ya and i did it with a load of 32501lb, no but seriously i have pulled loads that are in the 32000lb range, its not fun but it will do it. and when i do pull that kind of weight i make sure not to do it with any boost.

 

How much boost do you run when you are empty?

 

I thought that quote was hilarious. I don't think there is anyone that actually believes that a V10 can put 20% more power to the road than a 6.4...at least not anyone that has towed with both.

And tell me this, Bill...why is it that diesels ALWAYS have to have 3.73's or 3.55's? There are plenty of psd's running around with 4.30's in the rear. Why can't you include those in your bench racing?

 

This is the most ridiculous article I have ever seen. First of all, the guy states something to the effect of "lets step out the real world for a moment" in the first paragraph. Second, at 70 mph in top gear a 6.0 with torqshift and 3.73 gears does exactly 70 mph and 2000 rpm. 2000 rpm = 560 lb/ft of torque at the flywheel, which is about the same to the rear wheels as a V-10 is rated at the flywheel. A stock V-10 can never, ever put more peak torque to the wheels than a stock 6.0 or 6.4. The Ford V-10 may have excellent reliability, but it's just not as powerful as the diesels.

 

You simply can't compare a PSD and a V10 with the same gearing. If you put in gears optimized for the diesel, the V10 will be lugged down and won't be able to get up to its max HP range quickly (~5000 RPM). If you put in gears optimized for the V10, say something like 5.60s or something like that, the diesel won't be able to rev high enough and won't have the same top speed as the V10.

If you wanted both trucks to have the same rear gearing, but be able to do a test fairly, the V10 truck would need about 1.5:1 gear reduction between the engine and transmission.

Sorry, you're wrong. Stop confusing power with torque. They are two very different things. Torque is force applied, power is the actual ability to do work. Torque without power is no work being done. A V10 will put more horsepower to the ground, and that is what matters. Plant the pedal to the floor and let the engine wind out to 4500-5000 RPM, that is where the engine makes its peak power. Let it rev to where it wants to go, and it will outpull the diesel. Each and every time

But once again, this is why you cannot compare a V10 and a Diesel with the same gearing. You need gearing that gets each engine into its "sweet spot". The best way to do an honest and completely fair pull off between the two engines would be to bolt up some kind of CVT transmission to each engine. A CVT will hold the revs at the exact RPM where the most power is made. This would really show how HP is really the only thing that matters.

 

All engines being stock, you'd be unpleasantly surprised, the V-10 keeps on pulling. If the diesels ever lose boost and have to build it again due to slowing down or what ever, the V-10 will kick butt on hills. Been there done that and had them in my rear view mirror. New Dodge and Chevy diesels are easy to whip. The 6.4 is more of a challenge but only in a 3.73, the 3.55 is a dog up hills expecially towing. They put the 3.55 in them to help their mileage solo. Another thing, my 11-12 mpg is about the same as most 6.4's with the 3.73. For the extra $7000 to get into a diesel engine, I can buy alot of gas, not to mention the other maintenance cost difference. There are many diesel engine pickup users out there that only want a diesel to be "like the big boys" and to hop them up, but most don't really need a diesel. For us V-10 owners, it's cool not to be cool....if you know what I mean.

Pap

 

Really? Why do big rigs have for example 330 hp and 1400 lb/ft torque? Why not just use a V-10 with the higher horsepower rating? It would certainly be cheaper. Maybe because they don't have enough torque to get the load rolling?

 

Do big rigs accelerate fast? Nope. Do they have high top speeds? Nope. Can they pull hills fast? Nope. That is all because of a lack of horsepower.

The reason big rig engines have such high torque, is because the engines spin so slow. Topping out at ~2000 RPM. The slow spinning engine is a necessity for long hauling. It helps conserve fuel, and it means the engine will last longer since its spinning so slow.

