Home is ~4,000 feet...but the grouse mostly hang ~5,000. My pups are brittanies, the only way I could hunt behind Viszlas would be to take one of their legs off. Seems kinda drastic, so I stick with the plodders.
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. The 5R110 has a 3.11:1 first gear vs. the 3.09:1 in the Allison.
Your figures for the 1999 V10 are a bit optimistic - and misquoted around the web quite a bit. They're actually still running the non pi heads on the V10 in that year, which were good for a whopping 275hp and 410ft-lbs of torque. Here's the official brochure for 1999.So I did some poking around and found the plots you were talking about, unfortunately the only V10 plots I found were for the 2 valve motor rated at 425 FtLbs vs 457 FtLbs for the 3 valve. I would be curious to see if the low end is any better on the 3 valve seeing as how the 2012+ chassis cab 3 valve peaked at 460 FtLbs @ 3,000 RPM.
Ford 2 valve 6.8L v10
Chevy 8.1L from a Kodiak
And just for fun, the Dodge 8.0L V10 (I am not sure how much I believe this one based on the "curve fit" going on with the plot)
The plot you linked for the 8.1L on diesel hub doesn't actually go down to 1,000RPM, and based on the plot for the Kodiak, I would say the 2 valve is within 20-30FtLbs, but still, it would be interesting to see how the 3 valve would stack up. Either way though, low speeds aren't what I typically find to be challenging in an under powered vehicle, it is higher speeds in the mid and top range...
So you owned two of the non-PI 2 valve V10s (1999 only, 305HP/420FtLbs) which were backed by the 4R100 and are comparing it to the 340HP/455FtLbs early 8.1Ls (for some reason power went down to 320HP/440FtLbs on the '04-'06 trucks) with the 5 speed Allison? Well in that case, yes the 8.1L is a better setup.
I was talking about the 2005-2010 3 valve V10s which were 362HP/457FtLbs and paired with the 5R110 5 speed auto (or ZF S6-650 6 speed manual). The 5R110 has a 3.11:1 first gear vs. the 3.09:1 in the Allison.
Mine's 13-14, so not concerned eitherMy current ride gets like...12.
So I'm not concerned lol
That’s why these days you can tune it to your driving and put torque curve where you want it.Im willing to bet the 7.3 big block is more efficient and gets better mpg than the 6.8 ever did. As a matter of fact, my 8.1 liter big block in my 3/4 ton gmc gets better mileage than the 6.8 ford as I’ve had both. The V10 F250 wanted to rev to produce torque, the 8.1 vortec likes to hang real low in the rpm range for optimal torque and therefore both require totally different throttle applications.
now that I think about it, it might even come down to how a particular engine encourages a person to drive it..