2020 F-53 V-8 Specs

My only issue with all this is the way he manuf give tonte power. Yes the motor makes its HP at a certain rpm. But they take it away with torque management, (drive by wire, timing and fuel reduction etc.) Meaning under full throttle your not getting 100% throttle opening at a given RPM. Sometimes it's only 70% throttle opening when you want 100%. This is where the 5star tune comes in.

I can't wait to have mine tuned.

timmac wrote:

carringb wrote:




The 365HP V10 was only chassis certified. This number should be compared to the 7.3L's chassis certification, where it's rated for 430 horsepower.

So than the new EPA laws are dumbing down the F-53 motor since 2016.

Not at all. I think you missed the point. The new certification method produces lower numbers on paper, that should not be compared to the old numbers. The new 7.3L gas motor makes 430 horsepower when tested to the same method that the 365 HP V10 was tested to.

carringb wrote:




The 365HP V10 was only chassis certified. This number should be compared to the 7.3L's chassis certification, where it's rated for 430 horsepower.

So than the new EPA laws are dumbing down the F-53 motor since 2016.

It would be nice to see those higher HP and Torque in the new V-8 in the F-53 but we wont unless 5 Star Tuning comes up with a program to unleash the extra power, however the EPA is also going after those that make products like 5 Star that retunes the motors.

So for now 2006 to 2015 V-10's in the F-53 have about the same performance as the new V-8 in the F-53.

I have the full Banks Power Pack System with long tube headers and the ram cold air intake with the 5 Star Tuning on top of that and I am producing a little over 400 HP and 500 lbs of torque.

I wonder what that same system would do on the V-8 in the F-53..

theoldwizard1 wrote:

Certification has to do with gross vehicle weight. It has been a long time since I was involved with this, but I think over 10,000 GVW it is dyno certified. (There are some differences in the chassis test for above and below 8,500 GVW.) The certification process proves that it meets government specified emissions. It also generates an MPG which is used in Corporate Average Fuel Economy (CAFE) calculation as well as HP and torque ratings.

IIRC, dyno cert is "engine only". No transmission, etc. I believe it requires "extended" (minutes) operation at or near full power. A chassis certification has very brief (seconds) of operation at full power.

Yes, this is based on GVWR. 10,000 and below must be chassis certified. 10-14,000 pounds may be either (almost always chassis certified because the resulting numbers are bigger), and above 14,000 GVWR MUST be Dyno certified.

The Dyno certification is the stricter test that results in lower numbers because all accessories must be engaged for the duration of the test, from engine fan to EGR. Which is the opposite of the chassis certification where those components are tested at their "ready" state, and because of the short duration of that test, those components don't drag down power.

So... The Dyno cert is probably a realistic number for the most extreme conditions, like climbing a mountain pass in the summer. While the higher higher chassis-cert numbers are more of a best case, i.e. first pull onto the freeway on a cool day...

carringb wrote:
The new 7.3L is certified under the using the EPA's Dyno certification. These numbers report lower than the former Chassis-certification numbers.

Certification has to do with gross vehicle weight. It has been a long time since I was involved with this, but I think over 10,000 GVW it is dyno certified. (There are some differences in the chassis test for above and below 8,500 GVW.) The certification process proves that it meets government specified emissions. It also generates an MPG which is used in Corporate Average Fuel Economy (CAFE) calculation as well as HP and torque ratings.

IIRC, dyno cert is "engine only". No transmission, etc. I believe it requires "extended" (minutes) operation at or near full power. A chassis certification has very brief (seconds) of operation at full power.

carringb wrote:
The new 7.3L is certified under the using the EPA's Dyno certification. These numbers report lower than the former Chassis-certification numbers.

When Ford was required to do the Dyno certification in the F-SuperDuty Chasis Cab, the V10 became rated at 288 HP, and motorhome became 320 HP. Although some programming changed at this time as well, to reduce emissions under the new greenhouse gas standard for medium-duty trucks.

Here is the PDF describing the testing differences:
https://media-cf.assets-cdk.com/teams/repository/47d/f3c08de6a1005810f0050568ba825/1/SuperDutyChassisCertificationVSDynoCertification.pdf

While the 6.7L diesel does have mechanical differences between light-medium and true MDT applications, Ford has published in a separate document that 7.3L gas engine is mechanically the same, and has the same programming whether chassis or dyo certified.

