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Ford F250 - 5.4,V10 or Diesel?
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It's my understanding that the computer via the MAF sensor detects this additional air and compensates with the correct amount of fuel in order to maintain the desired air/fuel mixture.
So, its not just the 'more air' thats giving the little bit of extra power, but the more air + fuel..
According to various folks at www.f150-online.com, most have not experienced any mpg increase and some their mpg's decreased..
K&N even indicated that on some older vehicles with normal carbs, (and motorcycles etc), that you may have to compensate with carb adjustments or re-jetting to allow more fuel.
But here's the kicker. Let's say you cruise at 60 mph at 2000 RPM and you're pulling X pounds of vacuum. Now you optimize your exhaust or intake or air filter. You still will be running 2000 RPM at 60 MPH but should be pulling less vacuum with less TPS(throttle position sensor) thereby using less fuel.
My guess is, as was the case with my Cobra, that after I removed my air silencer and added the K&N my foot was in it a lot more just to hear/feel the diff! I just can't figure how making a motor more efficient can decrease economy. Unless you're constantly using all this new found power!!LOL!!
I didn't understand one part of your response. Although the TPS would be less, there's still more air going in that the MAF see's. So wouldn't the computer will compensate with more fuel? Sure, lean is good, but in todays engines the computer knows what it wants the mixture and timing to be and it does the measuring and distributing..
When your WOT the K&N really shows off because it allows more air than the stock filter so you'll get more power.
I sortof think of it like, although your at 25% throttle, your getting as much air/fuel as someone else with a stock air filter at 30% throttle. But when the stock person is at 100% throttle, you get the equalivalent 105%.
Does that make any sense?
An EEC IV or V will not just send more fuel because there's more air.
If more air is entering, it is a fact that more fuel will be needed to compensate in order to maintain the fuel/air mixture. If it didn't then the lean condition would probably cause the puter to back off timing to avoid knock.
Like you, everyone I know personally who owns a K&N claim that they get alot more power, but at very slightly lower mpgs . (Ok, I'll admit, thats only 4 people, not very scientific).
Note bad point of the K&N was improper oil application after cleaning them. One person kept his paper air cleaner around to use when he cleaned the K&N to allow it 24+ hours to drain off the excess oil. The problem with too much oil is it being deposited onto the MAF sensor causing it to loose accuracy (drop in mpg). I'd use a pleated cloth filter if I ran my 2000 cc sd V10 all day at 3000 to 4000 rpm......... Paper please.....
EEE
00' F250 SC xlt 4x2 5.4L 5sp 4.10LS
My overall mpg's is 15.5 with mostly mixed city/highway driving. Highest tank=18mpg (mostly highway, empty at 60mph), lowest was 13.
My truck is a little bit smaller than yours CC vs SC, and I have the more efficient 5sp vs auto.
You'll be somewhere in the low 13's with mixed driving, with a high approaching 17 if your speed is under 65mph. Basically the same as an F150 SC 4x4..
Thank you, 2000 F250 diesal owner
currently. There phone number is 501-945-0354
I paid 499.oo for it
$499. It is made by Street and performance Electronics . Plus 50 horses and 100 lbs of ft/lbs
Have already ate a new Z71 for lunch.
A SRW truck will pull that load just fine. All Ford 250 and 350's are rated at the same GCVWR. Adding DRW's actually reduces your towing capability. If you want DRW you'll need to go to the 350.
The argument will be that DRW's will add stability. I've towed up to a 26' boat with an 11' camper using a SRW truck with no problems using a receiver type hitch. The 5th wheel hitch obviously is more inherently stable to pull because of the weight over the axle. The DRW's main advantage is its payload capability over the SRW, there is no advantage to me in towing. On a recent trip to Mesquite NV. to watch a barrel race I counted 80 trucks pulling 5th wheel and goose neck horse trailers. The count was 49 to 51 in favor of the SRW trucks. I believe it's a matter of personal opinion and like stated above you can actually exceed your trucks GCVWR easier with a DRW truck.
If the DRW gives you a sense of security, go for it.
BTW, I agree with you on your diesel decision.
duramax deisel. Only because of the noise levels of power stroke. The differance is substantial.
good move or bad move ( any comments or does anyone know someone that has one )
The S/D may have changed this but the 250's used to have higher residuals(resale value) than the 250's. Probably due to the perception that the 350's were used more for commercial type applications.
