How Ford Super Duty 7.3L Godzilla V8 Compares To Heavy Duty V8 Engines From GM, Ram


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The game of one-upmanship is a very real thing in the world of heavy-duty pickups, and by the looks of it, the latest Ford Super Duty 7.3L V8 is the new king of the hill. Lovingly referred to internally at Ford as “Godzilla,” the Blue Oval’s new 7.3L gasoline motor offers best-in-class power and torque, making it the engine to beat when it comes to this highly-competitive segment of workhorse trucks. We’re breaking it down to see how the new beast compares to its chief rivals from GM and Ram.

In total, we’re covering four engines here. Two are from Ford – the 6.2L gasoline V8 (codenamed Boss) that’s standard on the Ford Super Duty line as well as the new 7.3L V8 (codenamed Godzilla) that’s optional on the 2020 Ford Super Duty F-250 and F-350. From the competition, we have the GM 6.6L V8 L8T found in the Chevrolet Silverado HD and GMC Sierra HD, and the 6.4L Hemi V8 found in the Ram 2500 HD and 3500 HD.

Ford Super Duty 7.3L Godzilla V8
Ford 7.3L Godzilla V8 vs. The Competition
Ford 7.3L Godzilla V8 GM 6.6L L8T V8 Ram 6.4L Hemi V8 Ford 6.2L V8
Aspiration: Atmospheric Atmospheric Atmospheric Atmospheric
Displacement: 7.3L 6.6L 6.4L 6.2L
Configuration: OHV OHV OHV SOHC
Power (hp @ RPM): 430 @ 5500 401 @ 5200 410 @ 5600 385 @ 5750
Torque (lb-ft @ RPM): 475 @ 4000 464 @ 4000 429 @ 4000 430 @ 3800

Before we dive headfirst into the specs, let’s quickly examine where each of these engines are coming from, starting with Ford. The Blue Oval brand’s latest 7.3L Godzilla gas unit is new for the 2020 Super Duty line, offered as an available option above the standard 6.2L Boss V8. Speaking of the 6.2L V8, we expect the 2020 Super Duty to offer it unchanged compared to the previous model year, so although exact figures are still forthcoming, we’ll defer to the 2019 6.2L V8 specs for the purpose of this comparison.

Meanwhile, from the GM camp, we have the all-new 6.6L L8T V8, which bows in the all-new 2020 Silverado HD and Sierra HD as the latest base engine, and also the only gasoline engine in the family. The GM L8T is based on The General’s fifth-generation Small Block family and replaces the previous models’ 6.0L L96/LC8 V8.

Finally, there’s the Ram 6.4L HEMI V8, the latest iteration of which was introduced for the Ram 2500 HD and 3500 HD in 2014. The HEMI features revised tuning for improved power delivery and greater fuel efficiency.

Ford Super Duty 7.3L Godzilla V8

With that out of the way, let’s take a gander at what each of these four powerplants offer. To begin, each engine is naturally aspirated, which means there’s no turbocharger or supercharger on deck to stuff it with air. What’s more, all four engines sport a block made from iron and heads made from aluminum.

However, that’s where the commonalities start to end. While the valvetrain for the Ford Super Duty 7.3L Godzilla V8, GM 6.6L L8T V8, and Ram 6.4L Hemi V8 each include an overhead valve (OHV) configuration, also known as pushrods, the standard 6.2L Ford Boss V8 utilizes a single overhead cam (SOHC) design.

Fuel injection is also different, with the Ford Super Duty 7.3L Godzilla, Ford 6.2L V8 and Ram 6.4L HEMI using port fuel injection, while the GM 6.6L L8T uses direct fuel injection.

2020 Ford Super Duty doing what it does best

Bigger is always better when it comes to heavy-duty pickups, and the optional Ford Super Duty gasser V8 is the biggest on the block, offering a whopping 7.3 liters of displacement. Meanwhile, GM comes in second with 6.6 liters and Ram is third at 6.4 liters. The standard Ford Super Duty engine is 6.2 liters, and is therefore the smallest mill in the comparison.

