Thinking of buying a 2005 F-250 with a V10 to pull a 26 ft enclosed trailer. Anybody have any experience with this motor?
I am not really interested in diesels.
I am not really interested in diesels.
Hows is a Ford V10 for pulling?
- Thread starter Squeal
- Start date
I have a 99 F350 Crew cab with a v-10 automatic and love it, I know the newer v-10's have more hp than mine, I pull a 2 place trailer with a rack and usually 3 sleds and all the gear,it does good. Not a gas mileage truck or won't pull like a diesel. Starts great when the temperature is below 0. I use my gears when pulling and rev her up and she pulls, good. Gregg
R
RobG
ACCOUNT CLOSED
I'm not a Ford fan, but I've never heard anything bad about their V10, other than the very early ones were low on power (dyno reports of maybe 170 hp at the wheels).
Dodge's V10, on the other hand, should be avoided. I've heard they're only good for maybe 80k miles before heads start to crack and other evil things happen. And I AM a Dodge fan.
Rob
Dodge's V10, on the other hand, should be avoided. I've heard they're only good for maybe 80k miles before heads start to crack and other evil things happen. And I AM a Dodge fan.
Rob
i had a 2000 excursion with a v10. sure, lots of power. i used to pull my 30' tt with it to the tune of 8mpg. i absolutley hated that thing pulling. i got 12 unloaded. again, enough power to pull but you cant pass a gas station. better off with a 6.0. thats what i have now. there was one for sale down below for 10,000 bucks. cheap!!!
my .02
clarence
my .02
clarence
I had a '99, nice engine. I wouldn't want the gas bill at today's prices though. Good power, baaaaad gas mileage.
i had an 02 in a service truck, got 8 mpg, only way it would pull is if you had it wound to the nuts, and yes never pass a gas station, of the 10 trucks like it the company got 8 of em lost the number 1 cylinder at 120k, the other two blew the spark plugs out of the heads??
I had a 2003 V10 and loved it except for the milage. I would get 6-8 mpg when pulling the enclosed. Now have the 6.4 and love it so far.
Crap
We have an '08 Ford service truck with a V-10. It's gutless...plus it only gets 8.5 MPG empty. Pulling it gets 6 mpg. We have an '06 Chevy small block that pulls our trailers much better and w/ better mpg's. V-10's are in general a bad design and the benefits you gain do not outweigh the loss in mpg's and reliability. I'd stay away...unless your going to want to replace it with a V-8 or a diesel at about 120K.(Thats about the life expectancy.) There are always exceptions to the rule, but in general more moving parts means more potential for early failure. I'd buy a diesel if you want a BIG truck. My $ .02.
We have an '08 Ford service truck with a V-10. It's gutless...plus it only gets 8.5 MPG empty. Pulling it gets 6 mpg. We have an '06 Chevy small block that pulls our trailers much better and w/ better mpg's. V-10's are in general a bad design and the benefits you gain do not outweigh the loss in mpg's and reliability. I'd stay away...unless your going to want to replace it with a V-8 or a diesel at about 120K.(Thats about the life expectancy.) There are always exceptions to the rule, but in general more moving parts means more potential for early failure. I'd buy a diesel if you want a BIG truck. My $ .02.
save yourself the time and just buy a diesel if you are towing a four place...a friend of mine had two of them, both are now gone and replaced with diesels...
They are slow and thirsty, while diesel pickups are pretty quick and will give you much better mileage and a longer lifespan.
They are slow and thirsty, while diesel pickups are pretty quick and will give you much better mileage and a longer lifespan.
i drive a 05 f250 super duty xlt with the v10 at work. this thing has balls. the 05+ has the new tranny and it tows way better then the previous ones. i tow a 30 foot gooseneck with a 2000gallon tank on it for hauling septic once or twice a week. it tows it no problem and tows like its not there. on the hills i can feel it there but when back up and taking off it has no trouble. i also haul a 24 foot gooseneck with a inclosed box on it for going to town and getting supplies. tows great. the best milage i have seen running on a flat road was 15mpg on the highway running at 55mph. most of the time it gets 13mpg. hauling it gets 10 on the highway with the inclosed box. at this time of the year my boss uses it to haul his camper around the province. he has a 31 foot 5thwheel. he loves pulling with this truck compared to his old f250 with the 5.4.
