This thread is hilarious!

 

yep, one side argues torque means more and the other side says hp. funny thing is they both are important. if a truck has 1000 hp but 100 ft lbs of torque then it can't get a heavy load moving, or if it has 100 hp and 1000 ft lbs of torque it will move it but not very fast. majority of my towing is heavy loads on back roads so speed is not an issue. i need moving power so i pull with my diesel. when you have a trailer maxed out in rough ground you will want all the torque you can get. try to pull 30000 pounds over cotton rows in a v 10 and then a diesel and tell me which is better.

 

This.

 

So your saying my truck will only make 570 ftlbs of tq @ 2200 rpms if its at WOT. Dude is 2200 rpm not 2200 rpm at any fuel load? What is your basis other than what you've said. So really if what you said is right the transmission, rearend, tiresize engine specs has nothing to do w/ anything.
And no I wasn't useing peak numbers. If you read I only used 80% of the peak. Aight let's use 50% of each engines peak. You still have the same situation more in multiplied by the same numbers will have more output.

 

I have a question.

If I'm cruising at 2000 rpm at 60 mph on flat ground and I come to a steeper grade. I apply more throtte to maintain 2000 rpm and 60 mph and the truck remains in the same gear. It does not downshift. Is the truck putting the same power to the ground in both situations?

 

Not unless the engine is operating under full load before coming to a hill to maintain 60 MPH.

If your engine isn't under full load it's not putting out it's full rated torque or horsepower at that given RPM. As you press the accelerator pedal down the engine produces more power to give you what you are demanding though the pedal. Engine power would come up to produce the maximum torque and horsepower available in that RPM.

If you're already at full engine load before coming to the hill, pressing the pedal to the floor will do nothing, as the engine is already giving you everything it has at that RPM. You would either have to downshift to maintain the same speed or loose speed in the same gear.

 

You just don't get it.
Yes, what he said was exactly that. Your engine WILL NOT output the max "rated" HP/TQ at any RPM through the range unless it's at WOT.
Spend some time with various vehicles on chassis dynos and you'll see and understand exactly what he's saying.
JL

 

When I push on the go peddle in my 7.3 I can move houses and it whistles while doing it. V10's just suck gas and whine.

 

Let me get this straight:

10MPG in an unloaded F450 that weighs 10,000 lbs, completely stock. (Now, I understand that has something to do with the gearing in it, it's probably running 4.88's)

Removing stock emissions equipment, and installing a tuner, he got up to 14. With 2500lbs, he's at 13.5. That's a total of 12,500lbs, INCLUDING THE TRUCK.

And, he needed a high pressure fuel pump at around 90,000 miles, that required the cab to come off?

On top of all that, he runs the risk of getting stopped by the DOT and fined because he removed the DPF?

What's not to love?

 

Art you got about the same info that I got from it. It is sounding like HPFP's are becoming a problem on the 6.4. They are after changing many of them from what I have heard and also seen on the forums. This is also part of the recall to reflash the cpu. They want to try and catch it sooner. Once you are outside of warranty it is something to the tune of 7k or so to change one. My best friend works for a contract shop that specializes in Fords. He also tells me they have changed a load of DPF's. They are a few thousand bucks as well. When the truck is used in the oilfield environment where it is mostly stop and go will high idle times in the field due to the cold winters it just kills the DPF's. These are all part of my decision to go back to gas.

 

Your right I just don't get it. So can please use a picture to explain it for me. Like useing some kind of math? I'm not arguing I want understand this. I guess I'm the only one in this thread trying to learn something. Yall keep saying your not making peak tq unless your at WOT. Aight I left that alone. I hope everyone here agreed both engines make different numbers at peak. Aight well your goimg to make a % of that. If you didn't how it continue to move. The same percent of different numbers is going to be different.
Why do you have to be at WOT reach advertised numbers? I can't get my head around this. I cant spell what I'm trying to say and its mot even close. What is the difference of 2200 rpm at 10 mpg or 18 mpg. What is the reasoning that the throttle haveing to be maxed to get peak numbers?

 

The torque curve for any given engine is shown at WOT. If a given engine is producing say 80% of peak torque at say 2200 rpm it has to be at WOT to attain this level of Torque. If the throttle is at any level below WOT then the power being produced by the engine will be less. As explained above if you are driving along at 60 mph and say are only using 2/3rds throttle you are not developing full torque as shown on the chart for that rpm. If you now put the pedal to the floor it will develop the max torque for that given rpm. If the load against the engine is less than the torque now being developed it will accelerate until you back off or the increased load against the engine becomes balanced again with the amount of torqued being developed. Torque is really the true measure of an engines power. HP is really only a representation of torque over rpm. It is calculated through an equation from the measured torque. That is why they are always equal the 5252 rpm as that figure is used in the equation to show HP.

 

It was never meant to be like the Dodge SRT10 pickup and impress you by being able to burn rubber in every gear. Its a work horse thats long lasting, has cheap up keep and does everything the PSD can at a much lower cost.
Why would fleet owners want to buy a 11:1 CR or Forced induction V10?
What would it take to impress you?

Prove it. You all say that but nobody will show proof to back up their claim.

All the V10 and PSD trucks are limited to 95-105 MPH from the factory, so top speed would be the same.


For the same reason some Powerstroke guys seem to think the V10 can't run 5,000 RPMs.




Best part of that thread.
No fuel savings over the V10, it costs more to keep it running and it cost $8,000 more to buy.

 

responses red

 

the explanation has been given a couple times that ive seen, but ill try to put it in different terms.

more fuel + more air = more power, right? for instance, when you chipped your 7.3 (assuming you have) it added more fuel, right? which in turn, increased your boost (air available), and made your truck faster, right?

well, in essence, this is exactly what the skinny pedal does. it increases your fuel, boost, power. its basically an "adjustable power regulator". . .you adjust the amount of amount of fuel and boost(which is power) that you want/need at at any given time. when you are towing on flat ground, and reach a hill, what do you have to do? ya gotta push that skinny pedal to demand more fuel, which in turn creates more boost, which in turn propels you harder (acceleration) or keeps your load moving up the hill the same speed (you basically demanded more of the motors potential power).

another way to think about it. youre cruisin empty on a flat road goin a constant speed, and you encounter a nice straight away. you decide to get in it and rip through a gear or two. . .you obviously didnt unleash full power until you put the throttle to the floor, right? otherwise, at full fuel/boost(power) it would be impossible for you to drive at a constant speed. you were basically using a small percentage of the total power available to keep you moving, then unleashed the full potential (basically what it reads on an accurate dyno) when you demanded that the max amount of fuel available gets injected into the motor. hence giving you the beloved feel of being pushed into your seat. so, all the above bein said, you should understand that "advertised" power numbers, or power numbers you see on a dyno chart, are basically telling you what is the power potential for a motor. . .realistically, a motor will only see those power numbers for a fraction of its life. when you drive around in normal conditions from point a to point b, you only unleash those numbers when you decide its time to let the pedal kiss the floor mat.

as far as the "2200 at 10 mpg vs 2200 at 18mpg" - - - when you mash the pedal demanding more fuel, your mileage obviously decreases. just cuz youre at a particular rpm doesnt mean you will get a particular mpg. . .there are more variables than that. the more power you wanna feel at a particular rpm, the harder you push the pedal, and in turn the more fuel you are burning. cuz more fuel + air = more power, at any rpm.