Someone please explain the reference to a Boss, a 6.2L in a mustang, and any other really useless knowledge concerning the 6.2L.

I just bought a 2014 F250 with the gasser and so far - so good. Only 2300 miles and yet to pull my 5 ton goose neck, but soon.......

I read briefly yesterday an article about the 6.2 being the same block as the 5.4 with different bore and stroke, which doesn't sound right to me.

Again any useless information - pro or con, would be helpful

 

Useless information? Here?

"Boss" was the internal project code name for a gas V8 engine that would replace the V10 in the trucks and potentially find its way into the Mustang platform. The project goal was an engine family that was more efficient and flexible (different displacements) for use in different applications (cars, trucks). The 6.2 was the result. It shares no common major parts with the 5.4 and so far has never made it into the Mustang.

-Joe

 

No disrespect intended, I'm just an engineer and information junkie when it comes to Ford and performance. What most people consider "useless" has real meaning if one ponders it long enough.

Anywho, just read 16 pages of "My 2013 6.2L" - the diary, and gathered no real information except the 6 speed sucks, the 6.2L loves higher RPMs, the transmission sucks, diesel suck more, and a tuner may help the engine but not the transmission. Oh, yea the transmissions sucks.............(J/K, but the OP sure hated his 6 speed).

I'll agree with him in that this is my first experience with an auto 6 speed, and the computer seems to think alot about what it thinks it needs to do about shifting. Mine downshifted from 4th to 2nd last night in tow mode coming down a hill. I just touched the brake and thought I broke it for a second.

Thanks for all the information in the above referenced thread. I really did learn alot.

 

Ford's 4.6L, 5.0L (modern), and 5.4L are all part of the "Modular Family." This means they all have a similar block design with 100mm bore spacing. This is somewhat narrow compared to traditional small blocks, which limits the size of the pistons they can use. Therefore, in order to get larger displacement V8's, they needed to increase the block's deck height and use a longer stroke (connecting rod).

Even with a tall deck and long stroke the modular family is essentially as big as it can get at about 5.8L for a V8. This is why they created the 6.8L V10 by adding two cylinders to the 5.4L V8, because they couldn't make a 6.8L V8 with the modular's block design.

About 10 years ago Ford realized, they really needed the ability to grow in displacement without adding cylinders. GM and Dodge both had V8 engines over 5.7L's and Ford didn't. So they started out designing a completely new engine architecture. This project was initially codenamed "Hurricane" internally, but then was changed to "Boss" after Hurricane Katrina.

The Boss family takes a lot of its design from what Ford learned with the modular family (like being OHC instead of OHV), but it has larger 115mm bore spacing, which allows for a larger bore diameter (and therefore larger pistons). Based on the bore spacing it's essentially a Medium Block engine, like Ford's old 390 or 427. Bigger than a small block, but not quite a big block.

The downside to this is that it's a big heavy engine compared to, say, GM's 6.2L (which is essentially a modernized small block). The upside, is that there is a lot of room for growth with regards to displacement if the need arises. There are guys out there boring and stroking the factory block to create 454ci 850+hp monsters.


All in all, it has proved to very reliable engine so far. Performance wise, it offers more horsepower and torque than Ford's old 5.4L throughout the RPM band, while still offering similar fuel economy. Compared to the 6.8 V10, it's down on torque, but has more horsepower. Due to this it doesn't feel quite as powerful in the seat-of-the-pants. While it will do what 6.8L will (and will actually outperform it in many performance tests), you have to let it rev more to do it. Some people don't mind this, others would rather have more low-end torque.

On a side note, it's worth noting that the 6.2L has 16 spark plugs like the Hemi. Thankfully, Ford no longer has the spark plug issues they had with the 5.4L, but if you don't know there is that many plugs you could be in for quite the shock when it comes time for a plug change.

 

Personally I like the 6 speed but it does have some strange shifting at times but when it's loaded it firms up and gets the job done. Most the time I don't l like the TH mode so I use the manual mode instead.

Denny

 

Let me tell you what I do not like about my 2012 F250. NOTHING

I happen to have the only tranny that Ford stuck in the F 250 that works so well it just gives me the warm and fuzzies.

I do not use towhaul because i have other options.

It is great in the D selection and the M selection so 2 out of 3 is a winner. I do not see a reason why I would ever need TH.

 

The 6.2L's block is very similar to a Mod., but as the earlier poster pointed out, the bore spacing is greater. The heads are completely different than any Mod. engine. The 6.2L was supposed to replace the 5.4L and 6.8L in the Super Duty, be the top engine offered in the F-150, and possibly be a special high performance option in the Mustang. As of yet, the 6.2L has only replaced the 5.4L and has not replaced the V-10 and will not be offered in the Mustang. The 6.2L will be dropped from the next generation F-150 and Raptor as well.

There was some speculation that a larger version of the 6.2L will eventually replace the V-10, but I have not heard anything about that in a long time.

 

"...a tuner may help the engine but not the transmission..."
It does help the engine and the tranny.

 

Oh ya,

Have got almost 500 miles on my 87 economy tune from Mike @ 5 Star and the tranny shifts way more consistent even with the econo tune. Can hardly wait to get the 87 tow in it.

 

This is normal behavior when Tow/Haul is engaged. Excerpt from the manual below. As previously stated, the tuner makes a huge difference with the throttle response and shifts (added power is nice too).

Tow/haul delays upshifts to reduce frequency of transmission shifting.
Tow/haul also provides engine braking in all forward gears when the
transmission is in the D (Overdrive) position; this engine braking will
slow the vehicle and assist the driver in controlling the vehicle when
descending a grade. Depending on driving conditions and load
conditions, the transmission may downshift, slow the vehicle and control
the vehicle speed when descending a hill, without the accelerator pedal
being pressed. The amount of downshift braking provided will vary based
upon the amount the brake pedal is depressed.

 

Was thinking I must be the only one has a F-250 that works great!!

 

No the truck needs to know what speed you want to be at so you need to be in cruse. The same thing happen to me, I'm going down hill and the speed was climbing and I touch the brakes to assist and out of cruse I came and down to second I went.

 

With how much weight behind you?

What you quoted from me in your post is directly from the manual. If yours doesn't work like that, then it may need a trip to the dealer.