R
RobG
ACCOUNT CLOSED
Back around 1994, when I started wanting a big truck, and was a big fan of the (then-new) Dodges, I waffled a lot between the V10 and the Cummins. I talked to a lot of people, and half loved gas engines, the other half loved diesels. I finally settled on the diesel for the better fuel economy.
Chevy does seem to have the best gas engines. That 6.0 is a heck of a nice motor, and the 8.1 is an awesome big block, especially with the Allison behind it. But, they all suck gas.
My 05 RAM 3500 (dually) gets, realistically, 14-ish around town, and 17-18 on the highway at 65-ish. If I run under 60, it will go up even more. It's a 6sp manual, so it's a bit more efficient than the autos.
Towing my 5thw heel toyhauler (17,000 lbs) at 62 mph, it will get 12 mpg on flat ground if there's no headwind (no joke -- this is calculator/odometer-verified), but real-world mileage is more like 9-10.
Rob
Chevy does seem to have the best gas engines. That 6.0 is a heck of a nice motor, and the 8.1 is an awesome big block, especially with the Allison behind it. But, they all suck gas.
My 05 RAM 3500 (dually) gets, realistically, 14-ish around town, and 17-18 on the highway at 65-ish. If I run under 60, it will go up even more. It's a 6sp manual, so it's a bit more efficient than the autos.
Towing my 5thw heel toyhauler (17,000 lbs) at 62 mph, it will get 12 mpg on flat ground if there's no headwind (no joke -- this is calculator/odometer-verified), but real-world mileage is more like 9-10.
Rob
I have a 2000 v-10 Excursion. I'm a diesel fan but didn't want to pay the extra for it at the time. The engine has been great except it did spit out a plug through the head at 90,000. I have a buddy that works at Ford and when I brought it up he immediately asked if it had aftermarket plugs, yes it did. He laughed and said it was common for v-10's to do this if they weren't torqued down right or had warm heads when the plugs were replaced. He pulled the head and put in a kit and motorcraft plugs. 125,000 miles now, and never has missed a beat. It has 4.30 gears in it, so plenty of power in the mountains, the nicest is how it starts below zero. So, with diesel averageing .60 to 1.00 more a gallon, it usually is nearly the same in money when we take my buddies 4 door diesel.
For a 26 foot trailer, go diesel
If you have something against diesels for some reason, the only logical choice is the 8.1 from Chevy.
Fords V-10 up until the 3 valve 2005 runs about the same as a 6.0 litre Chevy, which is pretty damn slow! Especially towing that trailer in the mountains.
I've ridden in V-10 Fords and 8.1 Chevys and the 8.1 will destroy a V-10. I think the 454 vortec will be right there if not outrun the V-10. I'm unimpressed with the V-10!
If you have something against diesels for some reason, the only logical choice is the 8.1 from Chevy.
Fords V-10 up until the 3 valve 2005 runs about the same as a 6.0 litre Chevy, which is pretty damn slow! Especially towing that trailer in the mountains.
I've ridden in V-10 Fords and 8.1 Chevys and the 8.1 will destroy a V-10. I think the 454 vortec will be right there if not outrun the V-10. I'm unimpressed with the V-10!
i've never owned one, but id have to say you guys are about the first ive heard of that like them. everybody around here that ive talked to have always said they are gutless wonders. personally id never buy one anyways cuz im a chevy guy and hate the sound of the v-10s. if your not dead set on ford i to suggest the chevy 8.1 v-8, a ton of power and still decent mileage for almost 500ci bigblock. from reading these posts the 8.1 gets everybit as good of mileage as the 6.8 v-10 (or whatever size they are). my .02
I had one. Passed everything but a gas station.
I have heard the 8.1L chev uses alot of oil, like 1qt every 1000 miles. Is this true on the newer ones?
