Gas vs PSD
Hotshot
Joined: May 2005
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From: Stevens Point, WI
Yeah, keep it boring folks! Its getting to rowdy and fun in here again.
FTE Leadership Emeritus
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From: Lakewood, Ca.
On a stock bottom end I'd say the first thing to walk away would be the connecting rods, followed closely by the crankshaft.
Cargo Master
Joined: Aug 2005
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From: Alberta, Canada
Yup 20 psi would be a bit much. I think 10 to 12 would fit the bill nicely or even drop down to 8 to 10 for longevity. I ran 12 in my 4.6 with no problems. The guy that bought my car bumped it up with a smaller pulley (Vortec) and ended up grenading the plastic intake manifold.
Lead Driver
Joined: Jan 2006
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Yup 20 psi would be a bit much. I think 10 to 12 would fit the bill nicely or even drop down to 8 to 10 for longevity. I ran 12 in my 4.6 with no problems. The guy that bought my car bumped it up with a smaller pulley (Vortec) and ended up grenading the plastic intake manifold.
In a race truck, maybe more, but for towing and reliable daily use I'd leave it low.
HP goes up faster on gasoline engines with less boost than a diesel.
Elder User
Joined: May 2011
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Gotta remember that in most modulars, Ford didn't exactly use the best metal for the connecting rods and the cranks weren't that strong either. Even the vaunted Terminator motor's weak link is the connecting rods that should be replaced for guys pushing 600hp (the pistons and crank are good for way more than that).
Figure on most motors these days when you put a power adder to them you're going to have to replace the stock components with upgraded stuff to make them reliable. I'm not sure why anyone would put a blower on a V10 Super Duty/Excursion though. I mean they'll basically tow anything you can think of in stock form and I personally would not feel safe doing more than 80 in one unless I was on a 1/4 mile track and even then...
Figure on most motors these days when you put a power adder to them you're going to have to replace the stock components with upgraded stuff to make them reliable. I'm not sure why anyone would put a blower on a V10 Super Duty/Excursion though. I mean they'll basically tow anything you can think of in stock form and I personally would not feel safe doing more than 80 in one unless I was on a 1/4 mile track and even then...
Fleet Owner
Joined: Mar 2003
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From: Blue Hill Township
Cargo Master
Joined: Aug 2005
Posts: 2,051
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From: Alberta, Canada
She'll take much more than that, go have a look in the Mustang forums and see what they are doing with modular motors. Giving them 8 to 10 pounds of boost is a very safe tune. Mind you this is with a supercharger. They build just as much power with less boost with a turbo on them, in which case 6 or 7 may be enough. I can't remember what the turbo guys were running. With the 2 valve 4.6 400+ hp at the rear wheels was a very safe tune up from 200~220 stock. The crazy guys were pushing the 800 rwhp mark and beyond with turbo setups. Yes I agree is would be best to keep the boost to reasonable levels in a working truck application.
Cargo Master
Joined: Jan 2005
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Here it is in a nutshell. We're comparing a large displacement n/a gas engine witha forced induction large tq engine. At the flywheel in stock condiction the 6.8l isn't ever going to have more tq than the psd. Any mechanical advantage (gearing) given to the 6.8 can like wise be given to the psd. I've disputed and still do the believe that the rpm range makes the difference in towing. I still can't find the advantage. I understand that a 6.8 can drop to 2nd because of the rpm range. The psd can do nearly if not all (depends on which psd) work of the 6.8 in 2nd but in 3rd. Here's the thing. Can the 6.8 put those numbers up in 2nd in a big enough load. The hill and weight of the trailer could in fact over power and simply keep the rpm lower.
Up keep cost has been talked about. Well its been said that the 7.3 is fairly cheap to maintane. It could really be cheaper than the 6.8 in the long run when you figure every dime spent.
Up keep cost has been talked about. Well its been said that the 7.3 is fairly cheap to maintane. It could really be cheaper than the 6.8 in the long run when you figure every dime spent.
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FTE Leadership Emeritus
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From: 3rd Rock
First good thing in this thread....the word Ferrari
Lead Driver
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This is it for most people.
I've never raced anyone up a hill. I just like to be able to pull stuff without shifting like crazy. I don't care even if the v10 has more power than me, I just like that the diesels make the power down low and pull nice.
For someone to say "Mine is faster with x gears and 4500 RPM" I couldn't care less, I'm not interested in running like that when driving.
Nice i guess if you ever really need that power, but it just does not make the power as elegantly as the diesel.
Senior User
Joined: Jun 2011
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When towing it can be a matter of preference. In my mind keeping the RPMs low, and better getting a load moving low in the powerband, is more important than raw power of an engine. All three PSD's reached peak torque low in the RPM range, under 2000rpms. While the V10 needed to rev to 3250rpms to reach its peak torque of 457ft-lbs. In equally equipped trucks, the PSD will out-tow the V10 when it comes to getting the load initially moving and while on the grades.
As the post above, its irrelevant who gets up the grade fastest in the real world. It matters if you can move that load with control and safety. With the later PSD's, and the advances in engine braking, its hard to give a V10 an advantage in the towing catagory.
As the post above, its irrelevant who gets up the grade fastest in the real world. It matters if you can move that load with control and safety. With the later PSD's, and the advances in engine braking, its hard to give a V10 an advantage in the towing catagory.
Posting Guru
Joined: Aug 2007
Posts: 1,317
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From: Auburn, Wa
They don't gab about it, they compare.
What part of spending more money for the vehicle and more money to maintain it doesn't fit into your "economy" figures?
I just don't understand why you diesel guys STILL don't get that part. Economy has to do with amounts of money spent, you guys think just fuel mileage figures ino that and you're all DEAD WRONG.
Wanna see a faster V10? Ask ANY of them to race you. You will lose. Especially to a 3v V10.
What part of spending more money for the vehicle and more money to maintain it doesn't fit into your "economy" figures?
I just don't understand why you diesel guys STILL don't get that part. Economy has to do with amounts of money spent, you guys think just fuel mileage figures ino that and you're all DEAD WRONG.
Wanna see a faster V10? Ask ANY of them to race you. You will lose. Especially to a 3v V10.
walking away from some guy in a diesel who is not racing you don't count. I cant count the number of guys who wind out their engines to pass me at a light both cars and trucks even diesels who think I'm racing them. most of the time I am only 2/10ths into the throttle. everyone here needs to shut up and go to the track and post up some time slips.
Cargo Master
Joined: Jan 2005
Posts: 2,413
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When towing it can be a matter of preference. In my mind keeping the RPMs low, and better getting a load moving low in the powerband, is more important than raw power of an engine. All three PSD's reached peak torque low in the RPM range, under 2000rpms. While the V10 needed to rev to 3250rpms to reach its peak torque of 457ft-lbs. In equally equipped trucks, the PSD will out-tow the V10 when it comes to getting the load initially moving and while on the grades.
As the post above, its irrelevant who gets up the grade fastest in the real world. It matters if you can move that load with control and safety. With the later PSD's, and the advances in engine braking, its hard to give a V10 an advantage in the towing catagory.
As the post above, its irrelevant who gets up the grade fastest in the real world. It matters if you can move that load with control and safety. With the later PSD's, and the advances in engine braking, its hard to give a V10 an advantage in the towing catagory.