With more displacement comes more output. As expected, the Ford Super Duty 7.3L Godzilla V8 reigns supreme with 430 horsepower at 5,500 rpm and 475 pound-feet of torque at 4,000 rpm. Nipping at Ford’s heels, the GM 6.6L L8T, which makes 401 horsepower at 5,200 rpm and 464 pound-feet of torque at 4,000 rpm. The Ram 6.4L HEMI isn’t far behind with regard to power, but sits well under the mark in terms of peak twist, posting 410 horsepower at 5,600 rpm and 429 pound-feet of torque at 4,000 rpm. Meanwhile, the Ford 6.2L Boss V8 looks completely outgunned, managing just 385 horsepower at 5,750 rpm and 430 pound-feet of torque at 3,800 rpm.

Ford Super Duty 7.3L Godzilla V8

Finally, the transmissions. The Ford Super Duty 7.3L Godzilla pairs with Ford’s all-new 10-speed heavy-duty TorqShift automatic, giving it the win once again for anyone concerned with having the most gears. Funny enough, that 10-speed auto was actually co-developed with GM. Speaking of The General, the GM 6.6L L8T connects to the GM six-speed automatic 6L90, rather than GM’s own version of the 10-speed. The Ram 6.4L Hemi V8 mates with the TorqueFlite 8HP75 eight-speed automatic, while the Ford 6.2L hook up with the TorqShift Heavy-Duty Six-Speed automatic transmission.

All in all, the new Ford Super Duty 7.3L Godzilla V8 lives up to its namesake with some impressive specs, even when compared to some stout competition, particularly from GM. But besides all the peak horsepower and torque figures, it’s also worth noting that the immense displacement of the Godzilla V8 delivers a very flat power band, which is ideal in heavy duty pickup. So, for those looking for the biggest, baddest, most-powerful HD gasoline pickup out there, the Ford Super Duty with the monstrous Godzilla engine is the right option.

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Written by Jonathan Lopez

Jonathan is an automotive journalist based out of Southern California. He loves anything and everything on four wheels.

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  1. Numbers don’t always tell the real story.
    Time and time again in real world testing the duramax beats the ford Powerstroke even though the Ford has more power and torque on paper.

  2. To be honest, I am pretty disappointed with the numbers. An engine that much bigger than the GM engine should have had a lot more torque and at least 450hp.

    • It’s not made for bragging rights, it’s made to deliver a specific amount of hp and torque – enough to move the truck and payload as fast as it needs to go, and not more. How fast does the fleet manager want a dump truck full of rocks, a flatbed hauling bricks or a beer truck to move? How fast does does he want the thing accelerating when empty? Fast enough for the drivers to hoon it is probably not the answer.

      What is IS made to do is to have torque delivery over a broad enough torque that the trans is not constantly hunting, and to deliver enough net output to move a vehicle up to around 28,000# up the standard grade on an Interstate at 65mph – and not more. 430hp is *more* than enough to do that, and you’ll find that the real truck spec for this engine is *lower*, around 350hp because that’s what the buyers want.
      Look at diesel engine specs for medium trucks. They run up to 350hp, but you can spec them down to about 225. That’s right, customers will spec LESS hp on an engine that can crank out more. You spec the truck to do only what you need it to, possibly with an allowance for hot weather or extra drag from a trailer.
      This looks to have been targeted primarily for work vehicles, with any sales for bro trucks being volume builders. If I were a fleet manager I’d take a good look at it.

    • While I’ll admit that hp/trq are great discussion tools, Ford made Godzilla to be reliable (port fuel, cast iron block etc), easy to maintain (oil changes done in 15 minutes or less – drain plug and filter right next to each other) and if repairs are necessary easy to tear down and fix ie it won’t be out of service for long. Should be a long lasting engine as well. I suspect a lot of these will see duty in job specific vehicles, working for the city or state.

    • Kinda reminds me of how evenly matched the Ford mustang 5.0 vs the 6.0 Camaro, and they are neck and neck in terms of competition, but most don’t seem to see that difference. Hmmm

    • when you have a GCVW rating of 25,000 pounds or more,
      then you Reduce Power Density to increase Engine Life.

      This is Commercial Grade Gas Truck Engine, with Class Leading Power

    • I’ts now December 19 and i just found out the compression ratio on the higher 430 HP version this week after months of phone calls. It’s 10.5 to one CR. This is a huge jump up of 16.6 percent higher CR than the Ford 6.8 liter V10 with only 9 to one CR, that this new 7.3 gasser is replacing. This much higher CR helps with MPG, torque and HP. Wait for the January road tests near the end of the month.