So, this is an improvement in raw HP over the current 320 HP V10.

The 365HP V10 was only chassis certified. This number should be compared to the 7.3L's chassis certification, where it's rated for 430 horsepower.

https://media.ford.com/content/fordmedia/fna/us/en/news/2019/08/01/ford-73-liter-V8-best-in-class-gas-power-torque-heavy-duty-pickup.html

Good information-- thanks.

The world of government emission ratings continues to get more complex.

The new 7.3L is certified under the using the EPA's Dyno certification. These numbers report lower than the former Chassis-certification numbers.

When Ford was required to do the Dyno certification in the F-SuperDuty Chasis Cab, the V10 became rated at 288 HP, and motorhome became 320 HP. Although some programming changed at this time as well, to reduce emissions under the new greenhouse gas standard for medium-duty trucks.

Here is the PDF describing the testing differences:
https://media-cf.assets-cdk.com/teams/repository/47d/f3c08de6a1005810f0050568ba825/1/SuperDutyChassisCertificationVSDynoCertification.pdf

While the 6.7L diesel does have mechanical differences between light-medium and true MDT applications, Ford has published in a separate document that 7.3L gas engine is mechanically the same, and has the same programming whether chassis or dyo certified.

So, this is an improvement in raw HP over the current 320 HP V10.

The 365HP V10 was only chassis certified. This number should be compared to the 7.3L's chassis certification, where it's rated for 430 horsepower.

https://media.ford.com/content/fordmedia/fna/us/en/news/2019/08/01/ford-73-liter-V8-best-in-class-gas-power-torque-heavy-duty-pickup.html

wolfe10 wrote:
Actually, reasonable to compare factory spec to factory spec.

Totally understand that factory spec for that generation V10 is not close to how I would program it!

Agreed. Stock for stock is how 99% of people will actually own and drive them.

Sure a tune is nice, but most just don't do it.

I saved this information years ago:
===================================
This is taken from an official Ford document issued 5/3/99. All the F-53 chassis' use a 5.38:1 ratio in the rear end - I supposed speeds could vary slightly due to tire diameter. In 2000, all the F-53s came with 19.5 tires.

There is no redline on the tachometer because the computer limits the max. rpm of the engine. The computer starts dropping cylinders to limit the RPM and Max speed.

"Advertised Power Ratings"
2000 6.8L 2v F53 Motorhome
Performance obtained and corrected in accordance with SAE J1349

F-53 Motorhome Chassis 2000 Model Year and Later
VEHICLE SPEED (MPH) COMPARED TO ENGINE SPEED (RPM)

MPH GEAR RPM
--- ---- ---
1st
5 - 900
10- 1600
15- 2450
20* 3250
25- 3970
30- 4800

2nd
20- 1880
25- 2290
30- 2830
35* 3260
40- 3600
45- 4130
50- 4500

3rd
30- 1710
35- 2050
40- 2350
45- 2600
50- 2900
55- 3170
57* 3250
60- 3460

Overdrive
40- 1630
45- 1850
50- 2050
55- 2270
60- 2450
65- 2660
70- 2850

Note: *Maximum Engine Torque (3250) occurs at MPH Indicated
Max. Engine Speed = 5260 RPM (Approximate)
Max. Vehicle Speed = 83 MPH (Approximate)

theoldwizard1 wrote:
I will be sometime before "real world" fuel economy numbers come in, but I will bet that the V8 gets at least 10% (probably more) better fuel economy simply because there is less internal friction (fewer bearing journals, fewer piston rings, etc)

I'll lay money on the fact that the new 10 speed will be in the motorhome chassis by 2021MY !

The new F-53 will only have the 6 speed and I don't see it being in the future.

Also posted on a video from YouTube testing the 7.3 with a 10 speed pulling a load it never got past 8th gear, so having a 10 speed on a heavy motorhome means it wont get to over drive, less gears means less friction as well.

And I will bet a hundred it wont get any better mpg..

10 percent is dreaming..