I know the V10 had some problems that were suposed to be fixed in 2003 ( like blowing spark plugs out the hole).
I know the V10 had some problems that were suposed to be fixed in 2003 ( like blowing spark plugs out the hole).
X2. if you are going gasser the 8.1 vortec (496 bb) is the way to go.
S
sledhead699
Member
if i was you i would stay away for gass guzzlers. deisel is the way to go for pulling. my dads 2003 ford 7.3 get about 22 in town and 14 or 15 pulling. not relly stock though.
I have a buddy with a 1999 32' class A motor coach with a V-10. He's around 10 mpg and loves the power. I get 13 mpg with my cummins loaded up like you see in the pic. Check it out at www.dieselpowermag.com for a comparison with the F-250 gas vs diesel. Or read this:
It's the $6,895 question: When buying the '08 Super Duty, should you order the V-10 gas engine or the brand-new Power Stroke 6.4L, dual-turbo diesel V-8? We didn't even bother to consider the standard 5.4L, V-8 gasser. The V-10 is rated with 32 more horsepower at the flywheel than the 5.4L and only adds $600 to the price of a Super Duty, but the $6,895 diesel produces 193 lb-ft more torque and does it at 3,000 rpm or less. Even though we hate to admit it, there is more to life than just horsepower and torque, so we had to know for sure.
In addition to strapping gas and diesel versions of the '08 Super Duty to a load dyno, we tested their fuel economy, raced them down a dragstrip, measured acceleration while towing 8,500 pounds, and observed noise levels with a decibel meter. We also logged hundreds of miles that included elevation changes of more than 4,000 feet and driving conditions that ranged from nasty city gridlock to cruise-controlled highway rides-and we even spent a little time in the dirt.
The test vehicles were two similarly equipped '08 Ford Super Duty F-250, 4WD, extended cab, shortbed pickups with the automatic five-speed Torqshift transmissions. The V-10 gas truck had the FX4 off-road package, while the diesel was a Lariat edition, the only significant differences being more power seat motors, a power rear window, and dual-zone automatic climate controls in the diesel. The gasser weighed in at 7,050 pounds with a full tank of fuel, and the diesel came in at 7,710 pounds. The V-10 tester had 4.30 gears (4.10s are standard), and the diesel is only available with a 3.73 ratio, but as the acceleration runs proved, the gas truck was still at a disadvantage while launching.
The MSRP of the diesel we tested was $51,040, and the gas truck had a sticker price of $45,055. Neither one is cheap, but a Super Duty F-250 XL, 2WD, regular cab with the six-speed manual starts at just $23,305, which means the cheapest V-10 is $23,905, and the cheapest diesel can be in your driveway for about $30,200.
Take a look at the data collected and ask yourself, Would I pay $6,895 more for the diesel? We asked ourselves that question and came to the conclusion that our jobs are not in jeopardy-diesel is now, more than ever, the best choice for powering a heavy-duty pickup truck.
Dyno Test
Scott Clark and the staff at Spectre Performance hooked both of our F-250 extended cab trucks to their Mustang MD-1750 load dyno so we could get baseline horsepower and torque ratings at the rear wheels. The diesel pushed out exactly 200 more lb-ft of torque and 67 more horsepower because the gas truck would not hold Fourth gear long enough to reach the advertised rpm for peak power. The gas engine likely has more horsepower than our dyno data shows.
6.4L, V-8 Power Stroke Diesel290 hp at 2,969 rpm516 lb-ft at 2,814 rpm
We tested two '08 Ford Super Duty F-250, 4x4, extended cab, shortbed trucks with automatic transmissions. The green one (left) came with the new dual-turbo, 6.4L, V-8, Power Stroke diesel engine...
6.8L, V-10 Triton Gasoline223 hp at 4,032 rpm (rpm limited)316 lb-ft at 3,458 rpm
...and the red truck was equipped with the 6.8L, V-10, Triton SOHC gas engine. Here are the easiest ways to tell the difference between '08 Super Dutys on the streets:
The diesels have red, plastic honeycombs inside the fender vents by the front doors; a ribbed, aluminum rear differential cover; and dual venturi tailpipe tips.
