That sure would cover lot of plug holes repairs.
Including the holes in the hood.

 

Really? Are you messing w/ me? Where did I say I shift down to 2nd? If your refurring to my statement of a downshift getting 5k rpms. Then I don't have to shift to 2nd. I've shifted down after somebody pulling out in front of me and the tac shows 4500-5k rpms. I have a 410 gear set. 285 size tires.

 

Do you even realize what some of those sleds weigh and that the front plate is on the ground. Go try it once with your truck, van or whatever and report back to me.

I was referring to the sled pulling.

 

Thanks brother for takeing time out and explaining this. But now I have more questions. What does my lower hp at 1800 rpms have too do w/ this? I have more than enough tQ and a short jump to peak tq at 2200 RPMS. HP is'nt the measure of power but rather how fast its avaible. 217 hp is more than enough seeing how the peak hp is 325 horse and its 1000 rpms after the the peak tq has be reached. Did Ford not program the stragy different for the diesel than the gas? I believe they did. So that being said, I don't see where the higher rpms of the gas engine has any advantage over the diesels lower rpms. It only makes sense that the programing is to take the most advantage of the lower rpms just like they woulld for the gas. So are we come to the place that the transmission make the v10 a better engine than the diesel?

 

Dude are we back at the flywheel? I can't keepup. I thought we was in the tranny. I just want to know why the diesel would not beable to use the multipler. I don't care what they tell you. Your not going to out pull me up hill.

 

I know how a sled pull works.
what makes it worse than anything else?
All it does is load the truck to the point that your at WOT and spinning all 4 tires for a few hundred feet. Not good for the truck, but not that much worse than what lots of SuperDutys live with on a day to day basis.


I would use my F350 becuase its 4wd. I would gladly go do that and report back, but I can't find a sled pull. A few weeks ago I found out about one an hour and a half from me, and I found out a few minutes before it started. Plus my truck was apart at the time.

 

Becuase it can not down shift to the same gear as a V10. It can not rev high enough and even if it could, it would be well over peak HP.

 

Sled pull = Waste of time and resources. (not to mention, extremely boring to watch)

 

I enjoy watching them.

 

The sled pulls are very hard on the drivetrain even for the short distance they pull. If you do some searching there should be a regional organization in your area that where you could get some kind of pull schedule. It would probably be more of a benefit to watch several of them before trying it yourself. Up my way the pulls are fairly popular because there are quite a few tracks around.

 

Having lots of low end torque just means you also have lots of low end HP. With torque being force (torque) over a measure of time(rpm's) the only important measure of an engine's power is HP(unless you have an engine that makes torque but doesn't turn any rpm's). If peak engine torque was important in moving a load up a hill wouldn't our transmissions up shift so we could turn less rpm's instead of down shifting to turn more rpm's? That being said, engine hp and tq is pretty much useless once you put a transmission behind it due to the rpm capabilities of each engine.

Whichever engine is putting more tractive force to the ground is the one that is going to accelerate faster, pull the load better, struggle less, etc. The forumula for tractive force is TF=hp x 5252/wheel rpm. Wheel rpm is calculated by dividing your engine rpm's by your final drive ratio(tranny ratio x rear end ratio). If you compare the v10 to the psd in the same gear at the same rpm then the psd is going to win 100% of the time because it has more hp(because of more tq at the same rpm) and the wheel rpm's are the same, so more tractive force. What helps the v10 is that since it can turn more rpms it can run a gear lower, make the same hp, change the final drive ratio and put more tractive force to the ground.

If Bill is in 1st gear at anything above 3,500 rpm you are going to be in 2nd gear. When he shifts to 2nd you are going to be shifting to or already in 3rd gear. The trannys have the same gears, but the gasser can hold a lower gear almost twice as long because it turns more rpms.

 

I am not reading all those comments, but seems to me you guys are forgetting about differential ratios.
If for example Bill has 4.3 differential and diesel 3.3 than on the same gear when V10 holds 3500 rpm, diesel will have 2700.

 

Really? Are there a lot of trucks ANYWHERE with 3.3 gears?

 

The 6.7 comes with a 3.31, 3.55 and 3.73. With the low 1st gear and loads of low end power I can see a lot of them rolling off the lots with the 3.31. But for what I was comparing (v10 vs 6.0) I would say there are 0 that have that gear ratio.

 

Thanks again for a good explaination. Please bare w/ me. I'm understanding whatcha saying. But I'm lost in how 1000 rpms makes a difference when there in go gain for me in those 1000 rpms. Tq is a very big key factor in getting a load moving. Hp is. Have fast the tq is avaible. I know what 2 is I've never been able to put it in words though. I'm not going to try right now.
We're not talking about my power band being 5000 rpms but can't get to those rpms. I make my power under 3500 rpms. There is no need for my truck to go that high. On the other hand the v10 makes its power over 3500 rpms. So it has a reason to go that high. I,m really trying to get my mind around this. What keeping my tranny from down shifting? Or me shifting down?