7.3 gas engine vs Powerboost

[JCsTruck]

Oh Ford could absolutely give the 7.3 a slight compression bump and semi-serious intake valves and it would be a nightmare for the competition. The performance crate version of the 7.3 Ford sells all ready makes 670 lb ft of torque naturally aspirated. The heads on the stock units are very restrictive to keep it out of diesel market share territory methinks.

All Ford would need to do is revise the intake like you said, bump the compression ratio up, and add direct injection along with port injection and I bet power jumps to 475 HP and torque to over 600 lb ft. Even the 6.8-liter would be a beast. Fuel economy would also improve or stay the same with those power increases.

https://performanceparts.ford.com/part/M-6007-MZ73

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[Snakebitten]

Again, I have one of each.
If what I'm towing is in the sweet spot for the Powerboost, I'll take the Powerboost EVERY TIME.

However, I personally think my F350 Godzilla is far more enjoyable once you are talking about a load that qualifies as "taxing" the half ton chassis limitations.
And for me personally, taxing is a term that I would use for burdens LESS THAN the maximum capable.
Or put another way, an RV (parachute) with a tongue weight of more than say...... ~850lbs.

I've towed more than that with a half-ton, especially for shorter distances. But if I'm heading out with the intentions of crossing multiple state lines, I have the personal history of how much less enjoyable using that last 15% of "towing/Payload capacity" can be, compared to the bigger bones chassis of a SuperDuty.

As for the shear POWER of the Powerboost vs the Godzilla, both in oem tune of course, the 3.5 Ecoboost just doesn't feel inferior to the Godzilla at all. Even at Sea Level, it pulls every bit as hard. This is my 4th Ecoboost truck over the last decade. And every one has been an amazing performer. Not to mention that unburdened, they can get incredible economy.

The Godzilla, on the other hand, is pretty dang thirsty no matter what. Lol

Still, as capable as my mighty Powerboost is, a SuperDuty with a Godzilla is just a better tool for certain tasks. There's just no argument that the chassis is far superior and just laughs at #1000 lbs being dropped onto the ball. It asks "is that all you got?" ??

 

[Samson16]

All Ford would need to do is revise the intake like you said, bump the compression ratio up, and add direct injection along with port injection and I bet power jumps to 475 HP and torque to over 600 lb ft. Even the 6.8-liter would be a beast. Fuel economy would also improve or stay the same with those power increases.

https://performanceparts.ford.com/part/M-6007-MZ73

The beauty though is in how cool it runs. How it makes good power without getting all worked up about it. That’s the trick with a gasoline engine designed for towing. Getting decent power without having to build a race motor in the process.

 

[Henfield]

The non turbo 7.3 will lose lots of power and torque at Denver altitudes. The Diesel turbo or powerboost doesn't.
The 7.3 fuel tank unless you get the 8ft bed is almost as small as the one you have today

To me that says you would be wasting money switching to a Super duty. Gas or diesel. If you do switch and get diesel get the 350 as the 250 diesel has awful payload.

My bottom line, if you change, and don't use the 2.4 or 7.3 kw power of the F150, get the non powerboost 3.5 turbo.

Cheapest option is to do nothing and refuel every bathroom break.

 

[Snakebitten]

^^^^

True Dat on the fuel tank.
The 8' bed on it a CrewCab does make for a BEAST in a tight parking lot.
But that sweeeeeet 48 gallon tank let's you stay on the road when the Powerboost is calling for a drink.

We live in remarkable times and have so many wonderful options. First World embarrassing riches.

 

[JCsTruck]

Again, I have one of each.
If what I'm towing is in the sweet spot for the Powerboost, I'll take the Powerboost EVERY TIME.

However, I personally think my F350 Godzilla is far more enjoyable once you are talking about a load that qualifies as "taxing" the half ton chassis limitations.
And for me personally, taxing is a term that I would use for burdens LESS THAN the maximum capable.
Or put another way, an RV (parachute) with a tongue weight of more than say...... ~850lbs.