If you put that 362HP V10 into that same big rig that had that 330HP 1400 lb-ft diesel, and gearing in it so that the engine spins ~4500 RPM in the highest gear at 65-70MPH; it will out pull that giant diesel. Will the V10 last long spinning 4500 RPM at WOT day and day out? Probably not, but it will still output that lower HP diesel. In fact, if you had a little 350HP Turbo V6 or 4 Cylinder and geared it so it spun 6000-7000 RPM at 65MPH in top gear, it would output that big diesel too.

 

Yes you can!! I have thought numerous times about changing my rear end to 4.30's. I know what you're saying about the difference in the "sweet spot", but every argument about gearing ALWAYS has the diesel with nothing lower than 3.73's and the V10 ALWAYS having 4.30's. Wasn't the magazine article this way? Didn't the psd beat it up the hill despite the fact that the psd was 350 dually vs. a 250? What about that other magazine article where a diesel mag tested both a V10 and a 6.4 where the 6.4 won every category tested?

I could understand your position if there were only a few psd's with 4.30's, but there are more than just a few. How many V10's have 5.60's?

 

Ian's right.

My work truck makes 1,750 ft-lbs @ 1200 RPM and is rated at 435 HP between 1200-1600 RPMs.

5.4L trucks towing RVs pass me all day long.

But as far as the PSD vs. V10 thing, that article assumes 80% peak torque across the board, which is hardly fair to the PSD! At 70 MPH in O/D I'm at 2,000 RPMs which is right at that sweet spot at 650 ft-lbs.

That same V10 in O/D is truly making between 80-90% peak torque. So in the same gear, even with different rear end gearing there is a HUGE disparity in power without downshifting.

I am amazed every time I hook my '08 to something heavy and get on the highway, as I can cruise up hills, down hills, and into headwinds without the truck ever having to downshift. THIS is what makes people like diesel engines for towing! They make towing easier and it seems as if the truck isn't working as hard to complete the job.

But with that being said, there's no reason the V10 isn't just as suitable to do the same job. It may have to downshift every so often, but it is every bit as capable of throwing massive amounts of power to the ground when you need it. Even though it may not seem like the PSD is working hard in O/D, 35 PSI of boost under full engine load means the engine is approaching it's limits.

And when that 35 PSI isn't enough and it downshifts I'm always amazed at how much power ISN'T there! With a gasser it's nothing to have the engine produce 3-4 times the power in the higher RPM range than it's capable of at 2,000 RPMs, with a PSD that extra power just isn't there. Under full load at 2,000 RPMs it's producing 70% of it's maximum possible power. That V10 has to rev to over 3,600 RPMs to produce that same amount of power!

 

I think everyone can agree that the V-10 is a great motor, but for me getting 6-7 mpg towing is just too much when I can get 10-14 in a diesel. That's too many stops for fuel when I'm traveling long distances, which is what I do. On top of that, it's not always practical to try and get a LB CC with a 35 ft 5th wheel into a gasoline pump. The V-10 guys say the psd is unreliable, but with 250,000 per year sold it's the vast majority that have no problems. If the majority had problems there wouldn't possibly be enough mechanics for the millions of psd's out there.

 

If, if, if. We don't know that it would have beat it. There are a few problems with the test, which have already been stated, such as one ton dually vs. 3/4 ton srw. And who stops at the bottom of the hill?

Look, we can argue cost vs gas mileage, repair bills, etc. But the power / tow abilities cannot be questioned.

 

Sorry, Torque is the Power/work and is what is Measured when you put your truck on a Dyno. Horsepower is how fast that work is accomplished.

http://www.web-cars.com/math/horsepower.html

 

For pulling, torque is what matters. V10's don't reach the peak torque until their far up into the rpm's. Put any V10 against a psd 7.3L, reliable 6.0L, or a 6.4L and the diesel is going to tow better. Sled pull, gooseneck with 10 tons, etc., the diesel is going to dominate the V10.

 

You need to read up and understand a little more on how and why a diesel actually works because you seem to have half the info and the rest got lost somewhere. your also passing along mis-information.

Here is some basics on how they work. Pay close attention to the part how they actually com-bust the fuel they inject.
http://www.howstuffworks.com/diesel.htm