Good Idea!!!!

We have a 3 1/2 mile 4.5 percent grade 5 min from me

(this same guy has 2 other 7.3L and a 2001 2v v10 too)

 

If you scroll a few pages back an argument was being made that this thread is about the MOTOR only and not the wrapper (i.e. truck, tranny, gears) that surrounds it and makes it move and move those heavy loads...

The V10 in an F450 or 550 would be mated to a much stouter tranny and driveline and likely have 4.88's or deeper gearing too if I am not mistaken...

The F450 PSD has a 4.88 gear option for it!

And since this is YOUR thread bill...what say ye' to the argument that it is about motors ONLY???

Curious...

Joe.

 

Is he available to do that? Would be curious to see your 1995 against the 3V V10. Get your intercooler on first though. LOL

 

I think he would be interested in doing that.

Good point about the intercooler!!!

I have no doubt the 3v with the Torqueshift will beat me (based on specs) but by how much

 

Most new diesels are not making the MPG as the yesteryear's diesel engines . According to Popular Mechanics 2010 November issue (page 82) ,their experts evaluated the Powerstroke vs. Duramax vs. Cummins . The following MPG values (Towing /Solo) are provided:
Powerstroke: 16.68 mpg/7.49 mpg (when towed a 10,000# trailer)
Duramax: 17.99 mpg/6.78 mpg
Cummins: 15.42mpg/7.08 mpg

Do not expect to see the much higher mpg figures of the older diesels . Also , the article mentioned that both Duramax and Powerstroke must utilize 5 -gallon urea diesel exhaust fluid(DEF) tank that will only last 7500 miles in order to meet 2011 emission requirement ( apparently not Cummins) . Do you really want to get involved with this kind of set-up ?

I have some other concerns about the "diesel design " . This injector pressure required to pulverize diesel fuel is approx. 25,000-30,000 psi . Anybody who has experience with industrial equipment knows how powerful a mere 100 psi pressure is . 30,000 psi ? wow ! are you expecting that this powerful pressure will run innocently ? wouldn't it break seals , bust/wear internal parts that comes into contact with it . Now , Remember gas engine fuel line pressure is nowhere near 30,000 psi , it is a mere 65 psi . So , this high pressure design is always a concern for a potential source of leak and failures . The other issue with diesels that bothers me is the turbo . I could be towing my 12000# trailer up to somewhere in Rocky Mtn , I might just pull into a vista point and turned-off the engine (silly me , freaked out by the spectacular scenary) , opps! I fried the turbo . How many people knowingly would want a liability like turbo , some oil is cooling some bearings . At the end of the day ,either the high pressure of oil would cause a leak into the exhaust pipe or sooner or later the turbo will get fried (the sooner ,if absent minded like me ) .

It is nice to talk about performance , but it comes with a price (a hefty repair price that is ) . As long as you understand what you getting into ( spells, not spinning your wheels in gas vs. diesel mpg related imaginery savings calculations), then you are OK with whichever you choose . Hope your diesels and gassers last a million trouble free miles .

Ken

 

Yeah, my buddy's 1994.5 actually tows pretty well, as well as my 6.0 did, though my 6.0 would be at 1,000 degree EGT while he was at 1,200. So I had some room, but he would pull with me. His limiting factor is EGTs completely, he thinks his next step is the intercooler, which he is trying to get from a 1999 and up, found a couple but can't find one part to get it to work with the engine.

That would be awesome if you got together with the dude and pulled some hills. And there are a few people on here in that area, get everyone together and have at it.

 

As for the fuel pressure issue, Powerstrokes have been injecting fuel at about 25,000 psi for 17 years, and have had almost no issues regarding the high pressure injection.

Yes, your concern about the turbo bearings can be an issue, but if you shut it off accidentally, just turn it right back on.

 

If its not starting and won't talk to the scanner, I would check the PCM fuse first. I would help you with which fuse goes to what but I only have that info for 01 and 05 is not the same.

Well, the truck has to come into play becuase the engine is worthless without the truck around it.

Gearing and trannys are going to come up becuase both engines use them to get power down.

He has an F450, and I was just pointing out that the V10 F450/550 can move just as much as his truck.

 

Bill,

Thank you for the obvious clarification...sorry I asked for you to clarify something so obvious to most...

A few pages ago though a few of the PSD fella's were making the argument that gearing and the truck were not what you were asking about because you only cared about motors and the fact that my 10+ year old V10 design motor had 4.30 gears and was able to down shift to stay within the power band and run at 3200-4500 RPMs that I was cheating somehow on pulling by multiplying torque...which is the WHOLE IDEA of gearing behind any motor...isn't it?...why anyone would feel running in the DESIGNED POWER BAND is wrong is beyond me...

If I watch the REAL WORLD video that was posted...the 10+ year old 2V V10 with less than 3.73's (due to larger tires) did a fine job in the real world pulling that hill against motors with much more rated HP/Trq...so I would say that Ford did a mighty fine job with the OVERALL PACKAGE of the V10 in a truck...

The motors attack the SAME problem in a DIFFERENT method...neither is wrong but just different...BOTH get the SAME load to the TOP of the hill VERY effectively if you ask me.

The whole near 700 pages of chest beating is nothing more than...well...entertainment purposes only!

The REAL WORLD VIDEO speaks VOLUMES for how these motors ALL move loads nearly effortlessly...well except for the dude in the cummins

Joe.

 

Yes, that would be great. I will have to see who else is near me and might be interested. (This guy had a 2002 7.3L with a BTS shift kit and Cale's tuning, but he recently sold it. That truck would haul some serious stuff!)

If an engine has a net torque of 457 ft.lbs, but a similar diesel has 600, the gasser can keep up, but only by using shorter gearing (tranny and rear end)

Point: the diesel is a more capable engine, but the gasser can be made to compete by "using a pipe on the end of a breaker bar" to get more leverage.

 

You know, I can't argue anything in this post, except the last comment!!!!!

For those that don't know, Art and I agree on almost everything,,,,,,if it has to do with Ford trucks.

 

Maybe you haven't been here long. Scroll down a few forums, and check out the diesel forums where HPOP failures and leaks, injector failures and all other sorts of "issues regarding high pressure injection" seem to crop up all the time.

 

The older diesels got really good mileage. Find a 6.9IDI manual tranny truck and you will do great as far as mileage goes.

As for the fuel pressure, the 7.3 PSD's run around 65psi. The added pressures you are talking about is right in the injectors themselves. In my 7.3's, a set of injectors is good for 150,000 to 200,000 miles.

As for frying a turbo, yes, if you shut off your truck when the turbo is hot, you could cook the seals in the turbo. My guess is that you would make that mistake only once. Generally, you will drive a diesel a little different than a gas engine. It is best to let them warm up a minute or two on cold mornings before taking off. And if you just pulled a hill loaded, you will need to let the engine cool down a couple minutes before you shut it off because of the turbo bearings seals.

 

Its not only the seals in the turbo that get hurt with hot turbo shut offs it is also the left over oil in the turbo that cooks and turns into charcoal.

 

Also, the gasser must be able to use a wider rpm range to do the job near as fast as the diesel. It was proven in Crazy001's first set of videos that when the V10 is limited to (by way of the TC lockup) ~3000 RPMs, the truck ran out of steam going up the hill. But with 5-Star Mike's tune to delay the converter lockup, the V10 performed better due to using another 1000 rpm's or so.