Anyone have real dyno numbers on an 05+ V10? Been kinda looking at a new truck to replace the F150 and really like the 2008 F250 V10, but saw the dyno numbers reported in Diesel Power Mag 6.8 vs 6.4 article and they seemed really low (http://www.dieselpowermag.com/featur...sel/index.html)

223hp and 316ft/lb??? That's what a 5.4 will put down. I have a 5k lb boat that I tow in Denver and up the mountains, and my 5.4 absolutely struggles. I was hoping a new V10 would take care of it, and also give me the opportunity to get a 5th wheel. Definitely don't want to go diesel. I'm thinking maybe their numbers are wrong?

Thanks!

 

Let's see....typically one can cont on a 15% drop to the wheels. If Ford reports the V10 is capapble of 362HP in stock trim then it's RWHP number should be about 15% less or around 307hp. Hard to see where they get a 139hp drop running it through the same running gear as the PSD which only posted a 60hp drop.

I think they results are skewed for no less than two reasons.

1. It was done by a diesel magazine which had no intentions of a fair test.

2. The numbers were RPM Limited?? What the hell is that? Maybe their dyno couldn't support more revs. But it was certainly below the advertised HP peak of the V10.

I didn't read the entire test simply because what I did read didn't pan out with what other, more credible, tests have shown.

 

Uh, I think maybe you're right! Look at who's putting out the numbers...why would they want to brag up a lowly gasoline V-10 when in reality it just might give their beloved oil-burners some competition.

The numbers are around here somewhere, but those you quoted do sound low to me.

Forget the numbers...ask the guys who actually use their V-10's...shucks, I just drive mine around like a passenger car....so far.

 

The ONLY reason a Diesel dynos well is all the torgue and it comes on early in the powerband. The torque is what allows the HP number to remain high on the diesel. In a 250 or 350 with the 4:30 the V10 can pull just as much as the diesel. That should tell you something.

I like how all the Diesel mags that test the 6.4l get no less than 16mpg empty. Go down to the 6.4l forum and you will see those guys aren't getting close to 16mpg let alone 19mpg.

"The V-10 tester had 4.30 gears (4.10s are standard), and the diesel is only available with a 3.73 ratio, but as the acceleration runs proved, the gas truck was still at a disadvantage while launching."

They no doubt Powerbraked the 6.4l to spool up the Turbos to launch.

Take what magazines say with a grain of salt.

 

sadly too many people read magazines 'tests' and quote it like the bible

 

Those #'S in the article are so bias its funny when I researched which I wanted the 6.0 or 6.8 I ran all those numbers. The numbers they pulled out of their a$$ comparing diesel over gas is a joke. When I bought mine diesel was cheaper now its more than gas.

If they did a the simple math equation....that the diesel gets 4 more miles per gallon......wipeeeee!!!! divide that into 12,000 mile per average year....
at the same cost $3 per gallon.....my calculation has $2,400 for diesel and $3,270 for gas per year......at $870 savings just from the better milage it would take 7+ years to break even on the $6,295 for the diesel.

well at 7+ years before you break even......then 12K X 7 = 84,000 miles of driving and doing tune ups....

Then add in the cost for the 3,000 mile tune ups. Mine is less than $50, my camping buddy spends $120+ ........gas wins again, because he'll spend an extra $1,960 in tuneup costs in that 7 years......

As for the comparing towing....my 4.30 can tow as much as the diesel 15,500 lbs. And how often do you race a diesel off a dead stop? they act as if that happens everyday!!!!

HA I'm so glad I did the right math not that FUZZY math!!!!!

 

I think something many people overlook too if there financing is the extra interest with the diesel. $6300 more for the diesel over the V10 and factor in all the extra interest you pay on the $6300, plus the extra tax throughout the length of the loan. It can add up.

I saw a new Reg Cab F-350 XL 4X4 6.4l Auto stripped down model for $38,500. Friggin Nuts in my book.

