I sure hope I did the right thing! (Update)
Well, over the weekend the DW and I pulled the trigger on a (new to us) 2012 Ford Certified F-250 CC 4x4 with the 6.2 gas. Traded in my 05 model with the 6.0 PSD. The reasons were just to obvious to i...
Forum Discussion
I still don't understand the need to separate Torque and Horsepower. The two are totally related. The reason why diesels are great is that the horsepower arrives much sooner due to the relatively huge mound of torque they build early liter for liter. The 6.4 gasser has more HP than the 6.7 Cummins on a RAM, however the Cummins arrives at its full 370-385 HP far earlier than the 6.4L Hemi. So the gasser has to use it's smaller torque value and multiply it a bit more (rev higher) in order to meet the same horsepower output as the Cummins. The gasser though can exceed it when given the chance to rev to its peak HP operating range. Of course this is all assuming we're at sea level here, as NA motors lose lots of power when you climb high in altitude.
With the Semi-trucks, that 450 - 600 HP comes on at only 1500 to 1800 RPM. Hence the huge torque multiplied by the lower rate output RPM). A gasser with proper leverage could pull the same load, but it would need more gearing to get the gradeability to match the diesel, along with getting to its RPM HP output range. HP output doesn't change with gearing.
With the new towing standard, as long as a vehicle can meet those acceleration/deceleration and other specified targets, it's tow rating is deserved.
With the Semi-trucks, that 450 - 600 HP comes on at only 1500 to 1800 RPM. Hence the huge torque multiplied by the lower rate output RPM). A gasser with proper leverage could pull the same load, but it would need more gearing to get the gradeability to match the diesel, along with getting to its RPM HP output range. HP output doesn't change with gearing.
With the new towing standard, as long as a vehicle can meet those acceleration/deceleration and other specified targets, it's tow rating is deserved.
