I doubt he was at WOT...He was just baiting you, and he'll deny baiting you on here when he reads this post.

 

Unless the v-10 has 4.30 gears and the super duty will have 3.55's or 3.31. Oh and the v-10 has to have a tuner to make it fair.

But you're right no v-10 will go against a 6.4 cause they know what the result will be. Hell I have a hard time around here getting mustangs to race me. And I know which ones to pick on. The new 5.0GT will wax my ***. But any other GT is going to get spanked.

 

My max boost is 40, but I don;t get nowhere near 40psi of boost unless I have something big and heavy tied to the truck. I can floor it all day empty, and it only goes to 20psi of boost. Hasn't a single gasser driven a diesel before?

 

And why would he want to do that?

 

So you don't know what you're saying then?

 

Well the dyno graph I have seen have the 3v making 218 rwhp and the dyno video's I have seen of stock 6.4's are making 275-290 rwhp range. Hmmmm........yup even if that dyno is under powering the 3V I don't think it will pick up almost 80 rwhp anywhere. Hell I dyno my stock 97 7.3 and it made 185 hp at the wheels and it was rated a 215. My 08 for grins I dyno at a dyno day got 3 pulls for 25 dollars and it made 196 hp and it was rated 300 hp. So diesels will always make more power to the rear wheels.

 

Generally speaking, a new diesel should pull faster than my V10 in a heavy application such as mine. My truck weighs 13,660 empty. and it tows up to 16,000 pounds behind it. I went with a V10 because of two advantages. Reliability and serviceability. Something I could not get with a 6.0 or 6.4 diesel. I need my truck to work all day, every day. And it does that flawlessly. I make a lot of my money towing broken diesels. It doesn't look good when the tow truck is always getting towed, so I traded for a V10. A 6.4 may get up the hill first, but I'll be there when it dies trying, and I'll tow your truck and it's load with my less torquey V10 just fine, collect my money and drive home. That's what it's all about for me. A reliable and easy to fix (if it ever needs it) vehicle.

 

The V10 does not need a tuner to beat a 6.4.
The closest you can get in a lighter truck is 4.10s and 3.73s, but if you go to a F450 you can get 4.88s in both. The V10 will be faster either way.

Yep. same year as my V10 and it was a dog.

 

So because of the diesel fuel rather than gas, there is less drive train loss?
Sorry, but I have got to know how this works.

 

They govern them down at the factory because the engineers know people who buy gasser trucks can't drive worth a damn... They govern the diesels down too because they would fly otherwise.

 

Actually, you sort of don't get it. Stock diesels defuel based on several measurements, which includes EGTs on newer diesels. So, WOT on a 15% grade would put down full hp/torque to a point, then when certain levels are reached, would defuel. Hence why so many diesel guys put aftermarket exhausts on. Not to increase power when empty, but to reduce the amount it defuels when towing by keeping EGTs cooler.

That is similar to the v10 that would not go past 3k rpms, a safegaurd to not blow the truck up.

 

Once again, read my posts before replying or quoting me. I said the 6.0 took forever to get from 30-35, not the 6.4. Go back and watch the 6.0 video and see for yourself how long it takes to go from 30-35. Now I think this is where you accuse me of backtracking by saying I am changing my story when it was you that didn't remember what I said. The conversation was on page 403 and started with post #6041 if you want to check.....

Like the others said. It was a 2v v10 with a 3.73 gear and 4r100. Compared to a diesel with 3.73 gear and 4r100 it did quite well.

What in the world are you talking about? There was no "safeguard" that kept his truck from going past 3,000 rpms. He didn't have the gearing or the low end power to get the load moving past those rpms.

Unless the dyno runs were made on the same dyno on the same day with the same set up, then the numbers are useless when comparing them to another set of numbers. There is a dyno about a mile from my house and his shows an 18% loss with an automatic. It's a Dynojet. Mike from 5 star has a dyno at his shop and it shows 40% loss with an automatic. I can't remember what brand his is, but I'm sure he would tell you if you asked. Just by dynoing a 3v v10 on those two different dynos I can get anywhere from 217 to 297 hp for it. Now let's look at your numbers. The v10 makes 362 hp and showed 218 on the dyno you quote. That is a 40% loss. The 6.4 makes 350 hp and they dyno you showed for it was around 290 hp. That is an 18% loss. Sounds quite simple to me. They were ran on different types of dynos and has nothing to do with one losing less power to the wheels based on what kind of fuel it burns.

 

"The 3000 RPM issue was actual designed from Ford in the PCM so this was "working as intended". It only limited the engine from the start until the hill leveled out a bit and then the RPMs came up to redline. After that it was not an issue. (EDIT: Go to about 1:15 in the first video)
It was locking the TC at 3000 RPM due to the time at WOT and acceleration speed. The TC locking killed the V10's acceleration rate. Mike from 5 Star already confirmed this in the base programing. He gave be a tune to compensate for this but I never got a chance to test it yet."

This is was I am talking about, from the OWNER of the truck back on page 437. Sorry man, that is the same thing as a diesel defueling, just a different style.

 

Kind of the same.

One is to keep EGTs down, the other is to keep trans temps down.

Its not that the V10 could not gain RPMs becuase the PCM would not let it, when the TC locked towing at 19,000 gross on a 15% grade it bogged the motor and it could not over come it until the grade was less. It put more strain on the engine but cut down on heat in the tranny. The 4R100 can not take as much as the TS that the newer truck have, and has a much smaller cooling capacity.

 

He was turning about 3,500 rpms and pulling fine, then he thought his tranny shifted, which dropped his rpms to 3,000, but it was actually his tc locking. When his engine dropped to 3,000 rpm it lost hp and didn't have enough power/gearing to continue accelerating. If he had better gearing he could have continuted acclerating when the tc locked.

Thank you Bill. I have never once had my 5.4 stop me from accelerating past 3,000 rpm to keep from blowing the engine up lol.