I'd like to see them do an acceleration test on a wet road. With the extra weight on the front of the diesel along with the torque you'll have a hard time getting traction.

 

In our (not so) fair State of NY, you'd pay an additional $504.00 in most counties (more in some, less in a couple) on that $6300.00 diesel option and only $64.00 for the $800.00 V-10, plus interest on that too if you finance everything.

They get ya comin' and goin'!!

 

Thanks for the replys guys. I know these numbers are biased, but again, has anyone dyno'd an 05+ V10 and have more reliable numbers???

thanks!

 

Don't forget when comparing engines on a dyno, the drivetrain matters a LOT.

The F150's 5.4 has a 4R70W (or 4R75W?) tranny - lighter internals than the TorqShift 5-speed. Driveshaft is heavier. Crankshaft is heavier. Rear end gear is heavier, heavier axles, wheels, everything.

All that extra weight means a chassis dyno will see lower numbers.

 

Oh, and captchas did a lot of work to his '05 on the dyno - not sure if he remembers or documented any of the numbers though.

 

You might call around and see if you can't get your F150 on a dyno. I would imagine in the article the numbers are wrong, but I see a lot of people touting the magazines when they praise the V10 and cry foul when the magazines praise the diesel. So, they're probably always wrong, not just when they tout the diesel.

There is more to the F150 and F250/F350 issue. You have to remember you're buying a much heavier/stouter truck when you buy the F250/F350. The horsepower/torque of the V10 is there, whether the magazines agree or not (ask an owner). You can tow/haul more with the F250/F350, but the difference may not seem as dramatic as you might think if you're used to driving a lighter vehicle. There are plenty of stock "rally" type vehicles that have far less horsepower/torque than my V10, but I know I can't outrun them. I can certainly put a couple or more on a trailer and haul them up and down the mountains around here, which they wouldn't be able to do. My F250 will likely last longer doing that job too, longer than a lighter truck asked to do the same work.

Another thing to remember is that the tests need to be based on the vehicle, not just one vehicle. I didn't read the article, but I would imagine the diesel has significantly more power at lower RPMs. If they didn't wind up the V10 a little then they were missing out of the peak hp/torque and weren't testing based on the specific vehicle on the dyno. I don't know, but I'd say if you're looking for a 5th wheel someday you'll want a diesel (which you've already said you don't), or the V10. The V10 will struggle more at elevation though, because it doesn't have the turbo or forced air, so remember that.

 

All good points, thank you! I have been interested in a V10 for years, but never could find one in the Denver area where diesels are king. Finally, one dealer has 4 2008 V10 CC SB Lariats - so I'm going to go drive one tomorrow. I guess I should drive a diesel for comparison, although I'm not sure I want all the headaches and extra $$$ for the diesel, especially since it will also be my daily driver. If I end up going the diesel route, it will have to be an 06-07 to fit my bugdet. I REALLY like the new 08 tho.

From what I've heard and read, everyone seems more than happy towing with their v10, although maybe not at 6% grades at 8000 feet. All I know is my F150 is at first gear redline towing my boat up Eisenhower, and I'm just waiting for something to give....

 

Their milage numbers are low as well. The lowest milage I've ever gotten unloaded is 12.5. Not sure what they did to get 8, even in the city. WOW.

 

here is why the dyno numbers were low:

Dyno Test
Scott Clark and the staff at Spectre Performance hooked both of our F-250 extended cab trucks to their Mustang MD-1750 load dyno so we could get baseline horsepower and torque ratings at the rear wheels. The diesel pushed out exactly 200 more lb-ft of torque and 67 more horsepower because the gas truck would not hold Fourth gear long enough to reach the advertised rpm for peak power. The gas engine likely has more horsepower than our dyno data shows.

This article was very skewed and seemingly the purpose was to justify the savings of going diesel...but their estimate of 3.93 years to pay-back the $6,000 diesel option did not include the addition expenses for oil changes air/fuel filters that cost way more than gas motors!!