What I miss about my 2000 is the throttle response. Drive by wire sucks, the delays and "governors" they put on the factory setup frustrates me. My ol' V10 would just get up and go when I stepped on the throttle, not do some computation to say, "ok he floored it, but let's only give him 50%" (or whatever the number is on the '11's).

I know Mike's tunes corrects this but I want it from the factory so I don't mess with my warranty...

 

LSChicago, any comments on the new 650/750 option of a V10 with the 6 speed?

 

While I haven't driven a 6.2 yet, I do like the v10s, however, from my experience with mod motors; the bore size being the biggest performance killer in them, I am firmly convinced the 6.2 is the way to go in the future... think of it as the non-pi of mod motors yet. Future revisions of this motor will mop the floor with our beloved mod motors.

As much as I love the 6.8s, I can see Ford choosing something in the middle as a replacement to both the 5.4 and the 6.8, and basically shaving off quite a bit of cost by having only one gas engine available. On the bright side, the 6.2 is still a very modular, overhead cam design it seems, and modifying the configuration should be fairly straight forward. With that in mind, if they came out with a dohc, ti-vct, v10 version of the 6.2 - the 115mm bore spacing - basically a cross between the coyote, the 6.2 and the 6.8, then it would easily be a 600+hp/tq motor... At this point, in consumer pickup trucks, it's just not needed. Especially when most worked gas 3/4 and 1 ton trucks spend their lives with a contractor box hauling a few thousand pounds worth of tools their whole life, and rarely ever pull anything for a living - or if they do, it's something small and light anyway... companies and people who need to pull something big on a daily basis will spring for a diesel. Just wait till the coyote gets direct injection... and hopefully some of those things start trickling down to the 6.2. They may end up having to do something with torque management just to get a flatter longer power band.

me... I will have a 6.8 (another one) this weekend, and will probably get a 3v in another 3-4 years... maybe in 10 years I'll get a 6.2; I only use my trucks for towing, and that's rare, so they sit around the rest of the time... not worth buying a new one and using it as a daily driver, even if it gets 2 mpg better and is 1 second quicker up the hill... My marauder daily will still eat it for breakfast in those 2 areas :P

 

I would like to see Ford step up and put 4v heads on the 6.2L similar to the 5.0L ..rumor has it that Ford has these already. but you know how rumors are... 60% of it is true. And i still do love the V10 low speed torque.
The 6 speed behind the V10 would be cats meow...

 

IMO, the 6.8L 3V engine is a dying breed. Ford will introduce a 6.2L EcoBoost engine very soon, which will have HP/TQ way beyond the current 6.8L 3V engine. Direct-injection technology is the future. The V8 engine is shorter in length and therefore can be utilized with multiple vehicles (F150, Super Duty, Mustang) in various configurations. Also, the aftermarket has already responded to the new 6.2L engine with superchargers, exhaust headers, cams, etc. What little aftermarket upgrades that were offered for the 6.8L 2V or 3V engines have either been discontinued by most companies or never produced at all. I hope that Ford stays with the 6.2L engine for a long time so that there is stability in the aftermarket upgrades.

 

I just hope all these new ideas/technology like EcoBoost doesn't lead itself to mega repair bills. We will definitely see what happens with the incredible amount of EcoBoost F-150's out there.

 

I really dont see Ford using an ecoboost 6.2L. I would think it will be a smaller displacement 5.0L maybe in the Heavy Duty truck lines. My 2 cents. Also note the only gas powered engine in the RV market Class A and Class C motor homes is the 2v V10 and 3v V10. They just need to put the 6 speed trans behind it and dump the 5 speed... again 2 cents.

 

I agree. I don't forsee the 6.2l being around long period or being put into higher GVWR applications than the 350. The EB 3.5l and the NA 5.0l cover the 150 well and an EB 5.0l would work well in the SD along with the PSD. The upcoming mpg regs is going to throw a wrench in large displacement NA engines for LD trucks. I think you will see the 6.8l 2V and 3V for a little while yet in the F53 chassis, med duty and generator applications.

