I know that aluminum melts at 1220 degrees. What aluminum alloy does ford use in their pistons. Ford has calculated how much fuel and rpm is required to keep the engine below 1220 degrees which is why with a stock you don't go above it.

Give Bill a break, he the only one that was willing to run the test. He also reported the results as bad as they where. I don't see a diesel person willing to run thier Truck at redline.



Donovan

 

From a lot of post in this thread, the gas engine is the only ones that can run at red line all day. I will be the first to tell you I can't run my engine at 4500-5000 and expect it to hold up. I did hear the 5000 rpm thing a bunch of times in this thread.

 

Bill has done a good job in this thread, in my opinion. Yes, he was willing to test his engine, and it blew like he said, from no oil. With the pick up screen plugged like it was, and as dirty as the pan was, I wonder is the oil return passages are also restricted?

BTW, I own 2 diesels (in my sig) but I believe in giving credit where credit is due.

 

The 3v v10 makes its peak hp of 362@4750 and peak tq of 457@3250.
I've yet to find evidence the engine can run @5k rpms.
I'm now going to rebute that a diesel loses power more than gaser.
My 6.0 makes 234hp@2200 rpms and 560 lb tq @2200 rpms. 325 hp@3300 rpms and 517 lbs tq@ 3300 rpms. Note the lose of tq in the curve.
3v v10 makes 457 lbs@ 3250 and 278 hp@ 3250 rpms. 362 hp@ 4750 and 400 lbs@ 4750. Note the lose of tq in the curve.
Look where the power band is in both engines and think about hauling and answer which one do you want to feed. The v10 has no, none, zero advantage over the psd. Will it tow? It sure will. Out tow my psd? Not unless I'm having a bad day.
I'm sorry Bill. Its just not going to happen no matter how much you will it.

 

I can run my 6.0 at redline "4200". There's no reason to. I'm 900 rpm over my peak. That's means I'm not building any more power. I'm just burning fuel faster. And that the whole point of the diesel "pile" this is the reason we work psds despite the high oil change cost. We have a lower powerband and its a stout power band at that.
Unless I'm on the side of a mountain and backing off won't lower the EGTs I'm not pulling @ or over 1200* for 20 min. The only reason I would on the side of moutain is if I didn't have anywhere to pull of to.

 

So you still haven't watched JL's video?

 

I can only speak for myself... That is truly a dumb thing to do! What would be the point of that? So I could come back here and brag to the FTE world how great my truck is?!? WTF-ever! I would like to think us PSD's are smarter than that, and in fact, I would like to think that the gassers are too.
You guys want to run around blowing up engines go right ahead, keep on blowing them up, ... it gives us something to laugh about when I tell your stories at work.

 

What's your point? Yea I seen it. Is it stock? I don't know. I'm not doubting it and the other hand I'm not buying it. I know since 1969 Ford has been using rev limiters. No I'm not saying everthing since then has them. My expernce with all of the modular enigines I've messed w/ since 1998 has them in place and set to 5k. A super duty might have different restrictions.
Here's the deal. There's no reason to pull 5k rpms cause peak of powerband is right under there. If your rounding off that's cool but I've been hit in the head cause they think I can't pull 5k and they can.

 

The tq curve on a 6.0 is flat from peak tq to peak hp, but that is only an rpm range of 1,300. If the tq curve was flat all the way to 4,200 rpm, then the 6.0 would be making (570 tq x 4,200/5252)= 456 hp at 4,200 rpm. Even if it makes peak hp at 4,200 rpm it would only be making 400 tq by then. That is a drop off of a minimum of 170 tq in 2,200 rpm(assuming it makes 325 hp at 4,200 rpm, which it doesn't). By comparison, my 5.4 only loses 47 tq from 2,500 to 4,500, so it actually has a flatter tq curve than a 6.0 if you ran yours from 2,000 to 4,200.

Mine will hit 6,000 rpm and doesn't get kicked back down to 4,200. I have no clue on the f150's though because I haven't towed with one or ran one hard. I have no reason to hit 4,500 rpm in mine either, but I have just for the fun of it.

Mine makes peak tq of 350 at 2,500 rpm, not 4,500 rpm. The 3v makes peak tq of 360 at around 4,000 but it still has 350 at 2,500.

I cant speak for the others, but what I said was that I pulled a 10 mile pass at 60 mph and 4,500 rpm with 9,000 lbs hooked to it with no problems. That was only 10 minutes, but I wouldn't hesitate to do it on a daily basis. I have a 5.0 with 220k miles on it that made that climb at those rpms 6 times a week for 5 years and never broke down, and the 5.0 is not built nearly as good as the modulars.

 

I am in the same boat as you ruffstuff. It is stupid to run these engines at redline. I was being sarcastic when i mentioned to bill. Will i run my diesel at redline? NO. One reason is i don't have to, the second is my truck has close to 200000 miles on it. It is ok for ford to run their test engines that high because when they get done they tear the engine apart to see what messed up. How many of you would buy a test vehicle that was run at redline for 90 miles if they offered no warranty behind it? Or better yet how many go out and buy rental vehicles after hertz or enterprise get rid of them? The most fun i ever had in a truck was when i had a f 150 rented from enterprise. They delievered it to me with 640 miles on it and 3 wks later i gave it back with 6200 miles. My cousin and i drove that truck hard, burning tires and torque braking it all the time. But i was young and dumb back then and now realize break downs cost ME money!

 

Like I said before, I have a 5.0 with 220,000 miles on it that probably 30,000 of those miles have been at over 4,500 rpm. I see no reason why 90 would hurt it.

 

Every modular I have driven will rev over 5,000 RPM stock.

 

Yes the rpms did kill it! The oil problem made it lock up, but if it hadn't been running 5k, it wouldn't have locked up like that. That motor may have lasted a while yet if it had not been pushed to its limit.

 

See that's the problem. You don't quite understand the type of pulling that is done. Keep in mind, I am a weekend warrior that has a diesel because I can afford it and I don't like the way gassers pull mountain passes. I don't even scratch the surface of what real pulling is.

You need to grab a truck and pull a mountain pass with your 9k and 5.4 and come back and talk to us.

 

I remember last year pulling a F-350 CC LB 7.3L on my dads 16' flatbed trailer behind his 97 CC 7.3L F-250, and we were going through the hills in southern IN on I-64 and I weighed about 16k gross. There was an F-150 pulling a camper that I would say wieghed about 5-6k, it was a CC with a 5.4 and I kept slowly catching him on every hill till I finally passed him. These hills were making me slow down in overdrive (E4OD with 3.55 rears) but I could accelerate in 3rd gear. I don't know how high is rpms were, but he deffinately was not pulling the hills as well as I was. I have had several instances where I was next to a 5.4 with similar loads and I could outperform him when we both took off normally. If he floored it maybe he could have accelerated faster than me, I don't know.

The fact is, not everyone wants to have to run 4-5k rpms to get there load towed, I happen to be one of them.