  3. “Godzilla” is a trademarked Japanese character. Instead, use “King Kong” which is a true U.S. name and we know that a giant ape is more intelligent than a giant hybrid creature (Godzilla has ears so he isn’t a lizard or dinosaur). In the new “Godzilla vs Kong” movie, Kong will win!

  4. GM has two high torque engines suitable for heavy duty pickups or Medium Duty Silverado 6500HD, 5500HD and 4500HD listed at it’s GMPowertrain dot com website. One is the new design big block 8.0 liter that was never installed in a GM factory vehicle, but it replaced the older design 8.1 liter. It is sold for aftermarket companies to be used in propane school buses, motorhomes and chassis units used for step vans for parcel delivery. The 8.0 liter is rated at 475 lbs feet of torque at 3200 RPM and 375 HP at 4200 RPM. The other engine listed at that same site is an LSX based, cast block of 7.4 liters or 454 cubes. It is rated with a 10 to one compression ratio of 500 to 515 lbs feet of torque at 4400 RPM and 495 to 505 HP at 5400 RPM. Since the LSX block can be had in both a Low Deck height and a High Deck version, the later can accept a 4.5 inch stroke. The posted crankshaft for those power ratings is just a 4.125 inch. If the same bore was used ( 4.185 inch ) and the High Deck LSX block was used with a 4.5 inch crank, you will have a lot more torque and HP and 495 cubes. If the Low Deck LSX block was used with a 4.25 inch crank, the cubes will be 468 cubes or 7.66 liters. The LSX High Deck version with the 4.5 inch crank and same bore size, will give an increase in cubic inches of 41 cubes over the 454 cubes or a 9 percent increase in engine volume. An increase of 9 percent in torque will mean 545 to 561 lbs feet at a slightly lower RPM ( probably 2900 RPM ). The increase in HP will be 540 to 550 HP, also at a slightly lower RPM. For a heavy truck Medium Duty engine, the compression ratio will have to be dropped for the 10 to one down to about 9.4 or 9.7 to one ratio to use regular gasoline. If either very high octane propane or CNG natural gas is used, the 10 to one CR can be left as is. A milder cam for the heavy trucks will also drop the MAX torque peak down to about 2600 RPM, which is perfect for the 6 speeds trans either manual or automatic. The GM and Ford developed 10 speed automatic trans, means the engine will never go above about 3000 in normal everyday driving. At 2600 RPM with a 96 percent of the 10 to one CR, the torque will be 523 lbs feet or 259 HP. In actual use, with a milder cam, the HP and torque at 2600 will be a bit different. That’s perfect for a rated 26000 pound GVWR truck hauling up to about 15,000 pounds of cargo, going over the low Adirondack mountains east of NYC. Even 230 HP diesel, is a strain with just 10,000 pounds of cargo in a straight truck, going over that mountain range, with a 9 speed manual trans, if you don’t want to slow the very long uphill climb too much. Been there, done that for a few years.

    • Interesting! Are those engines currently options in completed vehicles, and do they have whatever Federal certs are required for installing in new trucks? The 8.0 appears to slightly outperfom the 7.3 in power, I’d imagine it will be less efficient as it’s an older design.

      • OTTO. From my many hours of discussions with the builder and R&D tester of these 8.0 liter bog block engines under a contract to GM in 2009, they do not have all the same bells and whistles as an LT8 or an LS engine that has cam phasing……unless GM added that sometime later. Virtually every school bus put on the road in California in the past 3 or 4 years, uses this 8.0 GM big block engine. There are about 3 large companies who buy this base engine from GM that remarket them as industrial, motorhome or replacement engine for all kinds of vehicles. With 475 lbs feet of torque, cam phasing is not as important on an 8 liter engines, as a much smaller 4.8 liter GM V8, that these same companies slightly to run on CNG natural gas or propane and shipped around the world for smaller buses used in Asia. It’s possible that an LS cam phaser could be modified and used on these 8.0 Liter big blocks. Ford might have it on the new 7.3 liter gas engine to give that 400 lbs feet of torque at just 1500 RPM. I called twice in the past two weeks to Ford Fleet reps and they have no info on the compression ratio or even the bore and stroke on these new 2020 big block cast iron 7.3 liter engines. THE Ford dealers parts departments often get the first info on new parts and engines, but as of this past week, they have no info on the 2020 engines. My best guess is that the 7.3 has a stroke at least 4.3 inches and a max stroke of 4.5, but that’s a guess. Ford seems to offer a lower compression ratio than GM on truck engines, so maybe it will be about 9.25 to 9.6 to one ratio on the 7.3….but i’m guessing.

