I live in Western WI, near Minneapolis/St. Paul. I work in Hudson, which is right on the border.

In a previous job I got through Stevens Point quite a bit; I used to drive for Roehl!

 

Did you ever rear end a ford truck and ford probe in Stevens Point? I was plowed into by a Roehl driver about 7-8 years ago in my ford probe.


The west border is only a few hour drive for me. Let me know if there are any get togethers going on over there this summer, I would love to attend.

 

No, I get it, it's fun to do in real life, but I'm talking about the 99.5% of the posters here who just argue moot points... Like me.

My 6.4 rocks for blocks and blocks.

 

Haha, probably not. I drove for them from '07-08. Then CFI for the next year, and now I'm doing something different. Truck driving doesn't lend to much of a life at home...


Sounds good, I'll let you know. The MN chapter seems to do lots of those in the twin cities.

 

Yes, there are many more factors that HP.


Haha, nice to know I'm not the only one with that problem.
All of mine think I'm a redneck.

 

Just being way to busy.

 

YOU WOULDN'T BE SO BUSY WOULD YOU BUY A DIESEL

 

That would not help with what I'm busy with, but I do own a diesel. I just would much rather use the V10.

 

I had it in my head that the 6.0 had closer to 350HP but it's 325. In this case I'm pretty sure my old V10 had as much HP when running the 93 tune as the 6.0. I think if I was running better gears for my tire size (I run 33" and stock is 31") my old truck would have done real well but I'm not willing to spend that kind of money just to find out.

 

Here is what I have on hp and tq ,, not sure if they are 100% accurate

6.0
2003-04 325 HP @ 3300rpm 560 ft'lbs tq @ 2000 rpm
2004 ++ 325 hp 570 ft-lb

V 10
1999–2004 Ford F-Series Super Duty, 2-valve SOHC, 310 hp and 425 lb·ft 3-valve
2005–present Ford F-Series Super Duty, 3-valve SOHC, 362 hp and 457 lb·ft

 

HAHAHAHAHAHAHAHAHAHAHAHAHAHA!

 

Why is that so funny?

 

You'll figure it out eventually...

 

I've been following this thread for quite some time and thought it was time to jump in...

After owning a 2000 F250 V10 for nine years which I replaced with a 2008 F250 6.4L diesel about 18 months months ago. So here's my take on owning and operating the two trucks:

Maintenance:
The V10 was a whole lot easier. Oil changes, belts and even spark plug changes (which are a pain) can be done in the driveway with a decent set of tools.
The cost of a V10 synthetic oil change is $40 every 5,000 miles. For the 6.4L, it's $120 every 5,000 miles. Add to that the $45 in fuel filters every 10,000 miles and it gets expensive.
God forbid anything goes wrong with the 6.4L after the warranty is up - I shutter to think what it will cost.

Fuel Mileage:
My V10 got 9 around town and 12 MPG on the highway (on a good day)
My 6.4L gets 14 MPG around town and 17-18 on the highway (same routes and conditions as above)
That's a almost 50% better mileage, which adds up quickly.
Downside is that diesel has averaged $.25 more a gallon around here (8% higher fuel costs) which negates some of the above savings.
Did I add in the cost of cetane booster? At $7 a quart, you basically add $1 to each fill-up.

Local Drivability:
Around town the 6.4L is a pain-in-the-neck. Slow to warm up, and loud while cold, the 6.4L will get you there, but often it never warms all the way up, leaving depending on the new seat heater system (thank god for that and the auxiliary electric heat)
Can't really let the 6.4L warm up in the driveway idling - smells bad when cold and isn't good for the engine. With the V10, I had a remote car starter and would leave the heat on max for a nice warm truck in the morning.

Hauling Towing:
Here's where the 6.4L really shines - it loves the long highway drives, finally warming all the way up and grinding out the miles. Smooth and powerful with tons more usable torque, the 6.4L is a dream.
Towing with the 6.4L is far better - big long hills don't mean dropping into second gear and racing the engine to keep the revs over 3,000 RPM. Instead, the low-end torque will do most of the work and the occasional long and steep hill will only partially challenge the 6.4L.

So, what's the final take?
Love the 6.4L on the road and trailer towing, but if you need it for a daily driver around town, stick with a gasoline engineer. From a cost perspective, when you net it all out, the diesel has only a slight cost advantage, but the potential costs of repairs down the road could easily wipe out any savings.

I do love my 6.4L - but it is the sort of love that has sharp edges.

 

Thank you for that great perfect perspective. And the above is signature-worthy

The only thing I gotta ask is what gears did the V10 have ?