I worked on seven two-cycle Detroit Diesel 6v-71's on a fire department. They were the most amazing motors I have ever known. They never required maintenance other than oil and filter changes except for an occasional broken throttle return spring. Those motors would pump without hesitation for hours and hours. We retired the trucks after 25 years and those motors still ran like new. We were really beaten up with the "new and improved" smog approved four cycles. The good times were definitely over!

 

I'm sure that thing is a fun ridin machine, but "bolting on a turbo" alters the powerband of 2 strokes tremendously. the boost pushes raw fuel out while the exhaust is still open, and causes insane fuel consumption. this makes for one hellofa ride high in the rpm, with power to match, but it is a funky ride in low rpm.


that's not to say that snowmachine isn't built for a turbo....if you were building a 2 stroke engine specifically for turbo use (that may very well be one), you could "tune" the ports in the exhaust, piston, and intake to help remedy some of the ill effects of boosted intake/fuel side. you can also fill dead space in the intake side as much as possible in order to prevent combustion intrusion to the intake to utilize more stroke for airflow on both ends.

 

2 strokes make their power up top anyway....

Sent from my Telegraph using IB AutoGroup

 

I didn't realize they offered a 2 stroke motor of any kind in a FORD SUPER DUTY!!!!







.

 

Yes all that, and back to the making a 2 stroke run with a 4 stroke oil type system the entire motor would have to be redesigned not only to incorporate the oil system but to run efficiently with the new turbo/supercharger induction system and direct port fuel injection and all that jazz.

It would be a monster producer in a small lightweight package! Surely to great of an invention and the goberment would most definitely shut it down somehow.

 

And this is why we just can't have nice things!

 

Government:
If it moves, tax it.
If it keeps moving, regulate it.
If it stops moving, subsidize it.

 

Diesel is still the best!

 

Yes that goes without saying..

 

I see. You couldn't wait the whole year before bumping this old thread, eh? Could only muster 9 months.




Stewart

 

Getting older, I figured if I push it to far I might forget about it all together.

 

Ive read 14 pages and its apparent that the v10 owners never driven a diesel, how the hell do people believe in magazine articles.
I for one would like to throw my .02 on this revived old thread.
Our work trucks consist of 3/4-1 ton Chettys HD with 6.0 and 6.6d-max, Fords with 5.4, 6.8, 7.3PS, 6.0PS, 6.2, and 6.7PS
All of the chettys 6.0 , Ford with 5.4, 6.8, 7.3, 6.0 have well over 250k on them, gasser cant hold a candle to the diesel when it comes to loading them down and going on the hills or merging or passing in traffic, all have steel flatbeds, crew cabs, long beds,
Chettys have been reliable as hell but suck loaded and towing, we never use those all with 4.11(the Dmax engine has a nice hole in the block was ok when it ran ) the 5.4 some 3.73 and 4.10 same as the 6.0 chettys reliable but sucked at everything else,
The 6.8 2v (this one is extended cab 4x4 3.73) same story like the 6.0 and 5.4 the only difference it held od longer and spun tires empty. 7.3-6.0PS some with 3.73 and 4.11 the 6.0 with 4.11 hands down the best on everything except reliabity (mind you that they have more hrs and idle times than the gassers) but towing on our only 8% grade we have they never down shifted out of OD towing 10k the 6.0 hands down raped all of them and still does even at 300k towing pulling and hauling.

The v10 could not hold 55 mph on the highway towing a 20ft flat bed with roofing insolation 4 bundles on the truck and 12 bundles on the trailer (mind you this is not weight related towing more of a drag related towing) at 6ft above the truck roof there is some serious aero drag where the 7.3 and 6.0 did it at 80 mph, the 6.8 well lets just put it this way, from Dallas(Firestone insolation manufactures) to El Paso same load the 6.0 did 3 fuel stops while the 6.8 had to do 6 same fuel tank capacity. If I ever had to buy a new truck and towed for a living diesel would be my #1 choice
If i were to just do the occasional towing, or pleasure user, the v10 (if it were still available) would of been my first choice, then a 6.2.

Now to my conclussion as most of you in this forum including myself use our trucks just for pleasure and the occasional tower, the ones doing holeshot or tow heavy would tell you that hands down a diesel is a must, the ones telling you that diesel is a waste doing holeshot, tow heavy are the ones that have never owned one, driven one.

If you tow over 12k Diesel hands down
Below 12k Gasser, unless the ecoboost finds its way into a SD I would be knocking on diesel territory. Anything forced fed is better in towing scenarios than NA, try towing 12k at 3,000 ft and up in elevation in an NA you'll see what Im talking about.

 

All the gas trucks you are talking about and none of them were set up with the right gears to pull with. If you had a V10 with 4.30 gears I believe you would have a different opinion on what it's capable of pulling, same goes for the 6.2.

Denny

 

And I will still say that if Ford were to do some R&D and bolt up twin turbos to the 6.2 L gasser, the diesel would be a real hard sell! It would be a beast, but would probably like gas!

 

True, also forgot both dually's
the v10 is an extended cab 4x4 with 3.73 while the 7.3 were cclb 4x4 3.73, and obviously the diesel weighing a heck alot more, thats more than a fair comparison , the v10 could not hold a candle against a 7.3 let alone agaist the 6.0
Believe me ive driven the trucks mention to give an accurate rating not bashing on the 6.8 I also like it but would not be my first choice if I tow heavy, heck my 5.4 excursion is great, but when it comes to towing my Mule is the one that gets to have fun