        • You are right on pretty everything Mark (not that i am exactly anyone to judge you). I remember that when GM was restructured after their bankruptcy in 2008, they were prevented from building any more big block V8’s. I suspect that the same applies to Chrysler but because Ford avoided insolvency and they are free to build whatever size engine they choose. GM’s 8.0/8.1 liter BB, with predominantly 60’s technology, that they supply to other companies for rebranding and building by others may be a legal way around the prohibition clauses in its restructuring. It also shows some support, loyalty and still supplies their hot rodders.
          In addition to this, the large capacity LS and LSX are purely after market very low volume small block engines and/or parts that are marketed by GM Performance for the crate engine for older resto-mod vehicles or race cars that are not registerable.

          • David, all the tech and development work on the new design 8.0 liter big block ( it was to replace the 8.1 liter big block ) was done just a few months before GM deiced to shut down the medium duty trucks in Janesville, WI. All the work has been done on it. The only thing that should be done is to make slight modifications to offer the cam phase system, which will allow more torque at a lower RPM. This small change to the 8.0 liter engine, won’t cost GM much in time or development costs and meets the green demands of industrial engine users. Toyota uses the big block GM engine in it’s very large outdoor forklift trucks rated to lift 15,000 pounds. They all use propane. Freightliner uses that 8.0 liter ( now 8.8 liter ) in many trucks, the very large step vans for food delivery and the UPS and FedEx type parcel delivery that use either LPG propane or CNG natural gas. The GM contractor ( Thomson Automotive ) who built, tested and made slight changes to the first 6 of the 8.0 engines, sent the first 3 of the 8.0 liter to another engineering shop in Michigan, were they set up the engine to run on propane. That company was bought out by the Illinois company PSI a couple of years later. PSI took the 8.0 liter and used a stroked crankshaft to make 8.8 liters ( with a 4.75 inch crank ) for every single long school bus in California. Diesel engines are banned for new school buses in California for the past 5 years. The wholesale price for large users of propane in California is less than $1.70 a gallon. It is 104.5 octane and burns so clean that the engines have no carbon buildup in them, so they last as long or longer than a diesel engine while burning much, much cleaner.

            • Hi Mark,
              I agree with everything you say.
              The conversion to LPG would be necessary to satisfy environmental and emission legislation in California -being full of environmental hippie’s and all that. The old 60’s technology GM big block would not be economically viable to satisfy current EPA requirements without conversion to propane gas.
              Gasoline engines that have been converted to run on propane gas usually produce noticeably less power and torque (without the adoption of hugely expensive liquified gas injection systems that injects the fuel gas into the intake manifold in liquid form) and this would be the reason why the large 8.0+ liter engines would have been required.
              We have been using LPG in our road cars and light trucks here in Australia since the late 1970’s. Our gasoline engines could easily be converted to run on LPG with a relatively cheap kit that could be purchased and fitted economically, but there was a loss in power levels. Fuel is hugely expensive in Australia and LP gas has made it viable run the older Ford F trucks and other fuel guzzlers with the old Ford 351 Cleveland engines, that were manufactured in Australia up until 1985. LPG is less than half the price of gasoline -$0.60 cents a liter for gas versus $1.50 cents a liter for gasoline.
              Unfortunately, increasingly complicated engine designs and electronics and much smaller engine sizes have made the cost and feasibility to convert vehicles to run on LPG less feasible and its use in modern vehicles is dying out.

