A picture from the last trip we took in the 1995 F350. October, 2010 in California, and this was taken on a twisty road between Caliente and Bodfish. The boss lead us there because it’s such a scenic and challenging route loved by............motorcyclists. She missed the motorcycle part.
Loaded with gear for a 2-3 week trip, it weighed about 12,700.
:):)
Loaded with gear for a 2-3 week trip, it weighed about 12,700.
:):)
Jtime wrote:mellow wrote:
I hate the picture capabilities of this site.
Here is mine:
Dang!! Which model is that TC and what’s your camping weight?
Lance 1191 that is in my signature. Camping weight as in full of water for offgrid camping like I do? Not going to get the weight police going on that one, I am heavy which is why I upgraded to a DRW.
ticki2 wrote:
And almost none of it has anything to do with a truck camper
So is about 90% of this forum replies.
At least less trolling than usual and I'd say the topic was pretty constructive.
The 7.3 Powerstroke was first available in mid-year 1994, so it is usually said to have started in 1994-1/2. I remember there was a period of time when you could order a new truck with either the old 7.3 IDI, or the new 7.3 PS. I was so envious, because I was still driving a 1984 F250 with the original IH 6.9L Diesel. And when I say “IH” I mean it was still International Harvester then. It even had the IH logo cast in the intake manifold somewhere.
I liked my 1995 F350 a lot, and dumped a bunch of money into it making it a pretty decent camper hauler. I thought it was fairly reliable, but like a lot of long-term 7.3 owners I got good at recognizing a CPS failure, and then replacing it on the side of the road, learning to hate the dual-mass clutch in the ZF tranny (not Getrag unless you swapped it out of some junky old Dodge), finding out the hard way that LUK clutches were junk, deleting the back pressure valve that would stick closed, adding pillar gauges and 4-way flip chips, ........and......and........and
And just for old-times sake, this was taken the day I sold it.
:):)
I liked my 1995 F350 a lot, and dumped a bunch of money into it making it a pretty decent camper hauler. I thought it was fairly reliable, but like a lot of long-term 7.3 owners I got good at recognizing a CPS failure, and then replacing it on the side of the road, learning to hate the dual-mass clutch in the ZF tranny (not Getrag unless you swapped it out of some junky old Dodge), finding out the hard way that LUK clutches were junk, deleting the back pressure valve that would stick closed, adding pillar gauges and 4-way flip chips, ........and......and........and
And just for old-times sake, this was taken the day I sold it.
:):)
burningman wrote:
And it can sustain full power for extended periods every bit as well as a 7.3.
The main reason a 7.3 can do that is it came detuned for low power, so it was understressed. A 6.7 at half throttle will make what a 7.3 did.
.
When I had the engines in different truck configurations, I used 7.3l in F450 for heavy hauling.
I had it at WOT for about 1/2 hr climbing long I-15 grades with 100F outside.
When my 6.7l would haul 7500 lb of cargo at 1/3 of the throttle, the coolant temperature was raising. Still at safe levels, but again 1/3 of the throttle.
Would I use 6.7l at WOT, per my calculations it would pull 25,000 lb on 6% grades at 90 mph, but I doubt it would do it without overheating.
So final conclusion, when 6.7 has so much power, that WOT is seldom possible, the radiator in it is undersized for available HP.
The low power in 7.3l is self-inflicted safety net.
Since Adamis has his 7.3 chipped for more HP, it would be interesting to hear his engine cooling experience?
