Gas vs PSD
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From: SE Texas
JL
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From: Melissa TX
I've seen dyno sheets of 493rwhp/882 ft-lbs out of the 6.4L with tune only, and that that was with 33psi boost, and around 1100 degrees EGT on a single dyno pull. Stock on that truck on the same dyno,same day was 275rwhp/474 ft-lbs. While it is possible, it's not proven reliable over long-term, especially when towing.
JL
JL
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From: Melissa TX
This guy here has the same stuff done to his truck like mine but he is running a 310 tune. And these tunes are rated at the wheels. So mine should make around 60 less hp then his. But these 6.4's are beasts when you tune it and get rid of all the emissions stuff.
YouTube - 582 HP & 1326 ft-lbs. of torque on a Spartan 310 tuned 6.4L Powerstroke (fuel only)
YouTube - 582 HP & 1326 ft-lbs. of torque on a Spartan 310 tuned 6.4L Powerstroke (fuel only)
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From: SE Texas
Go to powerstroke.org and there are guys with the 6.4 with bigger tunes then mine plus I believe head bolts cause of the 08 head gasket design with over 100k miles and not once have they been in the shop. And there are a bunch that do heavy towing. Stuff the v-10 would only dream about handling. I think there was a guy over there with some kind of data log since he put his stuff on at 6k miles, with diesel price each fill up, oil, etc. and he has over 100k miles and he claims his truck as never been in the shop for repairs.
As for the:
Stuff the v-10 would only dream about handling
JL
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From: Melissa TX
Let me know when they pass Ford's durability testing at that power level-then we'll talk.
As for the:
You need to quit imitating an Ostrich. We have a 6.8L F350 here that we pull a 16k+ lb load with EVERY SINGLE DAY. That's the sole purpose of this truck-to pull out excavator to jobsites. It's a combined 21-23K lbs EVERY DAY-ALL DAY,and it never has a problem accelerating to legal speed limits, and maintaining those speeds on the roadways. It gets 9 mpg doing it-the IDENTICAL same mileage our 7.3L truck did doing the same job with a smaller excavator on the same trailer,and has not been in the shop for a single thing.
JL
As for the:
You need to quit imitating an Ostrich. We have a 6.8L F350 here that we pull a 16k+ lb load with EVERY SINGLE DAY. That's the sole purpose of this truck-to pull out excavator to jobsites. It's a combined 21-23K lbs EVERY DAY-ALL DAY,and it never has a problem accelerating to legal speed limits, and maintaining those speeds on the roadways. It gets 9 mpg doing it-the IDENTICAL same mileage our 7.3L truck did doing the same job with a smaller excavator on the same trailer,and has not been in the shop for a single thing.
JL
This is about 24k pounds just on the trailer.
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From: WV
Go to powerstroke.org and there are guys with the 6.4 with bigger tunes then mine plus I believe head bolts cause of the 08 head gasket design with over 100k miles and not once have they been in the shop. And there are a bunch that do heavy towing. Stuff the v-10 would only dream about handling. I think there was a guy over there with some kind of data log since he put his stuff on at 6k miles, with diesel price each fill up, oil, etc. and he has over 100k miles and he claims his truck as never been in the shop for repairs.
there are plenty of people with both 6.0 and 6.4's that have had no problems. However, there are plenty have had problems with their completely stock engines. And that is the public perception, which is how the money flows. And while 1 person can change the public's views, 1 personal story does not.
As far heavy towing, the V10 can do anything the 6.4 can in SWR form. In DRW form, Ford did not put the heavier axle with the V10 unless you went with the chassis cab form. If you don't think the V10 can tow heavy things though, check LSChicago's picture of him towing an International. It will work harder and use far more fuel, but it can do it. I wouldn't use the V10 for heavy towing on a regular basis for economic reasons, but it can do it.
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From: Melissa TX
there are plenty of people with both 6.0 and 6.4's that have had no problems. However, there are plenty have had problems with their completely stock engines. And that is the public perception, which is how the money flows. And while 1 person can change the public's views, 1 personal story does not.
As far heavy towing, the V10 can do anything the 6.4 can in SWR form. In DRW form, Ford did not put the heavier axle with the V10 unless you went with the chassis cab form. If you don't think the V10 can tow heavy things though, check LSChicago's picture of him towing an International. It will work harder and use far more fuel, but it can do it. I wouldn't use the V10 for heavy towing on a regular basis for economic reasons, but it can do it.
As far heavy towing, the V10 can do anything the 6.4 can in SWR form. In DRW form, Ford did not put the heavier axle with the V10 unless you went with the chassis cab form. If you don't think the V10 can tow heavy things though, check LSChicago's picture of him towing an International. It will work harder and use far more fuel, but it can do it. I wouldn't use the V10 for heavy towing on a regular basis for economic reasons, but it can do it.
