I read the entire post. I chose my words. SPECIFICALLY I had to looke em up to spell the run spell check. 7.3 and 6.0 are psds.
My point was that 6.0s would still be used if they meet emissions. Possibly

 

Let's just all leave the sarcasm by the side of the road and debate facts without pushing buttons

 

2-valve

• 1997–present Ford E-Series, 2-valve SOHC, 305 hp (227 kW) and 420 lb·ft (569 N·m) ratings for 2000 and later model years
• 1999–2004 Ford F-Series Super Duty, 2-valve SOHC, 310 hp (231 kW) and 425 lb·ft (576 N·m) ratings for 2000 and later model years
• 2000–2005 Ford Excursion, 2-valve SOHC, 310 hp (231 kW) and 425 lb·ft (576 N·m)

<SUP id=cite_ref-25 class=reference>[26]</SUP>
[edit] 3-valve

• 2005–present Ford F-Series Super Duty, 3-valve SOHC, 362 hp (270 kW) and 457 lb·ft (620 N·m). 2011 MY only available for F-450 & F-550 as a Chassis cab.

• 2011–present Ford F-650 & Ford F-750, 3-valve SOHC, 362 hp (270 kW) and 457 lb·ft (620 N·m).

<TABLE border=1 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TH width="12%">Model Year</TH><TH width="40%">Engine</TH><TH width="12%">Horsepower</TH><TH width="12%">HP RPM</TH><TH width="12%">Torque (lb-ft)</TH><TH width="12%">Torque RPM</TH></TR><TR><TD align=middle>2011</TD><TD>6.7L Power Stroke V8 Turbo Diesel</TD><TD align=middle>390</TD><TD align=middle>2,800</TD><TD align=middle>735</TD><TD align=middle>1,600</TD></TR><TR><TD align=middle>2010</TD><TD>6.4L Power Stroke V8 Turbo Diesel</TD><TD align=middle>350</TD><TD align=middle>3,000</TD><TD align=middle>650</TD><TD align=middle>2,000</TD></TR><TR><TD align=middle>2009</TD><TD>6.4L Power Stroke V8 Turbo Diesel</TD><TD align=middle>350</TD><TD align=middle>3,000</TD><TD align=middle>650</TD><TD align=middle>2,000</TD></TR><TR><TD align=middle>2008</TD><TD>6.4L Power Stroke V8 Turbo Diesel</TD><TD align=middle>350</TD><TD align=middle>3,000</TD><TD align=middle>650</TD><TD align=middle>2,000</TD></TR><TR><TD>2007
</TD><TD>6.0L Power Stroke V8 Turbo Diesel</TD><TD>325
</TD><TD>3,300
</TD><TD>570
</TD><TD>2,000
</TD></TR><TR><TD>2006
</TD><TD>6.0L Power Stroke V8 Turbo Diesel</TD><TD>325
</TD><TD>3,300
</TD><TD>570
</TD><TD>2,000
</TD></TR><TR><TD>2005
</TD><TD>6.0L Power Stroke V8 Turbo Diesel</TD><TD>325
</TD><TD>3,300
</TD><TD>570
</TD><TD>2,000
</TD></TR><TR><TD>2004
</TD><TD>6.0L Power Stroke V8 Turbo Diesel</TD><TD>325
</TD><TD>3,300
</TD><TD>560
</TD><TD>N/A
</TD></TR><TR><TD>2003
</TD><TD>6.0L Power Stroke V8 Turbo Diesel</TD><TD>325
</TD><TD>3,300
</TD><TD>550
</TD><TD>N/A
</TD></TR><TR><TD>2003
</TD><TD>7.3L Power Stroke V8 Turbo Diesel</TD><TD>210
</TD><TD>N/A
</TD><TD>520
</TD><TD>1,500
</TD></TR><TR><TD>2002
</TD><TD>7.3L Power Stroke V8 Turbo Diesel</TD><TD>250
</TD><TD>2,600
</TD><TD>525
</TD><TD>1,600
</TD></TR><TR><TD>2002
</TD><TD>5.9L Cummins (F-650 & F-750)</TD><TD>185
</TD><TD>2,300
</TD><TD>420
</TD><TD>N/A
</TD></TR><TR><TD>2001
</TD><TD>7.3L Power Stroke V8 (Auto. Trans.)</TD><TD>250
</TD><TD>N/A
</TD><TD>505
</TD><TD>N/A
</TD></TR><TR><TD>2001
</TD><TD>7.3L Power Stroke V8 (Manual Trans.)</TD><TD>275
</TD><TD>N/A
</TD><TD>520
</TD><TD>N/A
</TD></TR><TR><TD>2001
</TD><TD>7.3L Power Stroke V8 (F-650 & F-750)</TD><TD>210
</TD><TD>N/A
</TD><TD>520
</TD><TD>1,500
</TD></TR><TR><TD>2001
</TD><TD>5.9L Cummins (F-650 & F-750)</TD><TD>185
</TD><TD>2,300
</TD><TD>420
</TD><TD>N/A
</TD></TR><TR><TD>2000
</TD><TD>7.3L Power Stroke V8 Turbo Diesel</TD><TD>235
</TD><TD>2,700
</TD><TD>500
</TD><TD>1,600
</TD></TR><TR><TD>1999
</TD><TD>7.3L Power Stroke V8 Turbo Diesel</TD><TD>235
</TD><TD>2,700
</TD><TD>500
</TD><TD>1,600
</TD></TR><TR><TD>1997
</TD><TD> </TD><TD>225
</TD><TD>3,000
</TD><TD>425
</TD><TD>2,000
</TD></TR><TR><TD>1996
</TD><TD>?</TD><TD>205
</TD><TD>3,800
</TD><TD>328
</TD><TD>2,200
</TD></TR><TR><TD>1995
</TD><TD>7.3L Power Stroke V8 Turbo Diesel</TD><TD>210
</TD><TD>3,000
</TD><TD>425
</TD><TD>2,000
</TD></TR><TR><TD>1994
</TD><TD>7.3L Power Stroke V8 Diesel</TD><TD>185
</TD><TD>
</TD><TD>360
</TD><TD>
</TD></TR><TR><TD>1993
</TD><TD>7.3L Power Stroke V8 Diesel</TD><TD>185
</TD><TD>
</TD><TD>360
</TD><TD>
</TD></TR><TR><TD>1992
</TD><TD>7.3L Power Stroke V8 Diesel</TD><TD>185
</TD><TD>
</TD><TD>360
</TD><TD>
</TD></TR><TR><TD>1991
</TD><TD>7.3L Power Stroke V8 Diesel</TD><TD>185
</TD><TD>
</TD><TD>360
</TD><TD>
</TD></TR></TBODY></TABLE>

