I said psd. I said seems like.... I can't argue for or against it being a myth. Its my advice to go w/ the v10 for that potential problem and the cost of maintaince out weighing the income the truck revues. I've only owned. 1 diesel so I don't know 1st hand if lot rot is real or not.

 

I think your right, the 6.7 could have been caught inbetween gears.

Either 3.73s in that gear or 4.56s in the next higher gear would have given it a finel drive ratio like the chevy.

 

Now keep in mind, I just traded my Ford for a Chevy, but I still think we need a good test. The flooring it from a standstill at the bottom isn't great. It should be rolling in, with identical trailers, identical trucks, at a prescribed speed, such as the speed limit or less if necessary, and see which one makes it to the top first. Though when you read the comments on this test, they note this was a last minute deal and note a true test that was setup in advance.

Bill, that is a seven mile grade. I know you say the v10 can handle high rpms for a lenghty time, but would you feel comfortable with it at 30 mph, 5,000 rpms, pedal to the floor, for 15 to 20 minutes? Now keep in mind, that at 30 mph, you have less wind to cool the engine and the engine it at full throttle. Before you say the diesel is in the same scenario, they are tuned nowdays to defuel under heavy load when temperatures meet various levels.

I totally get the "let it rev at full rpms" for the pull to be in peak hp, but for the hills of Texas, it is a totally different ballgame than the rockies.

I do not get the rear axle ratio comments though. Going from 3.73 to 4.30 makes the top speed go from 130 to 100 (or whatever). That does not play a role in that the Ford never will make it to that top speed towing up that hill.

 

I have held my 5.4 at 4,500 rpm for 10 minutes with close to 10,000 lbs just to see how it would do. It handled it with no problems at all and I wouldn't hesitate to do it again.

We aren't talking about top speed. We are talking about top speed in that particular gear. The ford didn't have the power to pull it in the next higher gear and was geared too low to run a decent speed in the gear it was in. If both had the power to pull it in 3rd(just making up the gears here) but did not have the power to pull it in 4th, the one with the taller gearing is going to win because it can go faster.

 

Simply test -try to park V10 or any gasoline engine for 2 years and restart it on original fuel? On all gasoline engines that I use occasionally I installed fuel shut off valves and run the system dry before storage. That saved me most of problems with gunk in fuel lines, but not all.

 

Ya, you did that at 4,500 rpms, not the 5,000 you speak of. And it was at speed. And it is doubtful you were at full throttle.

As for gearing, you are making an assumption it could not hold the next higher gear. Granted my 6.0 was a different animal, but I have pulled in similar scenarios though only up to 8k feet, and I was limited by the temperatures not the transmission. I would think the 4.30 would have an easier time than my 3.73 due to the shorter distance between gears.

 

My Ranger sat for 5 years. Started right up like it had been ran just the day before.

Most gasoline long storage issues can be solved with some fuel stabilizer. Diesel fuel will also need additives for long storage, since it will grow algae otherwise.
You may be right, I found a calculator on line, I put in all the truck specs and with 4.30:1 gears it can only do 46 MPH in 3rd at an assumed redline of 3200. It needs to shift to 4th to do 50, and 50 in 4th is 2600 RPM. Bogging it down.

 

Its called Marine Stabil. It will even stabilize and protect against ethanol blends. The gas I just took out of my 74' is over 2 YO with no stabilizer in it, just some MM oil and it runs fine in my lawnmowers. I ran the 74' on it too, just decided to drain all of it out to change some old fuel lines.

 

As long as the water temp stayed under 250 I would not lift, and I would not worry about hurting anything.

Nither the auto or 5 speed have a gear that lets me run 5,000 RPM at 30 MPH though...

 

See if I understand this right. Taller gear hour saying swapping Fords 4:30 for 4:56 a "lower" gear set. Give the chevy a "higher" gear set and shorter gear right? This is how I've always known this to be. I agree the ford could have had a disadvantage. One of the biggest things that can hamper the gearing or speed over rpm is tire size. Which I see you never mention. If the ford had taller tires than what was figured for its gearing it will reduce its speed and raise his rpm. Do you agree with that? of course taller gears reduce top speed and will still pull 60 mph but will have a higher rpm.
The biggest thing a see people do that reduce their towing efficient is how they load their trailer. You can put too much on the truck putting resistence to the engine or not enough reduceing traction going to the road. Yea I know this are very small small variables but when your hitting a pull that's greater than the variables they start showing them selves. I really would like to see the test with both trucks with compareable gearing pulling the same trailer.
I might be missing the mark but in. today recesstion Ford wouldn't let alittle gearing give a compettor an upper hand. I think chevy paid for that result.

 

to make clear just helping answer some Q's not bashing...

Tires were same height (within 1/4"), trailer was 3k heavier on the GM, pickuptrucks.com is impartial and well reasoned imo but you may no something I don't....disappointed is how I feel having read the test, I thought with the latest tune the psd 6.7 would edge this...yes an F350 with 3.73s and the exact same trailer would be good but I wouldn't bet any money the outcome will be much different (though it would HAVE to be somewhat closer than 15mph which is insane)

 

If this defueling info is true I can see why the the 6.7l lost.

 

You think Ford is playing it safer than chevy is with the tuning?

I would love to see the EGTs on both trucks, thats really something that should have been part of the test IMO.

 

Ford really is playing it pretty dang safe with the tuning. Aftermarket tunes are starting to show that the 6.7 runs out of air around the upper 500hp range. Lots of room to grow w/ the 6.7. Anyone else notice that the 6.7 has a much more useful power range? Looks like it has a nice long flat torque curve and a nice horsepower curve also. Not quite the curve that my 7.3 has(over 350hp from 2000-3200rpm), but it's nice in stock form fo sho!

 

I've read this thing over and over today. The thing that keeps jumping out to me is the statement that they think its the high alt. Tunes to blame. After talking about the lack of air and lossing speak. I would like to see what would have happened if this was corrected if it was a problem. Indeed the 6.7 had a more inpressive curve on tq and hp.