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i found: D-max: 180 stock, up to 270 ported Ferd 6.4: 170 stock, up to 230 ported Ferd 6.0: 163 stock, up to 200 ported CTD 24v: 160 stock, up to 200 ported CTD 12v: 160 stock, up to 250 ported so, i'd say the D-max has a good advantage over stock Cummins heads (since the Cummins are...

why not? they're all 4 valve heads... what are the comparative flow numbers? what about the flows for the 6.0 and 6.4 heads? i've honestly never seen the flow numbers compared, but you made the statement so i am just challenging for more data.

ATW intercoolers are more effecient than ATA 'coolers across the entire range. seriously? even though it's evident where your loyalty lies, such a broad statement removes most of the credibility of anything else you just posted due to the enormous generalities and, for the most part...

the new Fords do.

from post# 129:

i concur that it could be more effective if fed from a coolant source other than engine coolant. this is how modern ATW intercoolers are setup. however, i still think the effectiveness will be limited due to the lack of surface area available for heat transfer and minimum time that the IAC is...

i am much more aligned with your thoughts here than the popular myth about the intake manifold as a cooler, for the same reasons you've stated. the LDT/LDS turbos don't create enough IAC pressure (and therefore, heat) for engine coolant to be a viable cooling medium. even if it were, the IAC...

actually, it doesn't. re-read bjorn's results and compare them to any other IAC cooling means and you'll find that the drop in IAC temp is negligible. (something like 11°F of temp drop at 10-12 psi? this will likely net zero measureable increase in power output.) besides, the non-turbo'd...

so i inadvertantly deleted my responding post... anyway Lovin, the short story was that i agreed w/ your assessment and that no one wants to spend the money on making the MF compete w/ a current or later designed diesel. my experience w/ turning up the fuel: turbocator install i can...

yes - necessary to get the air in the injection chamber hot enough. lately, the newer the diesel, the lower the compression ratios seem to be going. 16-17.5:1 is the norm, lower 16's seems to be the latest target. the MF CR is so high in order to create a temp that will auto-ignite just about...

my experience w/ turning up the fuel: turbocator install i can indeed get it up to and over 1300°F;though, as noted it takes so long to get there that i usually only notice it when i'm driving up an interstate hill and remember to look at the guage. it probably takes 30+ seconds to get to...

Lovin', the problem with the MF motor is the high compression ratio (22:1). it's as hard and harder to get reliable power out of it as it is from your older IDI Ford (~21:1??). it's been talked about many times here before: a big power MF will have lower compression improved HG improved...