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From: Isanti, MN
Not with a 6.0, and certainly not with a 7.3L! The 6.4L is very capable of that, though. This is because of the commonrail fuel system being capable of spraying MUCH more fuel than needed in stock trim, and a compound turbo system that's capable of 41 PSI of boost. The 6.4L is far more tune-able than any previous generation PSD.
Here's a dyno of a 6.4L running the "250 HP" tune from Spartan:
Spartan offers a 310 tune, and to run their high HP tunes you must use a DPF delete kit and they recommend an aftermarket air intake to avoid sucking in the filter minder.
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From: WV
Ok can you v-10 pull a load like this. HUGE Load with 210 Heavy Tow Tune - Ford Powerstroke Diesel Forum
This is about 24k pounds just on the trailer.
This is about 24k pounds just on the trailer.
Postmaster
Joined: Oct 2006
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From: SE Texas
Ok can you v-10 pull a load like this. HUGE Load with 210 Heavy Tow Tune - Ford Powerstroke Diesel Forum
This is about 24k pounds just on the trailer.
This is about 24k pounds just on the trailer.
Like I said, pass Ford's durability testing at that power level, and we'll talk.
JL
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Joined: May 2004
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From: Humble, Texas
The surprising thing to me is that if you look at the initial numbers from the Longevity Test thread, the psd comes in at about 8 cents cheaper per mile. At that rate, my $1,700 is made up in only 21,250 miles. If it averages out to only 5 cents per mile, I still have my psd paid for in only 34,000 miles. That obviously does not include the higher maintenance cost, but I doubt anyone would argue that routine maintenance on a psd costs more than $1,700 every 34,000 miles as compared to a V10 maintenance.
Elder User
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From: Melissa TX
) then the v-10 is for you. If you don't put on that many miles each year then the v-10 is for you. There are alot more reasons to buy a psd over the v-10 or the other way around but it's all up to the person.
Postmaster
Joined: Oct 2006
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From: SE Texas
Your $1700 difference in price is not what every single person will have-that's YOUR situation,and YOUR situation ONLY. That would be like me comparing somebody buying a V10 truck at retail sticker price with no negotiating or discounts whatsoever to somebody buying the same truck with a PSD on "A" plan with rebates, etc. It's skewed and totally inaccurate.
JL
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From: Melissa TX
I'm not a member there,and I'm not gonna register there just to see a picture. Towing that kind of load one time means nothing to me, and proves nothing to anybody. That's like the guys with the "First" 9 second 2011 5.0L Mustang in Houston. Yep, it ran 9's with a crap-ton of N2O stuffed down it's throat,but it's already blown up.
Like I said, pass Ford's durability testing at that power level, and we'll talk.
JL
Like I said, pass Ford's durability testing at that power level, and we'll talk.
JL
Postmaster
Joined: Oct 2006
Posts: 4,171
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From: SE Texas
You apparently don't understand Ford's standard durability testing procedure.
I'll repeat my previous post....
JL
Ford’s standard
durability tests. These dyno sessions
are incredibly brutal, always far exceeding
what any rational customer would do to
his engine, and occasionally surpassing
what is physically possible in a car.
We observed some of this internal
combustion water-boarding, and for
anyone with a foot-pound of mechanical
sympathy it isn’t pretty. Engines run fatigue
cycles equivalent to 62 Daytona 500 races.
Others replicate customer drive cycles
for 1,000 running hours to include 1,000
cold starts, plus hitting its peak torque
and power for sustained periods. That test
alone runs 100 hours a week for two and
a half months.
durability tests. These dyno sessions
are incredibly brutal, always far exceeding
what any rational customer would do to
his engine, and occasionally surpassing
what is physically possible in a car.
We observed some of this internal
combustion water-boarding, and for
anyone with a foot-pound of mechanical
sympathy it isn’t pretty. Engines run fatigue
cycles equivalent to 62 Daytona 500 races.
Others replicate customer drive cycles
for 1,000 running hours to include 1,000
cold starts, plus hitting its peak torque
and power for sustained periods. That test
alone runs 100 hours a week for two and
a half months.
That is more than sufficient proof that the gasoline engine offerings are "tough enough" for use in just about anything,and will NOT be harmed by "screaming" at any RPM that it's designed to run at.
That's 4,000 HOURS of runtime at the engine's peak HP RPM and also the exact same test ran at the engine's peak Torque RPM.
That's 4,000 HOURS of runtime at the engine's peak HP RPM and also the exact same test ran at the engine's peak Torque RPM.