Gas vs PSD
FTE Leadership Emeritus
Joined: Jul 2002
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From: Long Island USA
Senior User
Joined: Nov 2010
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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.
HP when towing
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.
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.
HP when towing
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.
Why do you not see any GAS powered big rigs, because diesel fuel has more power per drop then gasoline. You need TQ more then HP when towing.
Senior User
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If you want to use the 2011 Trucks well compare it to the 400HP 800TQ Scorpion Diesel motor.
Tell me that your V10 will out pull it.
FTE Leadership Emeritus
Joined: Jul 2002
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From: Long Island USA
See now you are not comparing apples to apples. We were talking about taking a stock 1995 Powerstroke and V10(that was not medium duty for this year) with the same gearing.
If you want to use the 2011 Trucks well compare it to the 400HP 800TQ Scorpion Diesel motor.
Tell me that your V10 will out pull it.
If you want to use the 2011 Trucks well compare it to the 400HP 800TQ Scorpion Diesel motor.
Tell me that your V10 will out pull it.
There was no V10 in 1995. It started in 1997, in E-series, released mostly to fleets and motorhome manufacturers so they could work the bugs out. There were none. It was put into the 1999 Superduty which had been engineered from the get-go to be able to fit the V10 into it. It wouldn't fit in the OBS F-series. In 2000, it got PI (performance improved) heads like the rest of the modular engine lineup, in 2005 it got 3-valve heads.
Not sure where you're drawing the line between power differences, durability, or anything else for that matter
FTE Leadership Emeritus
Joined: Jul 2002
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From: Long Island USA
Oh, and just for grins and giggles, the underhood sticker for my V10 says "Meets Federal ULEV specifications for heavy-duty truck engines for 2001" or some such thing. Note the "heavy-duty" part.
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The only difference between the V10 they are going to put in F650 and F750 and my 2-valver is the heads. Crank, rods, block, everything else is the exact same thing.
There was no V10 in 1995. It started in 1997, in E-series, released mostly to fleets and motorhome manufacturers so they could work the bugs out. There were none. It was put into the 1999 Superduty which had been engineered from the get-go to be able to fit the V10 into it. It wouldn't fit in the OBS F-series. In 2000, it got PI (performance improved) heads like the rest of the modular engine lineup, in 2005 it got 3-valve heads.
Not sure where you're drawing the line between power differences, durability, or anything else for that matter
There was no V10 in 1995. It started in 1997, in E-series, released mostly to fleets and motorhome manufacturers so they could work the bugs out. There were none. It was put into the 1999 Superduty which had been engineered from the get-go to be able to fit the V10 into it. It wouldn't fit in the OBS F-series. In 2000, it got PI (performance improved) heads like the rest of the modular engine lineup, in 2005 it got 3-valve heads.
Not sure where you're drawing the line between power differences, durability, or anything else for that matter
That's just ludicrous.
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Cargo Master
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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.
Senior User
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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.
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.
Cargo Master
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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.
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.
Yall it was nice swapping wits, I'm checking out. I don't have anything else to add to the thread. Hope it sees another 10,000 post.
Senior User
Joined: Sep 2004
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See now you are not comparing apples to apples. We were talking about taking a stock 1995 Powerstroke and V10(that was not medium duty for this year) with the same gearing.
If you want to use the 2011 Trucks well compare it to the 400HP 800TQ Scorpion Diesel motor.
Tell me that your V10 will out pull it.
If you want to use the 2011 Trucks well compare it to the 400HP 800TQ Scorpion Diesel motor.
Tell me that your V10 will out pull it.
Senior User
Joined: Nov 2010
Posts: 109
Likes: 2
I was wrong about what they rated it for. I don't consider them to be Medium-Heavy Duty, Medium-Light Duty yes.
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If all you're want to do is get a stationary load moving, then torque is all you have to worry about. But if you want to move that load at anything approaching highway speeds, you'll have to be concerned about power sooner or later.