Coast Resorts Open Roads Forum: Tow Vehicles: Towing with a Powerstroke 7.3L (expectation/realistic)

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Topic: Towing with a Powerstroke 7.3L (expectation/realistic)

Posted By: blofgren on 06/24/16 10:13pm

SoCalDesertRider wrote:

Fire or not, I had to keep on working. Since the utility body and it's equipment were saved (thanks to the guys at circle city fire department!), I offloaded the utility body and put it back onto the trusty old 5.8 truck.

[image]

Took off the flatbed too, wasn't sure if I would need it for the next truck or not.

The truck had some heavy spring packs under it...
[image]

What a sad story and end to a good old workhorse [emoticon]

2013 Ram 3500 Megacab DRW Laramie 4x4, 6.7L Cummins, G56, 3.73, Maximum Steel, black lthr, B&W RVK3670 hitch, Retrax, Linex, and a bunch of options incl. cargo camera
2008 Corsair Excella Platinum 34.5 CKTS fifth wheel with winter package & disc brakes

Posted By: Bedlam on 06/24/16 10:18pm

SoCalDesertRider wrote:

I see that the 6.0 hp/tq specs are alot higher for the pickups than they were for our '05 E350 cargo van with 6.0/5spd auto.

The vans have less cooling ability than the trucks, so the engines were detuned to produce less heat.

Chevy Sonic 1.8-Honda Passport C70B-Host Mammoth 11.5-Interstate Car Carrier 20-Joyner SandViper 250-Kawasaki Concours ZG1000-Paros 8' flatbed-Pelican Decker DLX 8.75-Ram 5500 HD

Posted By: blt2ski on 06/25/16 08:58am

SoCalDesertRider wrote:

I see that the 6.0 hp/tq specs are alot higher for the pickups than they were for our '05 E350 cargo van with 6.0/5spd auto.

i also believe like the t444e, the 6.0 was rev limited, HP etc lower than the Ford version(s). If you look at ALL of the Ford versions of the IHC motor, ALL were reved some 200-400 rpm higher to get a few more HP out of them etc. I personally would not be surprised that this is why the 6.0/6.4 motors were issues in the pickups as much as they were. My opinion of course. With a B50 life on all in the 400K range from a block standpoint, better than the IDI7.3 which was a 100K mile throw away gas motor equal.

Marty

92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
2014 Chevy 1500 Dual cab 4x4
92 Red-e-haul 12K equipment trailer

Posted By: BigToe on 06/26/16 01:01pm

Glen, you posted all those pics, and yet not one photo of your 2001 IH 4x4? You've been breathing too many welding fumes. You know we want to see it;.

OBS Guys, even if the 7.3L intercooler only subtracts 50 degrees from EGTs, reducing EGTs should not be the sole barometer to judge the utility of the intercooler by.

The real reason for an intercooler is to reduce INTAKE air temperature, not just exhaust temperature. An intercooler can be expected to reduce charge air temperature by about 100-150 degrees, and this translates into an increase in air density, which enriches the oxygen molecule content ratio for the volume of air forced into the cylinder, which results in a better burn and more explosive force per power stroke.

That's what an intercooler is for.

The increase in power per powerstroke will no doubt generate more combustion waste heat, which can increase EGTs, depending on flow rate through the engine and turbine exhaust housing. So I'm not at all surprised to only see a 50 degree reduction in EGTs with the addition of an intercooler. But EGT reduction isn't the point of the installation. The point is to reduce intake air temperature, so as to increase air density.

Posted By: SoCalDesertRider on 06/26/16 07:41pm

A long time ago, Detroit Diesels had aftercoolers. I remember seeing the engine designations 8V92TA and the like, among boat/yacht engine specs. I know the TA stood for Turbo Aftercooled.

I assume the aftercooler was placed after the turbo on the intake side? It seems intercoolers must have proven to work better than aftercoolers at cooling the intake air going into the engine? Does anyone use aftercoolers anymore?

01 International 4800 4x4 CrewCab DT466E Allison MD3060
69Bronco 86Samurai 85ATC250R 89CR500
98Ranger 96Tacoma
20' BigTex flatbed
8' truck camper, 14' Aristocrat TT
73 Kona 17' ski boat & Mercury 1150TB
92F350 CrewCab 4x4 351/C6 285 BFG AT 4.56 & LockRite rear

Posted By: SoCalDesertRider on 06/26/16 07:59pm

This is the International as it was when I first got it.