              • David, RE loss of power with LPG. There is a different grade of LPG known as propane in North America, than what is available in Aussi and in Europe. Our more pure grade has a limit of the amount of butane of just 5 percent, while in Asia and down under, the amount of butane in the propane is 30 percent. This means they are very different fuels, so they cannot be compared. Our grade is HD 5. GM tests all it’s truck engines on all available fuels, including E85, propane, CNG natural gas, regular unleaded and premium grade gas. GM publishes the torque and HP ratings on on those fuels. Because of the GM tests, we know that running an engine on CNG, will have from 40 to 50 lbs feet of torque, less than propane. Those GM figures, show a loss of torque of just 10 pounds feet of torque, less than gasoline. But, the new 2020 full size HD pickup truck 6.6 liter gas engine has very high compression ratio of 10.8 to one. This means an almosst identical power rating of gasoline, because in the grade HD 5 propane, it is 105 octane ( R+M ) in North America. The Aussi grade of LPG is different from one oil refinery to the next, meaning it’s not consistant across the country. The newest big block 8.0 liter was developed in 2009 and GM never installed it in any GM trucks for consumer sale. The 8.0 has full water jackets than run 360 degrees around each cylinder. GM designed this 8.0 liter to run on high octane propane and they run very,very hot, so full water jackets are needed to prevent from operating too hot. unlike the old tech 8.1 liter big block Chev engine. There is only one part that is the same between the two 8.1 and 8.0 liter engines.
                The PSI company takes the new design 8.0 liter GM engine ( with a 4.25 inch stroke ) and replaces the crankshaft with a 4.75 inch stroke. This gives 8.8 liters with the longer crankshaft. It has 525 pounds feet of torque running on propane with a 10 to one compression ratio. Nobody builds a school bus without an automatic transmission anymore, ( in North America ) so the high ratio torque converter, allows for better acceleration from a stop. The camshaft is designed to use fast burning propane, so it runs up to 3000 RPM faster than if the identical engine was burning regular unleaded gasoline. Both the 2020 HD GM 6.6 liter gasser and Ford 7.3 liter gasser, pickup truck engines use variable valve timing which gives another 10 percent torque on the low end, compared to not having cam phasing on older tech engines. It makes a huge difference in performance on a heavy 5,000 pound 3/4 ton or one ton 2500/3500 series truck. I’m so sorry that you guys in the land of the roo, don;t have decent consistant octane propane, but what can i say. You guys drink more beer than anyone, so now we know why……LOL…JK. By the way, the octane rating of CNG is 120, so you need an extreme compression ratio to get all the power out of the fuel. The Ford propane engineer told me years ago that you need a 15 to one compression ratio for max power on CNG, for a light vehicle. He said a heavier truck should use about a 12 to one CR for decent fuel consumption and max power under load.

                • There are many shamefull things that have happened in Australia relative to the demise of our automotive industry and this is quite likely the reason why we drink so much beer to cope.

        • Talking the the various Ford guys in the high Ford performance divisions this past week, the new Ford 2020 gas engine 7.3 liter, does have cam phasing. Ford offers two HP versions of the new 2020 big block engine. The lower power version used in the heavy Econoline type chassis for cube vans, the F-550, F-600, F-650 and F-750 trucks will use the lower 350 HP version, but the torque is still up there at 468 pounds feet of torque, with the lower compression ratio and milder camshaft. This is what the old Rhodes valve lifter offered back in the day, a variable power range. They offered an average of 5 percent more torque at a lower RPM without missing anything at higher RPM levels. As an aside, the new design 7.3 liter gas engine won’t be installed in the Ford trucks until December, as Ford wants to get rid of the backlog of the 6.8 liter V10 engines used in these heavy trucks. Order your F-250 and F-350 now to get the 475 pounds feet engine with 430 HP in your 2020 pickups.

  5. john says: August 9, 2019 at 6:52 am
    To be honest, I am pretty disappointed with the numbers. An engine that much bigger than the GM engine should have had a lot more torque and at least 450hp.

    You are exactly right

  6. God I love the know it all nay-sayers that “know” why this is so much a fail on the part of FMC. If you don’t like ford than don’t buy one, end of story!

  7. The engine and exhaust has been tuned for truck applications, with a wide powerband and reliability in mind. Take the same 7.3L engine, throw in some huge heads, wide open exhaust, high compression pistons, and a big lumpy cam running 93octane… you’ll be making north of 600hp. Get real racey and spin it to 7000rpm and it’ll make 800hp+. These engines are tuned to run perfect stoichiometric AF, low rpm, efficient… and the 10spd tranny keeps the motor right in that high efficient zone.

