If the Power Stroke performs this well in something this big, what could it do in something significantly lighter? Like, more than a ton lighter?
Like, in a Mustang? Or a Duramax in a Camaro, or a Cummins in a Challenger?
Nearly twice the torque, at half the revs, in a sporty package? Sign me up. Buick was the king of torque in the muscle-car era—510 lb-ft out the door in Flint—and unless you yanked the seats out a GS was nearly a two-tonner. With hundreds-more pound-foot and weighing a literal ton lighter, a diesel Mustang could be legendary. (And could help meet the crazy upcoming EPA mileage standards as well.)
Better still, there’s already an entire aftermarket out there that, with some computer jiggery-pokery, can boost both horsepower and torque—thus allowing the adaptability and mechanical personalization that Mustang has become legend for. You haven’t lived until you’ve seen a crew-cab dualie doing a smoky burnout, or a Power Stroke running 11s on the strip.
A diesel wouldn’t be a cheap option—probably four or five grand, if costs from the truck carry over—and the boost in fuel mileage wouldn’t be enough to pay for the engine itself before 100,000 miles. Granted, you don’t buy a Mustang because of its gas mileage. But would freight-train torque be an incentive to plump for a diesel if the mileage boost was a side effect?