South west of Austin it gets pretty hilly, and I know 2222 in Austin has a 6% 1/2 mile grade. Problem is that one has a 45 MPH speed limit and traffic won't let us go any faster. Give me warning before you come down and I can find something that will work.

You coming empty or bringing a trailer?

Won't you still have more power than stock, even with a stock tune?

 

Did you read the rest of the article? Where they are comparing a dually diesel to a smaller v10? If you don't think that makes a difference, go to the 2010 shootout. And the v10 still got beat by 5 seconds.... in only 700 feet. That is a huge difference.

I wish more tests were done at speed, these standstill starts are not that practical as pulling mountain passes are more meaningful.

 

Yes I did read the rest of the article...

If a motor with a couple/few hundred MORE ft-lb of torque is affected by a few hundred pounds of extra weight because one is a dually...well..point is made...really did you say "smaller V10???"...come on.

The point of the 2007 article is that the V10 was moving FASTER at the end of the test which if the test was longer would equate to a much larger gap at the end...

The other point of the article is that ALL of these engines are INCREDIBLE...but if you have smoke on the brain...I can see how that is missed.

And of COURSE the 2010 one would be different...the 6.7L PSD has how much torque compared to the "smaller V10???"...if the 6.7L didn't the V10...there would truly be something wrong...

Joe.

 

The smaller reference is not because of the engine, it is because the v10 was not a dually. Here are the specs:
PickupTruck.Com - Part 1: 2007 PickupTruck.com Heavy Duty Shootout

The PSD dually weighs 8,590 and the v10 weighs 7,420. Of course part of that is the engine, and is inherent with a PSD.

PickupTruck.Com - Part 3: 2007 PickupTruck.com Heavy Duty Shootout
The v10 was moving a hair faster, but it still lost in time, and since this race ended at 1,400 feet, we do not know what the result would be if the test was longer.

Yes the v10 is a capable engine and has its place in some towing applications. In my world, even though I only tow heavy a few times a year, the diesel makes more sense. When I tow, I go over long mountain passes at up to 7,000 feet in elevation, and have few places to stop for fuel. In that application, a diesel makes way more sense.

Either way, there really hasn't been one instance we have shown a v10 outpulling a psd, except for once where teh 7.3 ended up smoking.

 

I have taken my little ole normally aspirated V10 up to 10,000' + on more than a few occasions towing my 9000# TT...she hasn't left me wanting for more yet...so to me unless you talk "heavy" in the 12,000-16,000 # range...I'm not convinced a diesel makes more sense...sorry.

I've towed too many miles with my trailer in tow across this beautiful country so I have hard factual real life data on this V10...

And to compare the 425ft-lbs of my 2V V10 to the 457ft-lbs of the 3V to the 650+ ft-lbs of the 6.4L or the 850ft-lbs of the 6.7L and state that 1000#'s of added truck weight is going to make a difference...you are really stretching there...but keep in mind that my little ole 2V V10 has motivated my 17,000#'s of combined weight up too many 7000' +++ mountain passes than I can remember at a speed that easily kept up with traffic if not faster than traffic...so...having MORE hp/trq in a motor would do what for me???

The V10 is probably the worst of the gas motors in the shootout too if you look at how it faired against the competition...so what does that say about the GM 6.2L towing against an older lower power 7.3L or 6.0L PSD???

Joe.

 

Talk about a hot topic! This thread is pretty amazing! I say if you love your 6.8... or your 7.3, 6.0, 6.4, or 6.7, and are truly happy with how it performs, that is all that really matters.

Everyone drives differently. Everyone tows differently. Does your YOUR particular Engine/Trans./Gear work for how YOU drive and/or tow?

Isn't that what having a truck is all about?

 

Like I said, factor in range of fuel. I got 250 miles towing my brick wall of a toy hauler (at 70 mph), fully loaded with 35 gallons of gas, 100 gallons of water, 4 quads and two dirt bike, plus gear, coolers, etc. with my Ford. I don't get quite that in my Chevy now because of the 26 gallon tank compared to 29.

Here is my toy hauler attached to my Ford:


Here is a pic of this week at the Oregon dunes, we got 14 mpg at 75 mph with this load, which is probably more than your v10 gets unloaded. 4 people in the cab, bed full of gear, etc.


And other pic of my wife, enduring the cold and rain. LOL


And, finally a sunny day:


So, here is my reaction to your comment in bold above...hehehe


(yes take this thread in jest. I do post facts above, but we all kind of have a sarcastic nature around here)

 

I do agree with you...one thing that struck me as funny/odd in your post with how you listed ONE 6.8L V10 gas motor to take on the string of mostly failed PSD's that Ford has come out with over the years.

The 6.8L V10 has been around since 1999 and until 2005 when they went to the 3V heads...is mostly unchanged and a VERY RELIABLE and STRONG motor...but Ford abandoned the best motor they had (the 7.3L) and had a horrible string of motors...the jury is still out on the 6.7L but initial reports are that the third time may be the charm for Ford on the PSD post 7.3 departure!

