I can't believe I just sat here and read all 59 pages of this thread. Very interesting and comical. Thanks guys...

 

You're ASSuming alot about my knowledge. Yes,Diesel does run at a much leaner A/F than a gasoline engine under low load conditions. And yes,you can make a power gain by enriching the fuel mixture-But,that power gain stops when you get too far to the rich side of stoich-which on diesel fuel is the same as gasoline @ 14.64:1. Power gains also stop when the N/A air pump(engine) has no more airflow capacity. That's where the turbo comes in. It supplements the airflow capacity of that air pump(engine) to allow more fuel to be added. Then and only then will it make more power. This is EXACTLY what happens when you add any type of forced induction to a gasoline engine. The only difference is that a gasoline engine has to run at a richer mixture than diesel at all load conditions because of the way the fuel burns.
Based on your logic and comments above-we should be able to take a N/A diesel and keep richening the fuel mixture and it'll continue to make power -more power than any N/A gasoline engine of the same displacement.
Show me a single N/A diesel engine that makes the same or more power as a similar displacement gasoline engine. I'm still waiting.
JL

 

The gas engine has to have the balance between fuel and air for the combustion from the spark, hence the fuel AND air is metered (gassers have a throttle body). The diesel is a big air pump that will combust whatever fuel you spray in there (to a point). Hence the stoichiometric conditions aren't as much of a concern. Less fuel = less power = light loading.

You will never see a diesel make the same HP as a gasser. Even if they use a similar block to start with, the geometry and construction are two different animals. Bore, stroke, construction materials, etc are all different. The compression ignition combustion of a diesel is far more violent and tough on the engine components than spark ignition of a gasser. The reciprocating mass is far larger in a diesel (to withstand the higher stresses) as well which is why the RPM limits of diesels are much lower as well (heck, my 7.3 redlines at 3400 RPM). So no matter what you do, the gasser will make more power overall.

Each engine will make it's peak power at different places due it's design, which is where these powerplants tailor to different crowds. Negating any design, construction and operating issues and costs, they all have their high points. No one engine is better for everything, it just depends on which one is better for you and what you want it to do.

 

Interesting. Can anyone explain to me exactly why you can run a diesel as lean as you want without damage, yet you can blow up a gasser by running lean?

 

This thread is still better than the Nannie Broadcasting Company , the Communist Broadcasting Company, and the A..H... Broadcasting Company combined !!!!


more if, and's, or but's, and "take your turbo off I don't care if it's stock" comments !!!


YaHooooo ! Another 100 post and I'm still here and waiting for any takers on my real world comparison offer....
I KNOW the answer, but some need proof....





the answer is 42 !!!!

 

And yet, they do have a mass air sensor. Wonder why...

Actually, you can run a diesel too lean. It just stops.

 

BwAAAAAA HAHAHAHA !!!!!!!!!!!!!!!! you are captured !!!!!

unfortunately some did not read it all, and are doing the circle dance

round and round we go

 

That whole mass/durability of the components. Especially the pistons. When you hear a gasser "pinging" or "knocking", you are hearing it (in effect) begin operating as a diesel.

Despite some misleading things you have heard, in a gasoline engine, the fuel mixture does NOT explode. It burns. The mixture starts burning right at the spark plug and then the flame front spreads out throughout the entire combustion chamber. This "propogation" of the combustion happens pretty quickly (milliseconds), but is spread over time. This results in a nice progressive build up of pressure with minimal shock loads.

In a true diesel, combustion temperatures are much higher and all of the fuel ignites at effectively the same time. Much like an explosion.

If combustion temps get too high in a gasser (which can happen if too lean), the engine will knock. What is happening?
Rather than a controlled flame front burning and propogating through the cylinder building pressure in a progressive way, ALL of the fuel mixture ignites at once - in effect, an explosion - just like a diesel.

The shock load from this is brutal. To handle these repetitive explosions, reliable diesel engines have much more massive pistons, rods, bearings, cranks, cylinder blocks, etc.

 

I started reading this thread about 4 hrs ago , now i forgot what i was going say , Chit !!!! Lew

 

yeah. this is how i get to sleep every night! just start readig and drinking. its bad when you get drunk and your only half through it

 

mwsF250, THANK YOU for a good explanation. It all makes sense now.

See? This thread has been productive. I just learned something!

This is why I love FTE!

 

wow! nice guy, as long as you are safe, i guess?

 

sorry, but stock to stock, yur 7.3 does not have a thing on the V-10, can your diesel spin to 5.5K rpms while slinging mud? NEVER! maybe 3.2K rpms? anyway, the 7.3 is a dog in stock form and can eat those up all day long with my stock V10

 

my 7.3 doesnt need to be a 5.5k rpms to sting mud. diesels are a low rpm motor. thats they way they work. your v10 needs the rpms to make power and sling mud. lets put it this way. have both trucks at 3.2k rpms and see who is slinging the mud. at 3.2k rpms im doing 75 down the freeway.

 

wow! an amazing observation there! you should really think before you write, the 6.4 only went for 3 years, THAT SHOULD HAVE TOLD YOU SOMETHING!!!! and you should know that the V10 is still offered by Ford, motorhome chassis.