MPG Testing
The trucks were fueled and weighed (7,050 pounds gas and 7,710 pounds diesel-a 600-pound difference) before the fuel-economy testing began. It consisted of mostly unloaded driving on city streets and highways (oh yeah, and seven passes down the dragstrip), along with towing and hauling with the diesel truck. Why no towing or hauling mpg figures for the gas truck? Only one trailer was available and only one transmission needed to be hauled, and both drivers chose the diesel. Go figure.
6.4L, V-8 Power Stroke dieselCity traffic: 69.10 miles/3.78 gallons = 18.28 mpgTowing 8,500 pounds and highway traffic:351.90 miles/22.47 gallons = 15.66 mpgGrapevine pass with cruise control:72.90 miles/3.82 gallons = 19.08 mpgHighway 99 driving and city runaround: 197.60 miles/10.02 gallons = 19.72 mpgHighway 99 and Grapevine pass with cruise control with Dodge transmission in bed: 174.40 miles/11.08 gallons = 15.74 mpg
V-8 Power Stroke diesel mpg averages865.90 miles/51.17 gallons = 16.92 mpg (including towing)339.60 miles/17.62 gallons = 19.27 mpg (unloaded)
6.8L, V-10 Triton gasolineCity traffic: 123.50 miles/13.80 gallons = 8.95 mpgHighway driving without cruise control:74.60 miles/7.88 gallons = 9.47mpgGridlock traffic: 33.50 miles/3.63 gallons = 9.23 mpgGrapevine pass with cruise control: 73.80 miles/6.18 gallons = 11.94 mpgHighway 99 driving and city runaround:207.50 miles/21.00 gallons = 9.88 mpgHighway 99 and Grapevine pass with cruise control:181.70 miles/14.48 gallons = 12.55 mpg
V-10 gasoline mpg average694.60 miles total/66.97 gallons = 10.37 mpg
Calculating The Savings
One way to answer the $6,895 question is to calculate how long it will take for fuel savings to pay for the diesel option. At the time of testing, diesel was actually cheaper than gasoline-something we haven't seen in California for more than a year. In fact, it cost more than premium 91-octane gas just a few months ago. To make the math easier, we ran the numbers assuming gas and diesel both cost $3 and used the standard estimate of 12,000 miles of average yearly driving. When the calculator cooled off, we learned the diesel Super Duty will take about four years to pay for itself, and every mile after that can be considered part of the diesel bonus round.
($6,895 - $600 V-10) = $6,295 diesel option/$3 per gallon = 2,098.30 gallons12,000 miles per year/10.37 mpg = 1,157.20 gallons of gas per year12,000 miles per year/19.27 mpg = 622.70 gallons of diesel per year2,098.30 gallons/534.50 gallons saved = 3.93 years to break even
Towing Test: Steep Grade 15-65 Mph
One of the most important areas of 31/44- and 1-ton truck performance is the ability to accelerate while hauling a trailer. To simulate merging with highway traffic on a steep grade . . . well, we did just that. A 3,000-pound trailer was loaded with a jungle-gym-rollcaged Jeep Cherokee 4x4 (about 8,500 pounds total), and the trucks were timed in passes that started with a 15-mph rolling start followed by full acceleration to 65 mph. The diesel averaged 7.32 seconds faster than the gas and felt like it could perform the same feat with even more weight in tow.