You are completely correct in that everyone's perception is different...my SOHC 6.8L V10 is DESIGNED to make her power at higher RPM's...turning higher RPM's is NOT struggling...it is simply working in the power band the designers intended.

I've logged too many real world miles with my little ole 2V V10 to believe most of the mis-information too many in this thread care to spew against the V10...the V10 is one of the most capable and reliable motors Ford has EVER produced and she continues to propel my family all around this beautiful country.

Following our July travels all the way out to Spokane WA...my 11 and 13 year old daughters will ring up 40 states they have visited in this V10 tugging our TT...so...I realize many peoplel don't travel like we do and I have done it very easily with my little ole V10.

Joe.

 

Yeah, but some people like to say the v10 will outpull the PSD, and that isn't true... I actually came to respect the v10 more because of this thread. It does have its advantages over the PSD, but is also has its disadvantages. In my scenario, with my towing requirements, the v10 is adequate, but doesn't tow nearly as well as my PSD did or my Chevy now. So when I spend 9 hours in a truck towing the toy hauler above, the v10 wouldn't tow as well. My preference.

 

You might want to re-read the article yourself. There was no V10 in the 2010 shootout.

 

This picture tells me you have no concept of WIND RESISTANCE...this particular load is almost like being unloaded.

Also you have to factor in COST OF FUEL...which you haven't once mentioned...you should go farther on a gallon of diesel...it costs you more!

The part you are missing is that BOTH motors are extremely capable and I have proven it with my criss-crossing the USA tugging my 9000# brick climbing some massively long, steep and high altitude grades with not much of a hiccup with my V10...the V10 is a work horse and the 2007 Shootout showed by an independent source that even when the V10 is clearly out matched with HP and TRQ...the V10 STILL pulled it at a higher MPH at the end of the pull...it is no surprise to me that the initial umph of the PSD gets the load moving quicker...but the underpowered V10 clearly has better top end.

I tow 12-14 hour days when I am towing and I am the only one driving...the V10 for me has proven to be completely reliable and relaxing to drive.

If you read the shootout from 2007...the Duracrap actually is a BETTER diesel motor than the 6.4L...what motor do you have in that girlie man bow-tie you are pulling that flat bed trailer with?

You can continue to bury your head in the sand...urr...hands...that is pretty obvious on how you roll.

Joe.

 

Not trying to slam you 2001400ex.........But if you come through Oregon towing that kind of load at 70-75 mph, I don't care if you have diesel or a V-10........Step it down a notch on the speedometer......my wife and kids are out the same roads......I do not want to see you on the OSP website with your toys scattered all over the highway.......That kinda speed, that kinda load, our lousy roads.......not a good combination.....just a friendly suggestion.

 

Hmmmm. Hmmmm. This debate is six hundred and eighty six pages and still going strong...... One thousand, here we come!

 

As I have stated in another thread, the corporation I work for has over 4000 Ford Super Duties in all types of Cab/Bed configurations, mostly with the5.4's and 6.8's. We do have a few 7.3's left, and quite a few 6.0's and 6.4's.

I personally have a 6.0... and a 7.3. My family (and lots of friends) pretty much all drive Fords, (we are former '70's-'80's-'90's Bowtie loyalists, and still are into 60's-70's GM cars and trucks), with quite a few Modulars/7.3's/6.0's in the mix.

I see a lot of different trucks, towing a lot of different combinations both at work, and play.

I seriously love my 7.3 and my 6.0. Were the 6.0's problematic? Absolutely! Can the problems be corrected? Absolutely! Obviously some people don't want to have to correct any problem, and I can appreciate that.

2V-3V, 5.4, 6.8, 7.3, 6.0, 6.4, 6.7. Like I mentioned previously, if you love it, that is all that truly matters. I personally just love Super Duties.

BTW Joe, my little girls (9 and 12) have seen a whole bunch of this great country too, formerly in an early Chevy HD, later in the Super Duty with the 6.0, towing my 30' Weekend Warrior everywhere. A lot of miles in the SD light, and even a few road trips in the Tacoma when we didn't need a lot of room. (No bashing, I DO buy American!)

It is very cool that you are so happy with your truck, and traveling experiences. Take care!

 

Of that 1170 lbs difference, about 765, or roughly 2/3, is because of the engine. The dual rear wheels adds only about 405 lbs of it.

The graph of speed shows that, with the exception of 0 to 100 meters where the diesels low end stands out, the two Fords were very similar. Acceleration from 100 to 200 meters was virtually identical, while the gas accelerated stronger from 200 to 300. Above that, they are again nearly identical. From the chart, it is clear that the top speeds of the two trucks would have been very close, which is to be expected with two engines with a difference in peak power of only 12 hp. Assuming both engines made the rated power, the gas would probably have a 1-2 mph higher top speed up that grade with that load. However, there is probably more than enough variability in the output of each engine from the factory that given 6.4 could be stronger than a given 6.8.