My replies are only to correct the broken mentality that a diesel is the ONLY thing that can pull any load,and that if an engine is not able to pull any load in OD at 2000 rpms,then it's no good.
JL

 

It's ALWAYS skewed when the V10 comes out at a disadvantage.

 

No it isn't. No matter how you try to twist it, all I want is a fair and balanced comparison. I see it daily, and the operating costs for our business are equivalent in the same use diesel vs gasoline. Yours may not be depending on your area, and your use. Gallons used, miles traveled, repairs made. Calculate YOUR costs for the same amounts of fuel and repairs made, and that will show you how it stacks up for you.
JL

 

I know a v-10 can tow any load a diesel can but it can't pull it as easy and it gets alot worse mpg then a diesel. And if it's not towing at 2k rpms in od then it's probably not that good for the engine.

 

Umm that was exactly the point JL was making with what he posted. It can handle it and was tested by Ford to prove it can without any issues.

 

That's where the problem is.
That's your personal perception.
There is not a single bit of data backing up your personal perception there-NONE.
The fact is that the large majority of the time, any load that a PSD can pull in OD at 2K rpms, a 6.8L can do the same-it simply has to downshift for increases in load (hills,headwind,etc) that a PSD does not need to due to the turbocharger increasing boost when load increases. With the same load,yes a diesel will use less fuel-nobody has argued that at all. It's simply the nature of the combustion process and how the engine operates. The thing you guys forget-when your diesel is under boost, it's also consuming more fuel, so on the same trip, same load, same conditions, BOTH engines will use more fuel if loading is increased.
JL

 

A diesel at 2k RPM will put far more stress on the engine than a gasser at 3k RPM. That is why the diesel has to be built with stronger parts. Gas is far easier on the engine because of the lower expansion during combustion; which is why it won't produce as much power at lower RPM's, a double edged sword really.

The stress the engine see's is significant different too. A gas engine will ware out the rings and cylinder sleeves before a diesel because of the higher RPM's. On the other hand, the diesels high expansion/compression forces will ware out bearings, rods, and crankshafts at a faster rate than the gas engine. Either case will require an engine rebuild.

FYI: I believe the Navistar rebuild rate was 50% at 250,000 miles for the 6.4L. Ford tested the V10 to 200,000 miles with a much better rebuild rate, I don't know the exact number though. In the end though, the engines were never really designed to compete in the arena.

Falling back on my old argument though, I bet the rest of the truck will fall apart long before either of these engines fall apart from ware.

 

Not really, I'm just saying taking 8 or 10 Super Duty owners and watching there costs is not representative of the entire US. Specially since none of them drive the route I drive with the mountains and stop and go traffic.

 

The local roads is the reason my mpg is low. Twisty cowpaths with hills and grades. I havn't come across a straight flat road of any substance in my state yet. Then throw in traffic, constant road construction and poor road quality.

 

Yup, same here. That is why I get about 10 in the summer and 9 in the winter (I keep my hubs locked all winter). My buddy that has a 6.4 and drives about the same as me only get 12 mpg.

Your probably not far from me if you live in PA, I'm in Morgantown WV, a walk from PA.

 

My mileage only blows...or sucks...when I'm up in the mountains. I haven't done a reset in on my ampg setting in a little over 3000 miles, and I'm getting 17.2 combined as I've been in the city and mountains lately. My last hand calculation put me at 15.6 for the tank and was all hills and city. I run my tires at 70psi, and check them every morning as one of them was 4psi low. Also changed my fuel filters the day after I burned through the dealer tank of fuel with permission from the dealership since I have a maintenance package that covers them) The truck had been sitting for a year as it's an 09.

Getting ready for my first oil change, and haven't grown any fuel. (They want the truck at 7500 miles for the first one, and 10000 after unless I am growing fuel) The way I drive it, I should be good as all my regens are on the highway. I idle for 30 seconds in the morning, and 30 when I come home (unless the turbos were were under heavy use when I pull up to park)...that's what the book tells me to do.

I don't understand the 12mpg unless there are a lot of short (less than 25 miles) trips on the trucks.

 

I would also like to ask why you lock your hubs in the winter? Do you have a manual xfer? what are the benefits of locking them if you have ESOF? I'm asking as mine goes into 4WD when I flip the switch. Does it actually "lock" the front end when you lock the hubs making it a front-wheel-drive with the rear wheels acting as normal? The book is pretty ambiguous.

 

Dang, you V10 guys won't get over yourselves... Look, we all know that a go cart can tow a trailer if we throw tall enough gears in it. sure, even a honda can tow w/ those kinda gears... The thing the diesel has over the gas every singe freaking time is MILEAGE and not having to work it's a$$ off on every single little hill towing heavy. so what? your V10 might be able to tow the same weight, but guess what? I'm still getting better mileage, my engine will still last longer, and i still have yet to need to take the VC's off for any repair purposes. not sure what y'alls V10's are supposed to be so awesome at???

Now i have seen that the diesels have turbos too much now... GET OVER IT. the diesel comes STOCK with a turbo, your V10 comes with 2 more cylinders, and my 7.3 made less HP than your V10 stock WITH my turbo.. who gives a dang! Everyone knows who has driven a 6.9 or 7.3 IDI that a diesel HAS to have a turbo to do anything worth while. now stop using that as any form of excuse or whatever your point is from it.

Now, i'm sure i'm going to hear about the V10 being cheaper for repairs or JL saying that his V10 costs the same as his diesel or something... I have a pretty hard time believing that really.. my diesel hardly costs me anything b/c guess what???? IT DOESN'T BREAK.. sure a diesel costs more from the factory, but they last wayyy longer than a V10 gasser will and again, you can't say a V10 will last longer, it's simple... they spin faster, they wear out faster. they still have bearings, they still have piston rings, and they still wear out faster the more RPM they turn in their lifetimes... I don't need to post data to figure that out.

Is a V10 the best choice for towing heavy day in and day out??? IMO, NO it's not b/c the diesel will last longer and have an easier time doing the job while getting better mileage. Semis have diesel engines for a reason(no i'm not saying my 7.3 will pull what a semi does, but it's still a diesel engine and they don't use gassers in that application for a reason). So yes, the V10 will do the job, but not as efficiently or as easily or as long IMO. I laugh everytime i hear someone pull out and get on a V10 towing a trailer. LoL

 

And what's so funny about that?

It's only doing what it's supposed to do.

Mine sounds GREAT when I get on it with the 5er in tow.

 

Let me help you with understanding the issue. We ALL know diesel is the only sense making option in real trucking.
Some "weekend warriors" who drive 2000 miles a year are right that the up front cost of diesel option makes no sense for them.
But whoever drives more than the 2000 a year will very fast find that he made a big mistake.
So all the blabling coming from V10 owners is just cover-up how bad they feel about their choice and a search for excuse