Man, 630 pages and you guys are still trying to prove you're the only one with the right answer? I mean I like a good argument as much as anyone, but this thread is taking pointless to a whole new level!

 

Dude don't you know real world doesn't matter, its all about what works best on paper.

 

I think thats how all v 10 owners think. Go look at their forum and see how many try and compare their engines to the diesels. Its all about whats on paper. One article talked about Popular Mechanics article on the diesels and said none of the three got double digits pulling 10k. 2001400ex you have a duramax now like my brothers and i know he can fill up his 25 gal tank and make it 325 miles pulling 15k. But its not on paper so they will not believe it. I believe the reason they feel that way is all the time they spend at the pumps they get to catch up on their reading.

 

DUDE. Can't you tell entertainment from technical data exchange?
Go, watch few guys kicking or throwing a ball if that makes more sense to you

 

Yes, you can downshift too and are not required to stay in 5th gear. However, Bill can always be one gear lower to you due to being able to turn more rpms. If you downshift to 4th he can downshift to 3rd. It's like climbing that 23% grade leaving my house with 11,000 lbs hooked to my trucks. Neither my 5.4 or 7.3 have the power to pull it in 3rd gear. That means the 5.4 can top the hill at 45 mph in 2nd and the 7.3 tops it at 22 mph in 2nd. If I lower the weight by a couple thousand the 5.4 still won't pull it in 3rd but the 7.3 will. That means the 5.4 still tops it at 45 mph in 2nd gear and now the 7.3 can top it in 3rd at about 40-45 mph. The 7.3 has close to 100 lbs more engine tq but the best it can hope for is to top the hill at almost the same speed.

The engine tq numbers on the 6.0 and 6.8 are close enough that gearing can make up the difference. If the 6.0 has 570 tq and the 6.8 has 457 tq that means the 6.0 has 1.2 times the engine tq as the 6.8. If you run in a 1.0 tranny gear and the 6.8 runs in a 1.31 tranny gear then the 6.8 has 1.31 times the gearing(tq multiplication). If you downshift to the 1.31 tranny gear then the 6.8 can downshift to the 2.1 gear. The 6.8 now has 1.6 times the tq multiplication.

 

You are forgetting the 6.0 is a higher reving diesel than the old ones so the gear ratio will be closer than you think. The only way we can settle this argument is take 2 identical trucks except the engines and let them tow identical trailers round trip 200 miles. Start them off with 3.55 gears then 3.73, 4.10, 4.30. Change them after each trip to the other ratio then at the end compare fuel mileage, time traveling, inital cost, plus resale value. Then you will have enough data to find out which is best.

 

Isn't the fuel shutoff at 3,600 on the 6.0? I know there are some chips that can get it up to 4,500 or so, but I am just talking about stock engines.

If you are comparing fuel mileage, that can vary a lot. I have personally seen 6.0 mpg's range from 9-20 mpg with an unloaded truck. I have personally seen v10's range from 11-17 mpg's unloaded, so a wide variety there too. You could very easily have the 6.0 getting worse mileage AND paying 50 cents more per gallon. If the psd costs 7k more new and sells for 7k more than the v10 then that is a wash too. I have said many times that I prefer to tow with my 7.3 because it is a better all around towing engine (better mileage and less downshifting), but when it comes to pure power and acceleration it won't run with my 5.4, much less a v10. With current fuel prices though, it is actually cheaper for me to drive my 5.4 even though it gets 5 mpg's less.

 

In the context we are discussing (automobiles in the US), it has one definition. As the wonderful wikipedia says for "mechanical" horsepower,
1 HP ≡ 33,000 ft·lbf/min by definition
= 550 ft·lbf/s

Drawbar horsepower has the same value, and electrical horsepower is defined as being 0.04% higher.

All of the other "horsepowers" listed there are different units of measure, as indicated by their names and abbreviations.

I challenge you to show me one calculation of horsepower, in the context we are discussing, that is not a combination of force, distance, and time.

 

Dang! Love those numbers. Growing up in metric system I remember that 1 HP= 1 kg lifted 1m in 1 second.
Now how many inches is in mile again?

 

63,360 inches, or 5,280 feet.

 

My truck doesn't cut of at 3600 rpm. I've hit 4k-4200 several times. That's the thing everybody thinks the new diesels still rev out at 3k. When I checked Bill's 2nd and my 3rd are the same. Does that not cause a big damper on that -100 tq? There again he is more than -100 I just used 100 to be easly mutliplied. I think he's more like 120-130. I can't remember. Now a 5.4l over -200 lbs aint got a prayer.
If you go around acceling north of 33k w/ the 6.0 yea your milage is going to drop down to 15mpg. Noone I know gets less than 15 and the guys that get 15-16mpg drive like they are running to the goal line all day long.

 

Yes but just remember bill can still drop down to 1st gear and still run 100

 

Sure about that? Power should include a force--not just mass. One newton one meter in one second is a watt, though.

I'm comfortable with the metric system for just about everything except vehicle performance. I just can't get used to kW, N-m, km/hr, or km/L.

 

<TABLE cellSpacing=2 cellPadding=2><TBODY><TR><TD colSpan=3>Here is some paper results for you v 10 guys Rear-Wheel Horsepower and Torque</TD></TR><TR><TD colSpan=3>DynoJet 224 Chassis Dyno*</TD></TR><TR><TD colSpan=3>Dyno Test Results: ’05 Ford F-350 Super Duty 6.0L, SR100 five-speed automatic</TD></TR><TR><TD>Condition</TD><TD>Power</TD><TD>Torque</TD></TR><TR><TD>Stock, with 800 miles</TD><TD>275.6 hp</TD><TD>469.6 lb-ft</TD></TR><TR><TD>With Airaid & Magnaflow</TD><TD>283.9 hp</TD><TD>477.2 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & TorquePro</TD><TD>359.4 hp</TD><TD>675.8 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & Edge L1</TD><TD>313.6 hp</TD><TD>577.4 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow, Edge L1 & TorquePro</TD><TD>369.6 hp</TD><TD>689.5 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & Edge L2</TD><TD>320.9 hp</TD><TD>612.5 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow, Edge L2 & TorquePro</TD><TD>373.9 hp</TD><TD>692.6 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & Edge L3</TD><TD>338.6 hp</TD><TD>658.0 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow, Edge L3 & TorquePro</TD><TD>385.5 hp</TD><TD>719.3 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & Edge L4</TD><TD>349.0 hp</TD><TD>704.4 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow, Edge L4 & TorquePro</TD><TD>389.9 hp</TD><TD>740.0 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow & Edge L5</TD><TD>376.7 hp</TD><TD>784.7 lb-ft</TD></TR><TR><TD>With Airaid, Magnaflow, Edge L5 & TorquePro</TD><TD>423.6 hp</TD><TD>838.8 lb-ft</TD></TR><TR><TD colSpan=3>*DynoJet located at University of Northwestern Ohio</TD></TR></TBODY></TABLE>

 

And some more paper results. Notice it doesn't make as much hp even with upgrades.