Thats at the flywheel. You put the tranny in the picture and it can put more to the ground than a 6.0 or a 6.4.

The V10 will not touch the pickup 6.7. When you load them up on hard grades the 6.7 still won't just run away because of defueling to control EGTs though.

The CC 6.7 has a diffrent tune and turbo. In the F450+ trucks the V10 is still the hardest pulling engine.

That math has been done before, but I will post it up agian as soon as I have the time to either find an old post or type it out.

The basic idea is that the V10 can rev higher and though its making less torque, the transmission is multiplying it more than the 6.0 which means there is both more power and torque at the wheels. I'll come back with exact numbers tonight.

 

Thats a BS excuse... the RPM's have nothing to do with it.

Its all about the combination of horsepower AND torque. You could have a 1000hp engine, but it it only has 150ft/lbs of tq, it's gonna get outpulled all day by someone running 300hp/500tq.

It's all about the power curve. Higher RPM's doesn't mean more power... its where the power curve is within the RPM's. Diesels make way more torque, and very low on the RPM chart. Gassers make theirs at much higher RPM's.

The difference is where the power curve is, and how long ist lasts.

 

That's not entirely true. If you've ever seen a turbine powered tractor pull at a tractor pull you would see that there is a lot of power to be made at high rpm and low torque. Just not practical for every day use in a truck.

 

You're comparing apples to oranges... a turbine engine is totally different from an internal combustion engine.

 

So is comparing gas and diesel, but this thread exists

RPM has plenty to do with it. You COULD use a 150ft/lbs-1000HP engine, geared correctly, and get the job done. I would want to wear ear-protection though while doing it

 

A 1000 hp engine making 150 ft-lb peak would be turning at least 35000 rpm. A 300 hp 500 ft-lb engine will be turning a little over 3000. The extra 11:1 ratio you'd have to have to get the 1000/150 engine down to the same speed as the 300/500 will also multiply the torque by 11. The 1000/150 would put more than three times the torque to the ground.

 

I'll give you that, but both gas/diesel are still internal combustion engines.

 

OMG I can't believe home many directions this thread has wandered off into !!
Neither engine is "Better", it depends on what you like.

For me, a hill is an inconvenience rather than an invitation to see who can get to the top the fastest.

 

My 7.3 will be on top first. Ha Ha . Sorry parkland, just checking your heart rate for ya

 

Dont make me start a 7.3 VS 6.4 thread ....

 

Bill, the 6.0 has the same transmission, so it agsin will put more tq to ground. I've never said a 6.0 will ever leave a 6.8. I'm saying the 6.8 on its best day won't out tow a 6.0. Never, ever.

 

The v10 can out tow lots of things.

 

as i skimmed through the last 15 pages since i last posted i refrained from quoting prob 2 dozen things i wanted to comment on. . . .lucky for me and everyone else, i averted what suredly would have been an entire page devoted to my replies.

some things that DID stick out however:

-at no times did cummins EVER use an HPOP injection system (so showing a pic of a cummins on a towtruck saying it cost 2800 bucks to replace the "HPOP" damages credibility to make an argument that a v10 is better. . .)

-we already squashed the hp/tq debate once before. 350 hp associated with 700 lb/ft of torque can do much more work than 350 hp associated with 350 lb/ft of torque. YOU CANNOT CITE THE MAX HP OF A MOTOR AND ASSUME THAT HAS THE SAME ABILITY TO DO WORK AS ANOTHER 350 HP MOTOR. <---suggesting the contrary suggests you dont understand the physics behind hp/tq and work...the easiest way to look at it, is the higher the torque value, the higher the "mean" hp available in the operating range. yes, at both engines (350 hp) peaks they have the ability to do the same amount of work, but only looking at peaks is like only lookin at two equally hot girls and assuming they have the same personalities. the one with the highest hp across the board is the one that can do the most work. if both hp is the same, it cannot be denied that the one with double the torque value can do more work. i.e. tow loads easier.

-the 6.0's problems and reputation are directly correlated to their emission systems. just like someone else said, they were hasty in their integration of the emission equipment. it turned out to be junk, and a plague for ford and navistar. the 24v cummins WAS the emission motor of the time frame. the vp44 was introduced in '98.5 SOLELY for emission mandates. its a shame too, it'd be nice if the p-pump was around for a few more years.

-my truck runs high 12's in the 1/4 w/ 240k miles, and i unabashedly tow 10k pounds regularly without turnin it down. 10k is not that much, but its all i tow. (not a psd o well)

-the 6.7 cummins is the "harder pulling" engine vs a v10 in the f450+ sized trucks. and if the numbers alone arent enough to justify this (they are to anyone who understands hp/tq) i HAVE actually driven both of those stock for stock.

 

What bill is saying comes from the school of thought that the higher rpms allow the gasser run a gear lower. There is gear spreads that will multiply less tq to a higher tq than the higher tq engine with lower rpm range.
Tq shift tranny gears if I remember correct. Are
1-3:11
2-2:14
3-1:54
4-1:0
5-0.71
What they don't account for is I don't have to drive 80 mph I can drop with them. If loaded heavy enough their going to be having trouble making rpm and speed.

 

There will always be a gap. Your still under the assumption that I'm not going to gear down and I have to stay under 3500 rpms. The 6.8 is only going to be making 375 ish lbs tq at 5k rpm and less over. At 3300 rpm the 6.0l is making 517 lbs. Tq shift tranny is 2nd gear is 2:14 and 3rd is 1.54
My calculator says that comes out to the 6.8 putting to ground before rearend 802 and the 6.0 796.
If drop down to 2nd there's is no comparison.