6.4L, Power Stroke V-8 diesel
Engine type: V-8, iron block, iron headsDisplacement: 390.5 ci, 6,400 ccBore x stroke: 3.86 x 4.13 inchesCompression ratio: 17.2:1Fuel injection:High-pressure, common-railValvetrain:OHV, four valves per cylinderHorsepower:350 hp at 3,000 rpmTorque:650 lb-ft at 2,000 rpmOil capacity: 15 quartsTest vehicle curb weight: 7,710 pounds
6.8l, V-10 Triton Gasoline
Engine type: V-10, iron block, aluminum headsDisplacement: 415 ci, 6,802 ccBore x stroke:3.55 x 4.16 inchesCompression ratio: 9.2:1Fuel injection:Sequential, multiport electronicValvetrain:SOHC, three valves per cylinderHorsepower: 362 hp at 4,750 rpmTorque:457 lb-ft at 3,250 rpmOil capacity: 7 quartsTest vehicle curb weight: 7,050 pounds
Dragstrip Testing
After the trailer was unhitched, the gas and diesel trucks were raced head-to-head on the Los Angeles County Raceway dragstrip. Both trucks were placed in 4WD High with the wheel hubs locked and power-braked at the line for full-throttle launches. Standing on the brake and flooring the throttle in the diesel allowed boost to build to more than 30 psi, which made the Power Stroke pump out torque off the line and build speed faster than the gas engine-and it is a lot of fun. On the final run, we tried to squeeze a little more speed from of the gas truck by taking it out of Overdrive. Unfortunately, the Super Duty only offers Third gear below Drive, so shifting out of OD at the top of the track resulted in instant Third-gear rev-limiting and a slower top speed.
To meet strict '07 emissions laws that reduced soot output by 90 percent while limiting nitrogen oxides, a combination oxidation catalyst/diesel particulate filter is used to scrub exhaust before it exits the dual tailpipe tips. About once per fill-up, the Power Stroke will go into Active Regeneration mode...
...which raises idle speed and increases the richness of combustion to heat the exhaust and burn soot trapped in the DPF. The venturi tailpipes suck in ambient air to cool the exhaust, which can be hot enough to burn a person during Active Regeneration if a normal tip was used.
It's much easier to make a gas engine run within the EPA specifications for emissions, especially in the 31/44- and 1-ton truck classes. Passive catalytic converters are used along with oxygen sensors to seamlessly vary the richness of fuel used during combustion to keep the catalysts working to their full potential. After the catalysts, exhaust is combined before entering a single muffler (that's about half the size of the diesel's DPF) and exiting through a single tailpipe.
The gas F-250 came with 4.30 gears in the axles and a plain stamped-steel differential cover in the rearend. A 4.10 gearset is also available with the V-10 gasser. The white and red Rancho shocks are part of the FX4 off-road package that also includes a painted grille, a unique interior design, bumpstops to prevent bottoming out, and skidplates to protect the transfer case.
It's the $6,895 question: When buying the '08 Super Duty, should you order the V-10 gas engine or the brand-new Power Stroke 6.4L, dual-turbo diesel V-8? We didn't even bother to consider the standard 5.4L, V-8 gasser. The V-10 is rated with 32 more horsepower at the flywheel than the 5.4L and only adds $600 to the price of a Super Duty, but the $6,895 diesel produces 193 lb-ft more torque and does it at 3,000 rpm or less. Even though we hate to admit it, there is more to life than just horsepower and torque, so we had to know for sure.
In addition to strapping gas and diesel versions of the '08 Super Duty to a load dyno, we tested their fuel economy, raced them down a dragstrip, measured acceleration while towing 8,500 pounds, and observed noise levels with a decibel meter. We also logged hundreds of miles that included elevation changes of more than 4,000 feet and driving conditions that ranged from nasty city gridlock to cruise-controlled highway rides-and we even spent a little time in the dirt.
The test vehicles were two similarly equipped '08 Ford Super Duty F-250, 4WD, extended cab, shortbed pickups with the automatic five-speed Torqshift transmissions. The V-10 gas truck had the FX4 off-road package, while the diesel was a Lariat edition, the only significant differences being more power seat motors, a power rear window, and dual-zone automatic climate controls in the diesel. The gasser weighed in at 7,050 pounds with a full tank of fuel, and the diesel came in at 7,710 pounds. The V-10 tester had 4.30 gears (4.10s are standard), and the diesel is only available with a 3.73 ratio, but as the acceleration runs proved, the gas truck was still at a disadvantage while launching.
The MSRP of the diesel we tested was $51,040, and the gas truck had a sticker price of $45,055. Neither one is cheap, but a Super Duty F-250 XL, 2WD, regular cab with the six-speed manual starts at just $23,305, which means the cheapest V-10 is $23,905, and the cheapest diesel can be in your driveway for about $30,200.