[image]

Here are a couple pics as I was in process of building it. I moved some stuff around and added boxes as I worked off it and learned what I liked and didn't like about my setup.

[image]

Posted By: SoCalDesertRider on 06/26/16 08:25pm

blt2ski wrote:

SoCalDesertRider wrote:

I see that the 6.0 hp/tq specs are alot higher for the pickups than they were for our '05 E350 cargo van with 6.0/5spd auto.

The vans seemed to have less problems with the 6.0 in it's reduced tune than they did with the hopped up 6.0 tune in the pickups. The van output seems to resemble the International VT365 standard duty output tune.

It seems that International engines run and last just fine, when left as International designed them. Ford tried to keep up with the horsepower war and lost the reliability war..

Posted By: SoCalDesertRider on 06/26/16 08:31pm

Bedlam wrote:

SoCalDesertRider wrote:

I see that the 6.0 hp/tq specs are alot higher for the pickups than they were for our '05 E350 cargo van with 6.0/5spd auto.

The vans have less cooling ability than the trucks, so the engines were detuned to produce less heat.

I know the engine bay in our 6.0 van was very tiny and cram packed with all the stuff on that engine. So crammed, that Ford ousted the batteries from under the hood and mounted them under the van body, alongside the right frame rail, under the sliding side door.

I heard the vans have a smaller intercooler than the pickups too? Could barely see anything in front of that van. It was a good engine though, never had a problem with it in the E350 and the 5R110 tranny was great.

Posted By: BigToe on 06/29/16 01:19am

SoCalDesertRider wrote:

A long time ago, Detroit Diesels had aftercoolers. I know the TA stood for Turbo Aftercooled.

I assume the aftercooler was placed after the turbo on the intake side? It seems intercoolers must have proven to work better than aftercoolers at cooling the intake air going into the engine? Does anyone use aftercoolers anymore?

Glen, I think there is just a semantics issue here. I'm not sure how you are interpreting my previous post, so let me clarify.

The intercooler on the 7.3L is an "inter-mediary" cooler, hence the name "inter-cooler". It installs in-between the turbo and the engine, "inter-connecting" those two air pumps (the compressor, and the engine).

In my earlier post above, I discussed how the intercooler cools the intake air of the engine. And I meant just that. The engine pump. Not the compressor pump.

The compressor pump heats up the ambient air it compresses, significantly. Then this hot, pressurized air enters the intercooler, which cools down the super heated air. This "cooled" air is still hotter than the ambient air that entered into the compressor, but without the intercooler the air would have been 100 degrees hotter, and thus less dense with oxygen molecules per unit volume that is available in the cylinder.

It sounds like the DD style TA "aftercooler" you are looking for is indeed the self same "intercooler" on the 7.3L. There does not appear to be any difference between the two, from your description.

To understand the semantic difference between intercooler and aftercooler, I'd have to use a non engine example, like my two stage Ingersoll Rand Type 30 air compressor. The two cylinders in the air pump each serves as a separate stage. Air enters into the first cylinder, and gets compressed. Then, before this compressed air is routed to the second cylinder to get even more compressed, it is first routed through an intercooler (a roll of finned copper tubing surrounding the flywheel fan).

After being intercooled, the air enters the second cylinder for the secondary stage of compression. Then, this highly compressed, high pressurized air would normally fill the 80 gallon tank, but instead, the final compressed air is routed to an aftercooler (a radiator like core mounted to the belt guard). So, in the case of this two stage air compressor, there is both an intercooler AND an aftercooler, and they are not the same. One cools the compressed air between stages, the other cools the compressed air AFTER all compressing stages are complete.

This is not the case with the turbocharged diesels having just a single turbo. Whether a manufacturer chooses to call it an intercooler or an aftercooler, in the case of cooling the compressed air for the engine's consumption, the terms (or at least your meaning of the terms as expressed above) are interchangeable when it comes to the 7.3L. Most call it an intercooler.

Posted By: BigToe on 06/29/16 01:21am

SoCalDesertRider wrote:

I heard the vans have a smaller intercooler than the pickups too? Could barely see anything in front of that van.

Ford vans did not have a factory installed intercooler at all.

Edited to add: Wow, that's a big, bad, green machine you've got there. It almost looks overloaded (judging solely by rear deflection in the photo). I can't imagine all that equipment being handled by an F-350. Clearly, you've brought along a few more toys to work with.

Thanks for posting the pics of your new to you truck. They help in visualizing the size and scale of rig you are now working with.

* This post was edited 06/29/16 12:55pm by BigToe *

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