I've towed more than that with a half-ton, especially for shorter distances. But if I'm heading out with the intentions of crossing multiple state lines, I have the personal history of how much less enjoyable using that last 15% of "towing/Payload capacity" can be, compared to the bigger bones chassis of a SuperDuty.

As for the shear POWER of the Powerboost vs the Godzilla, both in oem tune of course, the 3.5 Ecoboost just doesn't feel inferior to the Godzilla at all. Even at Sea Level, it pulls every bit as hard. This is my 4th Ecoboost truck over the last decade. And every one has been an amazing performer. Not to mention that unburdened, they can get incredible economy.

The Godzilla, on the other hand, is pretty dang thirsty no matter what. Lol

Still, as capable as my mighty Powerboost is, a SuperDuty with a Godzilla is just a better tool for certain tasks. There's just no argument that the chassis is far superior and just laughs at #1000 lbs being dropped onto the ball. It asks "is that all you got?" ??

Interesting! Obviously your statement and experience has merit because you own both. My thinking on why the powerBoost has a livelier driving experience especially empty has to do with the difference in curb weight between the two. The curb weight of a 2024 Ford F-150 PowerBoost 4-door SuperCrew is approximately 5,517 lbs.

A similarly configured 2024 Ford F-250 Super Duty Crew Cab with 4WD and 6.75-foot bed, with 7.3L V8 has a curb weight of approximately 6,462 lbs for the base XL trim and with higher trims like Lariat closer to 6,600–6,700 lbs due to added features.

So the difference in weight between the two is approximately 945–1,300 lbs heavier for the F-250. Obviously the F-250’s heavier weight is due to its larger frame, heavier-duty suspension, and the 7.3L V8 engine with cast iron block which is better designed for higher towing (up to 20,000+ lbs conventionally) and payload capacities compared to the F-150’s lighter duty setup.

Similar power but ~ 1,000 lbs more weight empty to lug around and that instant torque from the electric motor also helps give the powerBoost an advantage.

 

[Snakebitten]

Interesting! Obviously your statement and experience has merit because you own both. My thinking on why the powerBoost has a livelier driving experience especially empty has to do with the difference in curb weight between the two. The curb weight of a 2024 Ford F-150 PowerBoost 4-door SuperCrew is approximately 5,517 lbs.

A similarly configured 2024 Ford F-250 Super Duty Crew Cab with 4WD and 6.75-foot bed, with 7.3L V8 has a curb weight of approximately 6,462 lbs for the base XL trim and with higher trims like Lariat closer to 6,600–6,700 lbs due to added features.

So the difference in weight between the two is approximately 945–1,300 lbs heavier for the F-250. Obviously the F-250’s heavier weight is due to its larger frame, heavier-duty suspension, and the 7.3L V8 engine with cast iron block which is better designed for higher towing (up to 20,000+ lbs conventionally) and payload capacities compared to the F-150’s lighter duty setup.

Similar power but ~ 1,000 lbs more weight empty to lug around and that instant torque from the electric motor also helps give the powerBoost an advantage.

Can't quarrel with anything you pointed out. It IS the physics of power/weight ratio.

But regardless of just that, two engines that spec out similarly on paper can have very different real world feeeeel.

With both trucks empty, the Powerboost just feels far friskier.
And with the Powerboost yanking 5000 RV and the F350 Godzilla yanking 10,000, the F350 IS solid as a rock in stability, but the Powerboost runs off and leaves it in the dust as they both hit the entrance ramp to the interstate.

At speed, 65-70, they both are just cruising equally, and drinking fuel at a similar rate.

Having said all that, I don't enjoy the Powerboost yanking a parachute that's long enough to catch brisk cross winds, and/or a #1000 ball. It'll do it, of course, but unable to mask its chassis strain.

 

[JCsTruck]

Oh-man, with an even heavier F-350 now you’re talking somewhere between 1,083 lbs to 1,450 lbs heaver.