Take a look at the data collected and ask yourself, Would I pay $6,895 more for the diesel? We asked ourselves that question and came to the conclusion that our jobs are not in jeopardy-diesel is now, more than ever, the best choice for powering a heavy-duty pickup truck.
Dyno Test
Scott Clark and the staff at Spectre Performance hooked both of our F-250 extended cab trucks to their Mustang MD-1750 load dyno so we could get baseline horsepower and torque ratings at the rear wheels. The diesel pushed out exactly 200 more lb-ft of torque and 67 more horsepower because the gas truck would not hold Fourth gear long enough to reach the advertised rpm for peak power. The gas engine likely has more horsepower than our dyno data shows.
6.4L, V-8 Power Stroke Diesel290 hp at 2,969 rpm516 lb-ft at 2,814 rpm
We tested two '08 Ford Super Duty F-250, 4x4, extended cab, shortbed trucks with automatic transmissions. The green one (left) came with the new dual-turbo, 6.4L, V-8, Power Stroke diesel engine...
6.8L, V-10 Triton Gasoline223 hp at 4,032 rpm (rpm limited)316 lb-ft at 3,458 rpm
...and the red truck was equipped with the 6.8L, V-10, Triton SOHC gas engine. Here are the easiest ways to tell the difference between '08 Super Dutys on the streets:
The diesels have red, plastic honeycombs inside the fender vents by the front doors; a ribbed, aluminum rear differential cover; and dual venturi tailpipe tips.
MPG Testing
The trucks were fueled and weighed (7,050 pounds gas and 7,710 pounds diesel-a 600-pound difference) before the fuel-economy testing began. It consisted of mostly unloaded driving on city streets and highways (oh yeah, and seven passes down the dragstrip), along with towing and hauling with the diesel truck. Why no towing or hauling mpg figures for the gas truck? Only one trailer was available and only one transmission needed to be hauled, and both drivers chose the diesel. Go figure.
6.4L, V-8 Power Stroke dieselCity traffic: 69.10 miles/3.78 gallons = 18.28 mpgTowing 8,500 pounds and highway traffic:351.90 miles/22.47 gallons = 15.66 mpgGrapevine pass with cruise control:72.90 miles/3.82 gallons = 19.08 mpgHighway 99 driving and city runaround: 197.60 miles/10.02 gallons = 19.72 mpgHighway 99 and Grapevine pass with cruise control with Dodge transmission in bed: 174.40 miles/11.08 gallons = 15.74 mpg
V-8 Power Stroke diesel mpg averages865.90 miles/51.17 gallons = 16.92 mpg (including towing)339.60 miles/17.62 gallons = 19.27 mpg (unloaded)
6.8L, V-10 Triton gasolineCity traffic: 123.50 miles/13.80 gallons = 8.95 mpgHighway driving without cruise control:74.60 miles/7.88 gallons = 9.47mpgGridlock traffic: 33.50 miles/3.63 gallons = 9.23 mpgGrapevine pass with cruise control: 73.80 miles/6.18 gallons = 11.94 mpgHighway 99 driving and city runaround:207.50 miles/21.00 gallons = 9.88 mpgHighway 99 and Grapevine pass with cruise control:181.70 miles/14.48 gallons = 12.55 mpg
V-10 gasoline mpg average694.60 miles total/66.97 gallons = 10.37 mpg
Calculating The Savings
One way to answer the $6,895 question is to calculate how long it will take for fuel savings to pay for the diesel option. At the time of testing, diesel was actually cheaper than gasoline-something we haven't seen in California for more than a year. In fact, it cost more than premium 91-octane gas just a few months ago. To make the math easier, we ran the numbers assuming gas and diesel both cost $3 and used the standard estimate of 12,000 miles of average yearly driving. When the calculator cooled off, we learned the diesel Super Duty will take about four years to pay for itself, and every mile after that can be considered part of the diesel bonus round.
