Ford v.s. Chevy question

[Eddie_322]

All right gas guys, I have a question.

Saturday, I test drove a Ford 250 V10 and a Chevy 2500HD w/ the new 8.0/Allison combo.

Both were 4x4, extended cab, auto with similar size tires, but the V10 had the 3:73 rear gears and the Chevy had 4:10.

The Ford seemed slow. I drive a Dodge Ram 5.9, and it felt slower then that. I know it is faster then my POS Ram, but the Ford had no feeling of acceleration. Don’t get my wrong, it was moving. I think it had to do with the size of the truck, and the transmission that shifted like a Lincoln Town Car.

The Chevy felt very fast. From a dead stop, it would light the tires up and keep them spinning until the salesman started looking at me funny. It also felt fast when punching it from 35mph. The tranny shifted nice and firm (should for the $ they want for it).

My question is, how much of the difference is caused by the lower gearing in the Chevy, and how much is it due to the Chevy’s motor?
I haven’t seen any side by side comparisons of horsepower and torque curves, but I would guess that the higher displacement Chevy would make its power at lower RPM’s.

I am almost 100% certain that I am going to get a Ford, but I haven’t been able to test drive a truck with the 4:30 gears that I want.


Also, how does a shift kit work? I know it increases the pressure some how, but I don’t know to much about automatic trans. How hard is it to install?

Also, how does the “chip” help the tranny? I wouldn’t want to put a chip in my truck and be forced to run premium gas, but I would like to do something to get better feel out of the tranny. Don’t ask me why, as I am typing this it seems kind of silly and a waste of money.

I still would like info on how the chip and shift kits work.

Thanks,
Ed

[NoMo]

If you're around OK, I'll let you drive my truck.

Performance "chips" do help a lot with shift characteristics in addition to more engine performance. But most do require premium fuel. They work by over-riding the factory programming for many of the powertrain controls. Thus, increased line pressure and removal of shift-softening delays are achieved through software.

Shift "kits" come in different styles. There is the actual kit that requires dropping the pan and changing springs & etc. Obviously, this physically changes the way the tranny works.

Then there is the module that plugs in between the tranny and the truck's computer. These "fool" the computer into increasing line pressure by altering the signals coming from the transmission.

Neal


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2000 4x4 F250 XLT SuperCab SWB- V10, Automatic, 4.30LS, Offroad Pkg, Camper Pkg, OEM Hitch, Tape/CD Player, Remote Keyless Entry, Sliding Rear Window, Privacy Tint, Aluminum rims, 265/75R16 OWL tires, Line-X bedliner
NoMo's site

[KXHauler]

There are 2 gear ratio related factors that give the Chevy and edge over the SD you tested.
a. Chevy tires are slightly smaller in diameter than the SD (LT245/75 vs LT235/85 on the SD). (Remember the sidewall height is the determined from the 2nd number, as a % of the tire width which is the first number).

b. The Chevy had a 4.10 vs the 3.73 of the SD

And, your giving up 1.3L of displacement (8.1-6.8). So its likely the chevy will have some pretty good pull to it..

Then as you suspect, the allison tranny is a nice unit as well..

Overall IF the chevy is put together right at the assembly line, AND can last for the long haul, then its got some nice performance numbers..

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00 F250 XLT SC 4x2 5.4L 5sp 4.10LS

[SDV10]

I have had 2 new Chevy 4x4 trucks (86,94) both were plagued with problems, the engines were fine but both had to have the limited slip axles rebuilt around 65k and 30k miles respectively. I did not beat them, this was normal driving. I am leary of this new combination.

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1999 F250 4x4 Supercab, V10, Lariat, 4.30ls 6" National Spring Lift, Dual Shocks, 16.5 x 9.75 Weld Typhoons, 36x14.50 TSL Radials, K&N Gen. II, Magnaflow Dual Exhaust, Billet Grill, Line-X