I'm not letting you off that easy. Tell me whatcha think is interesting about that. I'll bug the heck outta ya until you do.

 

I think it's that whole just turn the key and drive thing, with nothing else to do. Takes all the excitement out of it.

 

All things being relative, maybe the reason so many people are scared of the 6.0 liter is that compared to the 7.3 it is kinda bitchy.


The 7.3 kinda went forever so long as the filters got changed once in a while, and the oil was changed. Some of us followed the maintenance schedule, others not so much, but either way, once the 6.0 came out, it sure as hell gave owners a rude awakening of what it was ready to put up with.

The 7.3 was reliable and also in its day was a very sweet engine.... HEUI when GM had a mechanical 6.5 and dodge had the same old rattling 5.9.

The 6.0 was a very steep change from the 7.3, not only for mechanics, but owners as well. The 7.3 you could do "whatever" with it, the 6.0- all of a sudden idling isnt good, fuel has to be really clean, oil changes and service that gets forgotten leads too serious problems faster than anyone would anticipate.

I think ford should have done a few things to help these new engines adjust to the customer.

1. Air intake exhaust heat exchanger - for fast warm ups and idling without wet-stacking.

2. Better fuel filtration...less changes and filter particles better. Better moisture detection.

3. EGR gas supply from AFTER DPF. Without particulates in the EGR, 90% of problems could have been avoided.

4. 9th injector for regen cycle.

 

those "same ole" rattling 5.9's are still legendary in power production, reliability, and longevity! (VE rotary pump pre-93, p-pump post-93)

all that aside, i love the 7.3's and would own one in a jiffy. i love everything about the OBS fords of that era. . .(except glow plugs). very reliable money maker to this day.

about #3 on your list, i dont think there were any 6.0's that came with DPF's. . ."not coming with an egr" is a much better option.

about #4, i hate everything about regen cycles

 

Talk back in quoted window

 

So, while that diesel can provide more torque than a gasser, there comes a time when you have to back off because of EGTs. And $500-$1000 worth of gauges is an OK thing.

I just find that interesting.

I sorta understand, I have a tranny temp gauge because I have a 4R100 and if you cook them, they are wiped.

 

On a stock truck, you don't need gauges. You also don't need to back off.

Granted, on ANY truck it is nice to have extra gauges to keep an eye on everything.

On a tuned truck, gauges would be essential, as it will be easier to exceed safe levels, but the truck is also making way more power than stock.

When I say more power, I don't mean like a tuned v10 with 30 hp gains, most diesel programmers can add 100- 300 HP and scary amounts of torque.

 

That is why I keep my PS stock. Last Sunday had it for 20 minutes with gas pedal on the floor and 1st gear. The temperature lieometer never moved from the center of the scale.
Don't know about V10 but I never drove gas engine who would allow you to do that without boiling over.

 

I wasn't saying it was aight. I was saying this is evadent we (I) believe. But its not just the psds fault Ford carries a lot of the blame. What are they thinking putting dummy gauges in commercial grade trucks? In 07 a guy at the feedmill burned up his tranny. His tale is he had to warning. He was pulling his tractor gauges was normal then his tranny gauge went to yellow he started slowing down to pull over it went to red. He shut down as soon as he got stopped and had the truck towed. I couldn't hardly believe it. I searched for the parameters for the gauges and its not that bad but it really isn't much better. You have a long swing that doesn't tell you anything. My 04 didn't come w/ a boost gauge and at the time there was a lot of talk of over boost wellllllll. I think if you work a piece of machinery you need to beable to keep an eye on vitals.
Parkland I don't really agree with you. The reason why is even though the compondents can standup to 1100-1200 degs its in the caution stage. Alloys weaken when gotten hot and cooled over and over. I would hope that the materials the turbo is built out of can with stand this abuse but its the oil I'm worried about and the "all of a sudden" condiction. So yea I'll back off right before 1200 degs. Plus I tow heavy. My net is what my gcwr is. There is always variables that you have to account for. Its not just tuned trucks that break 1200 degs. You might not "have" to back off but I bet its wise.

 

I would like to see a 100% stock psd get tuned and gain 300 rwhp....

 

Well that's the problem I'm talking about. If you would have had "real" gauges you would have seen a difference in temps and the swing. In od I can put the pedal down and make my 6.0l's ect hit 205 w/ in seconds. This is staying w/ in 65 mph too. I'm talking in an accel lane on the highway so its alittle longer. Last night I tried something out. I always knew I could lock 1st-3rd gear. On my insight I've started watching the GEAR TCL pid so I tested it last night. I'll lock 1st tonight and see what kind of temps I can produce.
On the gasser defence I think you'll burn up the tranny before the engine.

 

You have to remove the DPF, but the 6.4 will gain 310hp to the rear wheels with an extreme tune from Spartan.

 

When you say 100% stock what does that mean. I know it should be self explainator but...... A tune isn't what I call stock.
So do you call modded egr deleted aftermarket oil coolers and head studs not being stock or will these modds fit your bill? I would think that there's some sct tunes that putting 300 to the ground. When your seeing tunes listed as 150-200 hp over stock. And the stock engine has 300+ at the flywheel. Come on bill.

 

6.4L ....... Pretty standard with no DPF and a good tune.

 

So after 829 pages we all know V10's blow and PSD's rule ,WORD