damn 425hp... they need to shave off about 500-1000lbs off the weight of the truck and then we'd be talking, if they did that hmm im thinking 0-60times in the low 6's. Sweeeet!
no they should definately not get rid of the 4.6 or the 5.4 because there will probably be more 5.4 trucks sold than the 6.2 because of price but i would still want a 6.2
is the 6.2l engine an overhead cam engine. i have yet to see any real advantage to the 4.6-5.4-6.8 mod. engines over the pushrod chevy and dodge engines. I used to be die-hard ford. but i would not tell anyone i know to buy a new ford truck right now. we dont have a diesel thats worth a crap, the 5.4 and 6.8 3 valves seem less powerfull than the 2 valves they replaced, and how many 3 valves need cam phasers or have valve train issues. I say bring back pushrods and drop IHC and get into cummins. then i would fell safe telling all my friends how much better a ford is than a chevy dodge or toyota
is the 6.2l engine an overhead cam engine. i have yet to see any real advantage to the 4.6-5.4-6.8 mod. engines over the pushrod chevy and dodge engines. I used to be die-hard ford. but i would not tell anyone i know to buy a new ford truck right now. we dont have a diesel thats worth a crap, the 5.4 and 6.8 3 valves seem less powerfull than the 2 valves they replaced, and how many 3 valves need cam phasers or have valve train issues. I say bring back pushrods and drop IHC and get into cummins. then i would fell safe telling all my friends how much better a ford is than a chevy dodge or toyota
i still tell people to go with Ford and most of them agree with me, the only reason why my friend got a dodge was he never uses it as a truck, ever, but he does like to modify the engine to make it fast (he didn't get a fast car because of insurance), he said if he wanted a "truck" he would have gotten a ford, also i don't know if ford can use cummins in their f250-f550 applications, i don't know if dodge has a contract with them about that, ford does need to drop the powerstroke, its having problems and the company is feuding with ford, but i think ford is bringing that 4.4 from britian to replace the powerstroke
i still tell people to go with Ford and most of them agree with me, the only reason why my friend got a dodge was he never uses it as a truck, ever, but he does like to modify the engine to make it fast (he didn't get a fast car because of insurance), he said if he wanted a "truck" he would have gotten a ford, also i don't know if ford can use cummins in their f250-f550 applications, i don't know if dodge has a contract with them about that, ford does need to drop the powerstroke, its having problems and the company is feuding with ford, but i think ford is bringing that 4.4 from britian to replace the powerstroke
The 4.4 will not be replacing the powerstroke, is it still even forsure that they are bringing it over for the F150? Also from what i've been hearing the 6.4 has been really good aside from the little flame thrower incident,
the 6.4 might be a more reliable engine, but the fact that almost all repairs will include cab removal, and if it is a high pressure fuel system problem the cab will have to be re-installed, started w/o the turbo on, check for leaks and then take the cab back off, put the tubo back on, then install the cab again. thats just a pain in the a#$. I prefer to be able to fix my truck with the cab installed. you cant avoid the fact that some day down the road you will have a problem.
6.0 engine has not been reliable on my f250, but I still like Ford trucks, my truck has 100.000 miles a new engine and near $20,000.00 worth repairs. I'm still a waiting for the 4.4, or the 6.2 going to a small diesel, or the big BOSS.
IF ford can get a diseal in the 150's with mid 25 range, they will sell alot of them, likewise for a bigger motor, if they can get to beat out the competition and be as reliable as the current mod motors (a lot of fleet guys up here use 150's and are routinly getting 350,000+ miles out of the mod motors, of which its now cheaper just to buy a new truck, look at the crown vics for cop and taxi work getting stupid mileage out the vehicle) they will sell a crap load of trucks.
One thing i'd like to see is ford base a v10 off the 6.2, as the current 6.8 is essentially a 5.4 with 2 more cyclinders, and seeing a smaller v8 that could be fit into the rangers and small cars for those go fast moments.
__________________ Cody, Edmonton AB/BCChapter Leader 82' Flareside: 2/4 Drop, 350hp 351W, Custom interior 81' 250 mudder: home fabbed lift & dana 60 SAS , 400C 4v, 4sp/205
You guys are so screwed up it is pathetic. While you will in some cases pay more at the pump for diesel than gas, you get 50% better fuel economy in most cases it is more that enough to off set the oil changes. What about the $5000 diesel engine option, even when it comes trade in time, the diesel will maintain almost all of the upfront costs of the diesel. Try and sell a 5 year old gasser with 100k miles on it, and then sell a 5 year old diesel with 100k on it and see which one is worth more money. I know you can get almost 100% of the money invested in the diesel out. So basically you invested more for the fuel savings is what it boils down to. You don't have to run a diesel 200k miles to see the savings of running/buying a diesel over a gas.
Anyone know why a Jetta is so expensive to buy used???
BTW my dad's 1972 IH TD15 has EGR on it, and is currently over 30,000 hours and has never been rebuilt. While EGR has been claimed to be hard on motors, if it works properly, the EGR will have no adverse effects on reliabilty of the motor.
If you are trying to explain the 6.0 problems by blaiming it on EGR, I hate to tell you but I don't think that motor would have lasted in a non turbo-non egr configuration.
ULSD has nothing to do with EGR, it has to do with plugging the diesel partical filter (AKA DPF).
This thread is full of nothing but false riddles that continue to be passed on, and I don't know why.
BTW EGR isn't the Problem either is making the motor problems, it is the valve, and the excessive heat that weakens the valve causing it to stick and therefore the unreliable and expensive to fix diesel.
The solution has been to put a throttle body on the Air intake and force the motor to draw the EGR into the motor rather than try to block the exhaust using a valve (which is currently causing problems in every application). Ford just isn't as smart as GM, but they will learn. The EGR isn't the problem, it is the valve. The soot has no known problems going through the motor but when the motor is getting no fresh air, there is no combustion that is going to happen. There for the motor has no power or it compounds into other problems.
The older EGR systems had no valves, and only recirculate a little bit of the exhaust, and it never had any problems because there was no valve. Add a valve, and that is the problem.
Last edited by duramaximizer : 05-05-2007 at 01:24 PM.
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351W, Custom interior
, 400C 4v, 4sp/205
