built into the oil filter housing.
Does the 5.4 have this cooler? Are there other things the V10 has that the V8 does not have that make the V10 more of a heavy duty engine?

 

good one don
the 5.4's i have seen have the aux. oil cooler by the oil filter. so i personly don't think it's there,
my thought is all the h/d parts inside the beast. cross bolted mains on the block, steel crank ,forged rods, coated pistons. and the cubic size of it. along with how ford has tuned it's torqe band to the trucks need. plus those 2 extra pistons making it all work.
FRED whats your input?

 

what does the v-10 have.

it has the cool oil cooler, cross bolted mains, 2 extra cylinders in the middle of a 5.4 block, nice truck tune. shares the rods and pistons with the 5.4, has a nice crank and good block strength. the modular enignes share a lot os triats of fords FE series.

 

Longer stroke: it can be good or bad. If your used to running 4000-5000 rpms plus, this equates to higher piston speed. If using the engine in the 1500-2500 power bands, the longer stroke should give more torque/piston diameter than the 5.4 (obviously larger displacement per cylinder)

Personally, I think the design has its share of questions. If a engine with a longer stroke than bore is best (in gas motors) for truck and towing purposes, why wouldnt' they have made this style engine sooner? I think the 6.8 was made because it was basically the cheapest way possible to make a gas engine with enough power to use in F350's and F450 style vehicles. But it seems they have made it work. Of the series, I think the 4.6 is the best engine for piston/stroke dimensions and it also creates good power down low.

The 460 had slighty larger bore than stroke, if I remember correctly...... and I think they had that engine putting out close to 450 ft lbs back in '97 and that was with iron heads and 8.8 compression ratio. If they would have put aluminum heads, 3 angle valve grinds, coated pistons, and maybe even 3 valve heads on a 460, we might be looking at close to 600 ft lbs @ 2400 by now.

But the v10 is doing ok and getting better. The block design must be a good one and the overstroked idea is perfect for supercharging.
TonyG

 

I don't know the specifics, but most of the RVers I know swear by it.

 

I have guys come up to me that have rented V10 Motorhomes and tell me how impressed with the V10 they were in both power and mileage.

460 has a lot of followers but my 88 460 with EFI was a complete dog compared to my
05 V10 and the 460 used 30% more fuel to make 30% less power. No wonder Ford dumped it.

 

Yeah, I know the '88-93 version of the 460 was doggy (I think the carbed 460's of the late '80's were better than the earliest EFI versions ??) ... and I'm not trying to start a v10 vs 460 thread... I'm just thinking that there should be a basic bore/stroke ratio that would be better suited for low/mid range power in truck engines rather than just making more displacement by adding 2 cylinders and increasing stroke. I know that cam profiles and cylinder head design also have alot to do about making power within certain RPM ranges. So maybe a long stroke V10 with the right cam profiles is the way to make the most power???? It just seems that Ford didnt' start with a clean slate when the built the v10 but built it with the 4.6 (or 5.4?) as a starting point. I wonder what a high performance/high torque gas engine would be designed like IF it was started from scratch.

Remember also that the '97-'98 didn't have the greatest reviews or power. Was it 265 HP and 410 tq. But what is impressive to me about the v10 (and yes I have a '99 F350) is the statement that 80% of peak torque is availble from 1000 RPM's. Wide torque curve is something that should go in every truck engine. It's one of the reasons diesel engine makers are going to dual (in series) turbo designs.

Tony

 

i have been racing since 1962, back then we always talked about bore vs stroke. a big bore short stroke made it's power up stairs. while a small bore long stroke was power down stairs and loose it up stairs. ford and dcx have returned to old tech small/long.
it still pretty much is the same, now a days we want power down stairs to make a car or truck more responive down stairs from the stop light or for towing a load.
heck the techno is here is get some awsome power out of a small displacment motor.
as most of you know i spent 42 years working on vw's. and they have taken a 2.0 litter motor. small/long, 4 valve heads, twin cam,vvt,balance shaft, added a turbo, intercooler and direct gas injection and come out with a smoking 207 hp , 103.5 hp per litter. about 62 or 63 cubic inches, wait till ford catches up.
what could a 3 valve v10 with vvt, 1 or 2 turbos, intercooler, or coolers, and direct gas injection, turn in hp/torqe numbers. 500???

 

If you crammed all that fuel/air/gas mixture into those 10 cylinders, I would stand back a good distance when the dare devil driver commenced his run!

 

Wanted to clear one thing up: The V10 has the same bore and stroke as the 5.4L V8.

I've researched this a few times, and haven't found anything that's really any different between the V8 and V10 (at least, the V8 in the Superduty).

One thing about the V10: Air flow in the intake. 8 cylinders leaves a little gap between cylinder intakes, 10 cylinders fills that gap and makes the intake flow smoother. Perhaps this is where all the torque comes from. Haven't really thought about it too long though

 

One thing all you guys are forgetting - The v10 has to be one of the smoothest running engines I have ever owned. You hardly know it is running unless you have to step on the gas to pull a trailer up the hill!

Many of my work buddies are amazed when we go out to lunch in my truck.

 

The V10 doesn't have a longer stroke than the 5.4L. The exact same bore/stroke on the 5.4L is in the 6.8L V10-difference being the two extra cylinders as Krewat stated...
The V10 wasn't available in '97 or in a '98 yr model truck. It was introduced as a '99 model truck. As far as I know, the 3V 5.4L is being marketed as having 80% of it's peak torque at 1000 RPM due to the VVT (Variable Valve Timing). The earliest, and newest V10's do not have VVT, but still make incredible torque numbers low in the RPM range.

The diesel's make great low end torque. The 6.4L will be a twin turbo is due to emissions, and responsiveness in the throttle.

 

Actually the 5.4L makes more torque & HP PER CYLINDER than the V10. Odd huh?
V8
300 / 8 = 37.5
365 / 8 = 45.625

V10
362 / 10 = 36.2
457 / 10 = 45.7 (okay...a smidgen more.)

But then again, the 5.4L needs to spin to 5K to get its HP peak and 500 more RPM than the V10 (3750 vs 3250) to hit its TRQ peak.

 

Back in the early 70's, I looked at the reports on the V12 Jag XKE vs the inline 6 XKE. The V12 had a wide torque range and even better acceleration with a sligtly larger displacement. The writers of that day laid the difference to the application of power every 30 deg. rather than every 60 deg. Our 36 deg isn't as great a jump over 45 deg. but it's the difference that sold me on the V10 technically.

 

bb
it's really 60deg's on the v12, a 4 stroke engine fires every 2 turns, so to figure out the fireing impluses.2 x 360 = 720 degs divide by the number of cylinders to get your fireing order. i.e.720 div. by 10 = 72 degs. a v12 would be 60, i think you had the block design mixed up. i.e. 45, 60 or 90.
to help balance out the fireing impluse. even more due to the block 's v degs. the companys off set the crank shaft pins otherwise known as the connecting rod jurnals.
as to bore and stroke what i ment was long stroke by small bore engine is more capible of making horse power and torqe down in the lower rpm band. then that of a big bore by short stroke motor, which tends to make more power higher up in the rpm's.
imm by taking advantage of the long strokes lower rpm torqe anvantage plus the better flame travel in a small bore motor for emissions. ford has given us some great motors and then cut costs by useing the modular motor design starting with the 4.6 block. adding stroke for the 5.4 and pistons for the 6.8 v10 .
ford could also go one step more by making a v12 mod motor which would be the utmost in smoothness and a 8.2 l motor. any one ever driven a 5.0l, v12 from italy like in a lambo, or a v12 from germany?