($6,895 - $600 V-10) = $6,295 diesel option/$3 per gallon = 2,098.30 gallons12,000 miles per year/10.37 mpg = 1,157.20 gallons of gas per year12,000 miles per year/19.27 mpg = 622.70 gallons of diesel per year2,098.30 gallons/534.50 gallons saved = 3.93 years to break even
Towing Test: Steep Grade 15-65 Mph
One of the most important areas of 31/44- and 1-ton truck performance is the ability to accelerate while hauling a trailer. To simulate merging with highway traffic on a steep grade . . . well, we did just that. A 3,000-pound trailer was loaded with a jungle-gym-rollcaged Jeep Cherokee 4x4 (about 8,500 pounds total), and the trucks were timed in passes that started with a 15-mph rolling start followed by full acceleration to 65 mph. The diesel averaged 7.32 seconds faster than the gas and felt like it could perform the same feat with even more weight in tow.
6.4L, Power Stroke V-8 diesel
Engine type: V-8, iron block, iron headsDisplacement: 390.5 ci, 6,400 ccBore x stroke: 3.86 x 4.13 inchesCompression ratio: 17.2:1Fuel injection:High-pressure, common-railValvetrain:OHV, four valves per cylinderHorsepower:350 hp at 3,000 rpmTorque:650 lb-ft at 2,000 rpmOil capacity: 15 quartsTest vehicle curb weight: 7,710 pounds
6.8l, V-10 Triton Gasoline
Engine type: V-10, iron block, aluminum headsDisplacement: 415 ci, 6,802 ccBore x stroke:3.55 x 4.16 inchesCompression ratio: 9.2:1Fuel injection:Sequential, multiport electronicValvetrain:SOHC, three valves per cylinderHorsepower: 362 hp at 4,750 rpmTorque:457 lb-ft at 3,250 rpmOil capacity: 7 quartsTest vehicle curb weight: 7,050 pounds
Dragstrip Testing
After the trailer was unhitched, the gas and diesel trucks were raced head-to-head on the Los Angeles County Raceway dragstrip. Both trucks were placed in 4WD High with the wheel hubs locked and power-braked at the line for full-throttle launches. Standing on the brake and flooring the throttle in the diesel allowed boost to build to more than 30 psi, which made the Power Stroke pump out torque off the line and build speed faster than the gas engine-and it is a lot of fun. On the final run, we tried to squeeze a little more speed from of the gas truck by taking it out of Overdrive. Unfortunately, the Super Duty only offers Third gear below Drive, so shifting out of OD at the top of the track resulted in instant Third-gear rev-limiting and a slower top speed.
To meet strict '07 emissions laws that reduced soot output by 90 percent while limiting nitrogen oxides, a combination oxidation catalyst/diesel particulate filter is used to scrub exhaust before it exits the dual tailpipe tips. About once per fill-up, the Power Stroke will go into Active Regeneration mode...
...which raises idle speed and increases the richness of combustion to heat the exhaust and burn soot trapped in the DPF. The venturi tailpipes suck in ambient air to cool the exhaust, which can be hot enough to burn a person during Active Regeneration if a normal tip was used.
It's much easier to make a gas engine run within the EPA specifications for emissions, especially in the 31/44- and 1-ton truck classes. Passive catalytic converters are used along with oxygen sensors to seamlessly vary the richness of fuel used during combustion to keep the catalysts working to their full potential. After the catalysts, exhaust is combined before entering a single muffler (that's about half the size of the diesel's DPF) and exiting through a single tailpipe.
The gas F-250 came with 4.30 gears in the axles and a plain stamped-steel differential cover in the rearend. A 4.10 gearset is also available with the V-10 gasser. The white and red Rancho shocks are part of the FX4 off-road package that also includes a painted grille, a unique interior design, bumpstops to prevent bottoming out, and skidplates to protect the transfer case.
Last edited:
Ive got a 01 v10 and never had a problem. Starts every time, maintenance is cheaper, fuel is cheaper, and it doesnt smell. Im not really too worried about how fast i get up the hill anyhow, just wanna get there. IMHO i will never get a diesel, just because the extra $$$$ isnt worth the gains.
Just my .02
Just my .02
Similar threads