 

Hi Guy's,

Just been reading this interesting thread.
I've been considering a 3V V10 for installation into my '04 Pursuit ute(aussie falcon ute) which has a DOHC 5.4.
I've measured up a 2V V10 I found locally(off a gen set) and it will fit quite easily. Then I saw the 6.2 became available and found some test engines for sale on car-part.com for $2k. From what I've been able to find out so far, the V8 is actually slightly heavier than the V10 and also a little bit longer due to it's bore spacing and isn't very low either(not that a V10 is).
I notice the 3V V10 did not use VCT which we had here on 5.4 3V base/luxury model Falcons.
I wonder if the VCT system is adaptable to the V10 and what it would mean for torque/hp figures? Obviously would need enough drivers in the PCM to control it which may spell the end of the idea before we start.

Cheers,
Pete.

 

I'm gonna throw my opinion in the mix here. I can remember when the V10 came out, all the 460 die hards were going on and on about how it would never perform. Now, all the V10 die hards are saying the 6.2 will never perform. I can agree with each perspective on this one. My family had 460s in their trucks, until they switched to diesels about a decade ago. The 460s pulled good, got 7-8 mpg, ran relatively cool, with very few to no problems over 150k miles that they'd keep em. I never saw any of those trucks, either 3.55 or 4.10 geared, spin over 3500 going up to the Eisenhower Tunnel, while maintaing 45 mph, with approx 8k lbs in tow. My 00 2v V10, with 3.73s, would maintain 45 mph no problem, but would like to spin more than 4k to keep it going. Apples to oranges, I know. The 460 wasn't built for huge rpm, it was built for brute low end torque. The V10, was built for emissions and economy improvements, over the 460. Smaller displacement, plus overhead cam, meant it liked to spin a little more. The new 6.2, giving up even more displacement, means it needs to spin even more, simply to make the power. Yea, it makes more power, but at higher rpm. The power band on these motors have moved up over the years. It's a product of trying to get better fuel economy when unladen by going with less displacement, but still needing to make the power to keep things moving loaded. Plain and simple, HP=Torque x RPM/5252 is where it's at.

I'm not calling any of these motors weak. I'd probably love a 6.2 if I could afford one. I loved my V10. I loved the old 460s too. It's all in how they deliver the power tho. I like the brute low end, not the high rpm power.

 

Not that 1 truck sell will make or break Ford, but I hope there are Ford engineers on here that read these posts.

If Ford will ecoboost the 6.2 liter (single or twin turbo) in the F250, I will go by the first one they make. They wouldn't need a bigger motor.

If not, I will keep driving my 2001 V-10.

 

I would think a VVT/VCT system would help in the power department, at least help to enhance the HP and TQ curves at least. Ford uses a variable volume intake on the 3V 6.8l.

The 6.2l performs especially backed with the new 6speed with steeper gears. We have proof now to back it up Some still prefer a more V10 or 460 esque powerband like you said.

An EB 5.0l would be more than enough for a SD, especially if you match it with the proper transmission and diff gear ratios.

 

VVT will not work on the V-10's. Remember the right cam drives the balance shaft. Advance the cam and you would throw the balance shaft off.

 

Will the 6.8 replace the diesel engine? I had a 7.3 it was a great motor. I went shopping for a new rig and test drove the 6.2 several times and just could not see my self towing 8-10k lbs. I then took out the 6.7 yes it's all that but the price tag was way outta my league.
I spotted a 2009 6.8 went for a drive and the rest is history, It's in my drive way. IMHO the 6.8 is a much better work horse.


2012 Ford F-650 with 6.8-liter V-10 Gas Engine - YouTube

 

The 6.2L Boss is at the same point in it's development cycle that the V10 Triton was in the late 90's/early 2000's. We still have some time yet before we see what it is truly capable of.

I have no doubt we'll see some form of Boss architecture replacing the Triton V10 in the F450/F550/F650/F53/F59/etc. More than likely, I'd expect something in the 6.6L-7.0L range (which the Boss is easily capable of by design).

The other thing they might do is an Ecoboost version of the 6.2L for those heavier class applications. However, I really doubt it. It would cost them a lot in development for relatively few vehicles sold and subsequently would do little to help their CAFE rating (unlike the Ecoboost in the F150, which sells in huge numbers). With that in mind, I would really be shocked if they went for it, versus just going with an increase in displacement and some other tweaks.