 

[Snakebitten]

Oh-man, with an even heavier F-350 now you’re talking somewhere between 1,083 lbs to 1,450 lbs heaver.

I purchased the truck without knowing exactly what was going to get hitched to it. So I didn't want to spend 100k on the truck, but also didn't want to compromise on cab space or the bones.

So XLT trim, and highest Payload possible with single rear wheels.

That ends up being an XLT F350 Longbed with the Payload package (11,900 GVW)

 

[F150 John]

@Warlock58
By chance maybe I miss this but when you are towing are you locking our gears 8 through 10 By chance?

I have to ask because I had a friend that was towing out in Colorado and was not doing that a was getting poor results because the truck wanted too at 70Mph stay in overdrive even in places it should of down shifted or if it did drop gears it was not where it should of been.

 

[JCsTruck]

I purchased the truck without knowing exactly what was going to get hitched to it. So I didn't want to spend 100k on the truck, but also didn't want to compromise on cab space or the bones.

So XLT trim, and highest Payload possible with single rear wheels.

That ends up being an XLT F350 Longbed with the Payload package (11,900 GVW)

Oh-man 2.0 ? Now you’re really talking a big difference in curb weight of 2,073–2,190 lbs heavier than the F-150 PowerBoost. ?

 

[Snakebitten]

It indeed is a heavy footed truck just parked empty in the hangar.

11,900 - 4745 (Payload) = 7155lbs parked.
But I think my Powerboost is ~5800lbs?
Not exactly a feather weight

It's only mission is to tow. So it will live the life of an ox. ?

 

[Chris GTO TT]

The beauty though is in how cool it runs. How it makes good power without getting all worked up about it. That’s the trick with a gasoline engine designed for towing. Getting decent power without having to build a race motor in the process.

Yep but a lot of that is because it was basically requested by large fleet buyers. They asked for something more capable than the 6.2 with lower operational costs than a diesel. It's designed to be under stressed. Which is part of why it handles mods so easily.

Can't quarrel with anything you pointed out. It IS the physics of power/weight ratio.

But regardless of just that, two engines that spec out similarly on paper can have very different real world feeeeel.

With both trucks empty, the Powerboost just feels far friskier.
And with the Powerboost yanking 5000 RV and the F350 Godzilla yanking 10,000, the F350 IS solid as a rock in stability, but the Powerboost runs off and leaves it in the dust as they both hit the entrance ramp to the interstate.

At speed, 65-70, they both are just cruising equally, and drinking fuel at a similar rate.

Having said all that, I don't enjoy the Powerboost yanking a parachute that's long enough to catch brisk cross winds, and/or a #1000 ball. It'll do it, of course, but unable to mask its chassis strain.

Yeah I went back and forth a lot on SD vs F-150 for our travel trailer. To me it's on the edge of F-150 comfort and "should have a F-250." It really came down to this truck is my daily driver and for the 95% of time I'd rather have the smaller truck.

 

[Warlock58]

@Warlock58
By chance maybe I miss this but when you are towing are you locking our gears 8 through 10 By chance?

I have to ask because I had a friend that was towing out in Colorado and was not doing that a was getting poor results because the truck wanted too at 70Mph stay in overdrive even in places it should of down shifted or if it did drop gears it was not where it should of been.

I'm not familiar with how to lock out gears so I need to look into that to better understand. I believe another mistake I have been making is not making certain I am using 91 octane. My early research indicates that may also negatively affect my performance when towing.

 

[JCsTruck]

It indeed is a heavy footed truck just parked empty in the hangar.

11,900 - 4745 (Payload) = 7155lbs parked.
But I think my Powerboost is ~5800lbs?
Not exactly a feather weight

It's only mission is to tow. So it will live the life of an ox. ?

You can calculate your actual curb weight by subtracting the payload capacity found on the sticker on your truck from the GVWR.

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