Bess, I'm waiting for you to jump all over this guy for preferring SRW for towing!!! LOL!!!
Although I think the person is mistaken that SRW is more stable. I've never driven a DRW.
I agree, if someone is putting 50K+ miles per year on a truck, then the diesel will probably be the most efficient choice. As for the choice of 250 v. 350, it should really depend on what your 'needs' are.. For my towing/hauling needs, an F150 would be more than enough, but I wanted the little extra interior room and a better looking truck (IMHO),
As for the difference between the 250 and 350 I believe it comes down to one extra leaf per side in the rear springs.
On the diesel being a waste of money, you are entitled to that opinion. However resale values on diesels are correspondingly higher as well. So you get the fuel milage advantage, better power, big rig sounds, and the extra longevity. The obvious downside is the extra $4k originally. Another secret is to buy your fuel filter from an International dealer for $15 instead of Ford for ~$70, this bring regular maint cost pretty close to the gas engines.
I think the previos gen of 250s with the pathetic swing arm front suspensions rode much better than the solid axle 350s. Probably good reason for people to prefer 250s. Thak goodness they changed that, and my 350 rides pretty darn good for such a HD beast.
Also, we are in complete agreement with the diesel.. (I said, with the miles you put on, the diesel is definately the way to go).. I never said the diesel was a waste of money..
However, the F250 and F350SRW rear axles have different ratings)
6084 F250
6830 F350 SRW
This is doucmented under the section labled Axle (rating @ ground).
So, I don't know if this means the actual axle is different or the axle rating is increased some other way. But it does seem feasible that the axle's are actually different..
The springs, DRW availability and a few standard things that are optional on the 250 are the only things that are different between the 250/350.
On a last note, bess, if we're looking at the same guide it also shows "Ford full floater" as the rear end of the Super Duties. No difference between 250 or 350.
let me know
thanks
The construction of diesels is a lot beefier than a regular gas engine, so If you are towing a lot and keep your vehicle 150,000 miles or so you will be better off cause your gas engine could be burning oil by then with a lot of heavy work.
Diesel has slightly better resale value, but not close to what it should be, thats why buying a diesel used is such a good proposition.
Yes I am one of the people that part of my choice to buy a diesel next time (unfortunately this means buying a used Chevrolet if I want a GM, I don't want a flipping japanese designed engine in my truck!) is the sound of a diesel. It just the sound of awesome power!
What I will propably end up doing is having a 94 or so Chevy diesel for around the homestead, for hauling hay etc, and a newer gas truck for hauling my bass boat (of course at this point I have neither a homestead or bass boat but its fun to pretend lol) and as a daily driver.
Assuming you do get the manual transmission, you want to get the 6 speed version. The low gear is a god send. It really helps for starting on hills. If the low isn't low enough for you then you can also shift the transfer case into 4 low this puts you into "low, low". It is really slow.
If you ask any one doing a lot of hauling for farm stuff cattle trailers and such they will etll you to get the manual.
I believe the resale wil be better to.
Another point. DO NOT GET ELECTRONIC SHIFT ON THE FLY & WHEEL DRIVE. Big trucks don't come with this as an option. I personally think that maual locking hubs is more reliable than the Pneumatic system ford sells.
a. the clutch pull on the F250 w/ the 5sp tranny is a little easier than that of the 6sp.. I'm not sure why, but it was very noticable when I drove my truck (00 F250 w/ 5sp) and a buddies right afterwards with the 6sp..
b. 1st gear on the 5sp tranny is a creeper gear like L is on the 6sp .. On the 5sp it is not necessary to use 1st unless your towing/hauling heavy stuff.. 2nd gear on the 5sp is like 1'st on the 6sp.. The big difference is the 6sp has 2nd and 3rd gear which span the 5speeds 3rd gear.. 4th is the same on both trucks, and 5th (OD) is very close..
Also, we don't have much choice of which manual transmission we get when buying a Superduty.. If you get the PSD, you get a 6sp, if you get the 5.4L or V10 then its a 5sp..
I hope this helps
00 F250 XLT SC 4x2 5.4L 5sp 4.10LS
So why the two transmissions? Gassers need to shift through gears faster???