The potential for more HP.,Torque and even improved fuel mileage is great with Direct Injection.The biggest reason is that much higher compression ratio can be run PROVIDED the rest of the engine structure is beefed up enough to handle the added stress that higher compression will give it.

 

Or just make a V10 version of the 5.0 which would be pretty easy.

 

Or give me a v10 version of the 6.2

 

That would be about 7.75L or 473 cubic inches....more cubes than even the old 460, but with SOHC heads......talk about a monster!

 

As I understand the technology that went in to the design of the heads/valves in this engine, the valves are big enough to flow all the air that the engine is capable of pumping as is, and that is why Ford has stuck with the design.
Now I may be wrong about this, but???????
So, with ths being said, in order to utilize a 4 valve head, either the engine displacement, or engine RPM must also increase, or both! In other words, made capable of pumping more air! And a lot of people dont like the way it likes to rev now!

 

I agree. The current 6.2 is a pig of an engine and a outdated dinosaur once it hit the market. Ford could have designed a much better 6.2 with a DOHC right off the bat.

 

With a proper Variable valve timing system, you can have both low end, and better high end hp. take the 2v vs. 3v 5.4 for example.

 

Imagine a 32 valve 6.2. you can tune it up to over 500 hp and 600 foot pounds right? or am I being really hopeful...

 

You're being a little too hopeful that it's going to pick up 100 HP and 200 ft-lbs just by going to 32V DOHC.

 

It probably could hit 480/480 pretty easy.

 

The 6.2 L is pretty old tech, but the objective for the 6.2 L was low cost and reliability.

The 32-valve engines from GM, Toyota and Nissan are pretty complex, and the GM Northstar is a PITA to work on. The complex heads and variable valve timing gear on 4 valves is not cheap.

The 6.2 already uses roller-rockers, dual-equal variable valve timing (both intake and exhaust, according to my reading), and also two spark plugs per cylinder. Having 4 valves per cylinder might add some power, but it will add complexity, more parts that need lubrication and which can fail, for not really that much extra power.

Ford 6.2L Liter Engine Specs, Ford Engine Specs, Ford 6.2L engine, We are a Large Ford Truck Dealership, Meadowland Ford, Secaucus NJ

How much reliability would be a fair trade-off for more power? I dunno, but if you're stuck out on the side of the road in the middle of nowhere with your family and your truck and trailer, would you rather want reliability or power?

I'd rather take reliability and get there 6 minutes slower towing an 8k camper.

 

Agreed. I don't think 475/500 would be out of the question.

 

I'd rather keep the engine as is because it would be simpler than the 4 valve. The 3v 5.4 is more powerful than the 2v but look at all the issues the 3v has(plug issue, cam phaser problems) that the 2v didn't.

 

The 2v had more plug problems then the 3v. The 3v broke plugs because of an initial poor design and because people didn't know how to remove them properly. The 2v would spit the plugs right out of the head for no reason.

 

I love this post. This is exactly why you buy a 6.2, you're never found on the side of the road. All Ford needs to do is offer a F250 version of the motor they have been making for years....the 3.5EB. Then some (I would) go for the twin turbo tech and others can opt for the rock solid V8.