So the first year we can compare is a 1997. Ford V10 at 305HP 420TQ. Ford PSD at 225HP 425TQ. Being that the diesel makes it lower in the rpm it would out pull and get better mileage then the V10 gas motor. Not that it would walk the dog on the V10 but still out pull it.

 

Oxman, there is no such thing as a 91 7.3 PowerStroke...
Or 92, or 93 or 94.






Lower RPM = less pulling power.

 

With all other things being equal, no, it's not. "Power" as HP, as a number, yes, lower "power".

But if you are running a 7.3PSD and V10 w/4R100 and same rear end gearing, same tire size, same everything, and running at 2500RPM, the 7.3 will be at/near peak torque (torque curve is almost flat).

The V10 will be running down around 375 or so ft/lbs, while the PSD is putting out just about 420. The PSD will be able to either pull more weight, or accelerate the same weight faster.

The problem is, when you get into 4.30 gears for the V10, or are able to run in 2nd while the PSD is in 3rd (because of the higher RPM available), the V10 CAN and WILL put down GOBS more torque to the ground.

It's a wash. The difference is whether or not you want to smell like diesel every time to you fill up or want to wash the soot off the side of your trailer

 

Lower RPM=lower MPG, less burn cycles means less fuel, gas or diesel period.

The RPM has nothing to do with how much pulling power it has. Engines are designed to make power at what ever RPM the cam is grinded to and of course bore and stroke. Hence lower RPMs are needed for towing to get the load off the line to stay with traffic speeds. Diesel's just do it better in most cases, if you use the same platform as the Gas motor.

But I guess this tread is pointless because you already have your mind made up. If I did nothing but use the truck as a grocery getter than I would be more then happy with the V10. But being that I tow #40,000 gross, I just don't think getting 5 MPG would be cost effective for my business. Nor is the V10 engineered to handle that kind of use (medium duty).

 

Since you're new here, let me try to explain the concept Bill hasn't explained well

Higher RPM range means you can gear the vehicle better to utilize that higher RPM. Gearing multiplies torque. A higher spinning V10 in a lower gear, or with a lower rear gear, can wind up putting more torque-to-the-ground at given speeds.

For instance, above, when I said the 7.3 is putting down 420 ft/lbs while the V10 is only around 360 or so, if you have 4.30's in the V10 and 3.73s in the PSD, the result is almost the same. 1548 for the V10 in 3rd (1:1 gear) and 1566 for the PSD in 3rd.

If you are lugging the PSD at 2000 RPM, and pull the V10 down into 2nd instead of third, the V10 can take the revs, and wind up putting much larger amounts of torque to the ground.

In certain circumstances, that means you could be pulling a hill with the V10 and running past a PSD that can't downshift because it doesn't have the RPM range the V10 does.

This can and does happen in the real world.

It comes down to likes and dislikes and how people like to drive, in the end.

 

The WHOLE crux of the WHOLE argument.

Now lets all go get a cold (not necessarily alcoholic) drink and celebrate STILL having the best trucks on the road.

 

Is this the 10,000th post in this thread???




Yeah it is......LOL

 

Where do you get that from?

 

91, 92, and 93 were not "powerstroke" trucks. They were naturally aspirated, and not direct injected. They are known as IDI trucks for InDirect Ignition.

In 1993 and 1994(I think) they had a turbocharged IDI engine, but still no "powerstroke." I think it was late in '94 when the first Power Stroke came out as a direct-injected turbocharged diesel engine.

 

Your truck doesn't have that transmission, and neither does any V10. But the F150 your talking about does, and the 6.2 and 6.7 have the same ratios. Even with the lower rear gear ratios they usually have, either gas engine will be able to move the truck at the same speed at least one gear lower than the diesel. If the same rear is used, the gas engines will be able to go two gears lower at some speeds.

Gas or diesel does not affect gear ratios in the transmissions. The 4R100, 5R110, and 6R140 have all been used for both engines when they were used for either, and their internal ratios do not change. The exception to this was when Ford moved to the 6.0 about a year and a half before the 3V V10.

 

And that was because the V10 was stuck with the 4R100 until 2005. Just to clear that up

 

So an insufficient cooling system somehow means the engine is inferior? That would be like saying a diesel is worthless because the transmission is too weak.

 

Ford seems to think it is.