    • jd…You wouldn’t want to spin this big 7.3 to 7000 RPM, unless you are drag racing. By the way, the cost of a very high RPM billet crankshaft has jumped up by almost an extra $1,000 over the past 8 years, to almost $4,000. The factory Corvette race team, the yellow ones, use a very long stroke 4.5 inch crank, but cruise around all the race tracks at a lower than normal RPM. They have so much torque, at a lower RPM, the driver can shift less and still have great acceleration in the 4500 RPM range. The IMSA series Cadillac DPi prototype race cars use a different approach. They use a destroked 6.2 liter engine to end up with 5.5 liters, according to the head of the Caddy race team. The 2020 IMSA Caddy engines will use a new approach regarding the engines. The IMSA series, sets the power output, so right now, GM’s dyno’s are running overtime. Obviously, since this is a new engine for the 2020 season, the best setup would be a broad torque range. In theory, this means a longer crank than normal to give the best amount of acceleration. GM’s Vette race team has a huge amount of experience to get the broad torque range, so the learning curve will be shorter. The new 2020 C8 Corvette race cars will now use the new design DOHC engines, like the Caddy Blackwing DOHC engine. They have 4 valves per cylinder, so the very high end has better breathing. They say it’s not a Blackwing engine. Of course it isn’t, it is a full tilt modification of that design. The advantage of the new DOHC engines is that they have the very latest in computer design and advance testing, so by the time the race cars hit the track, there will be no bi surprises.
      I might attend the Daytona Speed Weeks in February, to see the GM engines in action. Go back and listen to the Youtube videos of the yellow Corvettes and the tone of the engines to hear the sound. Those long stroke cranks engines sound much different than any of the the other race cars, more like a King Kong rumble…..LOL.

  8. A few days ago, the Youtube channel TFL truck guy posted the prices of the 2020 Ford F-250 to F-550 trucks as well as the 2020 Chev 2500 and 3500 pickup trucks. The thing i remember, is that the 2020 F-350 Regular cab, listed for $3,300 less than the Chev 2500 for the same 2020 year. The 2020 standard engine on the Ford is still the 6.2 V8, with the new big 7.3 liter optional on both F-250 and F-350. This means if the 7.3 gas engine costs about $1500 to $1800 extra, your extra savings will go a long way to pay for most of the cost of 4 Wheel drive to still be close the the Chev 2500 with just 2 Wheel drive. Also the 10 speed automatic is standard with the big 7.3 engine while the Chev still only offers the 6 speed automatic. Ford will still grab a huge number of sales based on these gas engine prices on both the F-250 and F-350.

  9. It’s funny that you don’t talk about fuel mileage on this new ford.oh but then ford doesn’t know what fuel ma5is because they can’t make a v8 that gets good gas mileage. And when is ford going to stop lying about Military Grade Aluminum! There’s no such thing ! And the Military d5use Aluminum. More like Aluminum beer can is what they should be saying.

    • John, when it comes to trucks, fuel economy is not the big issue. If anyone wants to save money on fuel costs, they will spend the extra few thousands and convert the engine to use propane, or if they are a city or state government, which keeps the vehicles local, they convert them to use CNG, natural gas. Both LPG propane or CNG are less than half the price of diesel fuel. If you run LPG or CNG, your engine reduces emissions and is easier to repair for non-diesel mechanics.

    • And this is bad how? Beer can aluminum needs to be of an extremely high standard and quality as it must do one of the most important jobs in the world. Keeping the liquid gold together in an extremely frosty environment until it is consumed?
      This is no easy task and it has proven to do it time and time again without fail!
      You should not sell beer can quality aluminum short! Ford certainly doesn’t.

  10. It’s funny that you don’t talk about fuel mileage on this new ford.oh but then ford doesn’t know what fuel mangement is because they can’t make a v8 that gets good gas mileage. And when is ford going to stop lying about Military Grade Aluminum! There’s no such thing ! And the Military dosen’t use Aluminum. More like Aluminum beer can is what they should be saying.

  11. I am still having conniption fits about Ford removing the 7.3 Liter Diesel motor from the Powerpack menu! Gosh and Golly… Thankfully, that “Beast” is still available through some Remanufacturing outlets. What an outstanding powerplant it still is, providing steady Dusk through Dawn heavy towing capability without playing havoc with my F250 4X4 fuel consumption and without any Turbo Boost. “Diesel power rules the day!” :)>

  12. Seems to me it’s been detuned for reliability and longevity. I’m curious to see fuel mileage. I’ll give it a year. Im also curious on performance stats when combined with the 10 speed and 3:73 gearing.

  13. I would like to know what professional-grade might be. Has anyone ever noticed that when one encounter an oncoming vehicle with a headlight out it is a GM vehicle?

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