Originally Posted by ballbandit

I can't get a answer for the power. I didn't think about the trans. I was wondering if its maybe cause the 450 and 550 have a lower rearend gear. Not sure just a thought.

Originally Posted by ballbandit

350/650 on the 250 and 350. The 450 and 550 are 325/600.

Originally Posted by PSD 60L Fx4

I can happily inform the FTE crowd that LIPD performance recalibration and performance aftermarket components will be available at the same time or shortly thereafter the actual market release of the 6.4

A few sidenotes of information I would like to share for the purposes of information-

Mild to drastic engine control recalibrations will be available in similar caliber to what is available for the 6.0; however harsh race tuning (driven accordingly) will cause more frequent diesel particulate filter regeneration cycles and corresponding losses in fuel mileage.

We will have exhaust system components (EGR cooler/EGR System Deletes, replacement delete pipes for diesel oxidation catalyst, engine particulate filter, and resonator) available soon after the tuning is available; however, unlike the 6.0, no exhaust system modifications will function properly without recalibration due to the presence of multiple exhaust gas temperature thermocouples and exhaust pressure sensors used to monitor the EGR and exhaust emissions components.

Full tank-to-HPFP fuel systems, increased displacement high pressure fuel pumps, high pressure injection lines, and increased flow fuel injectors will be available within 2-3 months. High and Low Pressure turbocharger compressor wheels, along with modified low pressure turbocharger turbine housings will also be available within a similar time frame.

Engine shortblock internal components will likely be 4-6 months out due to low parts availability during vehicle debut, but I will hurry the development along as much as I can

It is my opinion that these vehicles will ultimately be mod-friendly, however modifications must be carried out in a comprehensive fashion, not piece-by-piece like can be gotten away with on the 6.0. I do believe that the 6.4 will be safer to modify at mild and moderate levels over the 6.0 due to a higher basic structural integrity of the control systems and engine hardware, and very satisfactory level of increased performance will be attainable without exhaust or hardware modifications; and by "very satisfactory", I mean a level beyond where the 6.0 is with tuning- in a safe manner.

Originally Posted by Bob Ayers

I always thought that HP and torque specs were at the flywheel? If this is the case, then tranny, or diff. ratio will not make a difference.

Originally Posted by PSD 60L Fx4

.... and extrodinarily difficult even for field engineers. I realize there are some people who would likely object to that statement

Originally Posted by Ry_Trapp0

you really dont think that gear ratios affect horsepower do you?!?!?! if you put a truck with 300 flywheel horsepower and 3.50 gears on a dyno, then you dyno a 300 flywheel horsepower truck with 4.10 gears on the dyno, they will read the SAME numbers(of course not EXACTLY the same due to slight slight differences between the trucks, whether it be manufacturing tolerances or just wear and tear)!!! gear ratios mearly dictate the speed at which your tires will spin at a certain RPM.