I forgot about those...was having too much fun on my own...

 

I don't doubt the '10 (and probably '09) are far more reliable than the '08's. Most of the problems 6.4 I've seen on the forum are '08's.

If you're driving that many highway miles, it make lots of since to get the PSD for the better mpg. On a slightly different note, I'm moving next month, going from 4 miles to work one way to 2 miles one way. PSD owners may get better mpg than me, but I bet I use less fuel driving 4 miles a day.

 

The ONLY 3V V10 in that entire thread is mine. Watching my video, and having actually been there, I know that from 26-27 seconds in that video until 37-38 seconds, I was simply maintaining speed to merge and change lanes to PASS slower traffic that wanted to drive 55 in the 70mph zone-my truck NEVER slowed down with the my foot on the floor.
JL

 

Yes, I'd have a gasser too if I wasn't driving far...Maybe. I picked mine up for cheap.

 

I'll agree most problematic 6.4's are 08's, but it extends way further than radiators. Some guys on the towing forum (tow411.net) have had multiple different failures, as well as the trucks that have had 4 radiators each, and still going through them every 10,000 miles. It is $2,000 to replace these radiators alone on a tow truck out of warranty. Maybe you guys think this is acceptabe, but I don't. One guy had his injector pump go out at just just 5600 miles. It sat at the dealer over a month. He got it back and traded for a V10, which he is still happy with. Another one had the engine "suck coolant" and replaced the engine at 17K miles. How many bad 6.4's on this forum?

 

You bring up a couple interesting points. 1) why is not more 3vs on here when there are a ton of 6.0s and 6.4s? 2) why is it that the only people saying a 3v WILL outpull a 6.0 are people that do not own 3vs?

I have my ideas on both questions, what's your theory? hehehe

 

Real bad day for my wife and my truck. I'll be sitting out for awhile...don't even want to think about it.

https://www.ford-trucks.com/forums/s...66#post9129766

 

So you're telling me at the exact same throttle position, and exact same RPM your truck will provide more boost when not WOT. So tell me, how does your magical truck know when its towing something heavy?

Sorry to hear about your truck Crazy, glad everyone is ok.

 

Ok, so how does it KNOW it needs more boost? Magic?

 

The PCM adjusts boost as needed, based off the amount of time it takes to accelerate...I'll find you the article my "theory" (fact) is based on. It will take a while, but it is real. It's not my fault your truck is merely mortal.

 

That blows, dude. Hope everything turns out better than perfect.

 

HP being a function of RPM, you can't GET the full 350HP "at the start".

No matter what gearing, HP doesn't change. So is it HP or torque that counts more?

V10 threads? Did you even count them? Here's a comparison:

8,173 threads in the V10 forum - this covers years 1997 through 2010.

29,462 threads in the 6.0 forum.
60,300 threads in the 7.3 forum.
4,069 threads in the 6.4 forum.

For a whopping 93,831 theads in the diesel forums. That's an 11:1 difference. Now, before you say it, you said "threads", and there's no way I can count which ones are technical issues, versus informational ones, and I'm certainly not going to go into the Superduty forum and try to do an analysis of it (it's pretty much a wash, I think, although I do move a fair amount of diesel threads to their respective forums when requested).

But on the first page of the V10 forum, I can count 6 issues that do NOT leave their owners stranded by the wayside. One is a blown plug which is still drivable, on an engine with 200K miles that probably never had them changed before.

On the first page of the 6.0 forum, I can count at least 9 threads that deal with technical issues not related to tuning or mechanical ineptitude, and at least 4 that would leave you dead on the side of the road, or with some type of engine failure.

On the first page of the 7.3 forum, there are at least three threads with "undrivable" engines of some sort (and some other tech issues that are not drivability related).

On the first page of the 6.4 forum, I see 6 technical issues that deal with either spewing coolant, "making oil" or other techincal concerns like strange noises or check engine light on.

 

And apparently people like to post without reading an already covered thread like "making oil"...How many threads relate to the V10 losing the exhaust studs?

 

It measures the intake pressure, and closes the wastegate down upping the boost without upping the fuel. That's why I can be driving up and down hills with a steady throttle position and see my boost gage go up when climbing, and drop off when level or going downhill.

Wastegate: By spinning at a relatively high speed, the compressor draws in a large volume of air and forces it into the engine. As the turbocharger's output flow volume exceeds the engine's volumetric flow, air pressure in the intake system begins to build. The speed at which the assembly spins is proportional to the pressure of the compressed air and total mass of air flow being moved. Since a turbo can spin to rpm far beyond what is needed, or of what it is safely capable of, the speed must be controlled. A wastegate is the most common mechanical speed control system, and is often further augmented by an electronic or manual boost controller. The main function of a wastegate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. Most modern passenger car engines have wastegates that are integral to the turbocharger, although some earlier engines (such as the Audi Inline-5 in the UrS4 and S6) have external wastegates. External wastegates are more rugged and can handle higher boost levels than internal wastegates.

Sequential Turbo: Some car makers combat lag by using two small turbos. A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher RPM. Below this RPM, both exhaust and air inlet of the secondary turbo are closed. Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher RPM range allows it to get to full rotational speed before it is required. Such combinations are referred to as a sequential twin-turbo. Porsche first used this technology in 1985 in the Porsche 959. Sequential twin-turbos are usually much more complicated than a single or parallel twin-turbo systems because they require what amounts to three sets of intake and wastegate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. Many new diesel engines use this technology to not only eliminate lag but also to reduce fuel consumption and reduce emissions.

And finally, altitude and turbos...: A turbocharger remedies this problem by compressing the air back to sea-level pressures; or even much higher; in order to produce rated power at high altitude. Since the size of the turbocharger is chosen to produce a given amount of pressure at high altitude, the turbocharger is over-sized for low altitude. The speed of the turbocharger is controlled by a wastegate. Early systems used a fixed wastegate, resulting in a turbocharger that functioned much like a supercharger. Later systems utilized an adjustable wastegate, controlled either manually by the pilot or by an automatic hydraulic or electric system. When the aircraft is at low altitude the wastegate is usually fully open, venting all the exhaust gases overboard. As the aircraft climbs and the air density drops, the wastegate must continually close in small increments to maintain full power. (So the turbocharger acts either on the drop in air pressure, or the intake pressure, not necessarily increasing the amount of fuel needed or used. As the intake pressure drops more air can remedy the loss in power without having to increase the fuel output by simply closing the wastegate) The altitude at which the wastegate is full closed and the engine is still producing full rated power is known as the critical altitude. When the aircraft climbs above the critical altitude, engine power output will decrease as altitude increases just as it would in a naturally-aspirated engine.

The 6.4 has both sequential turbo's and a wastegate. Without the wastegate, it would more than likely blow the heads off the engine, or damage something else. My boost pressure varies on the wastegate more than the exhaust pressures when above 20mph.

 

Are you sure you're not Phillips91 with some mod tools? You sound just like him when he has new batteries in his calculator...lol