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Hmmm... Ford could have saved some money then by retiring the V10.
But instead, Ford chose the 6.8L V10 over the 6.2L for the 2016 and beyond F650 and F750 medium duty trucks. The V10 also remains the power plant in the F53 and F59 stripped chassis, for motorhomes and parcel vans. And, the cutaway E450 (aka E-SuperDuty) continues with the V10. And, the F-450 and F-550 soldiered on with the V10, despite all the F-Series packaging hardware already engineered that would literally make the 6.2L a "shoe in" under the chassis cab's hood.
If Ford's 6.2L outperforms the V10 "at it's best", then why Ford doesn't offer the 6.2L on these heavier duty applications?
Hmmm... Ford could have saved some money then by retiring the V10.
But instead, Ford chose the 6.8L V10 over the 6.2L for the 2016 and beyond F650 and F750 medium duty trucks. The V10 also remains the power plant in the F53 and F59 stripped chassis, for motorhomes and parcel vans. And, the cutaway E450 (aka E-SuperDuty) continues with the V10. And, the F-450 and F-550 soldiered on with the V10, despite all the F-Series packaging hardware already engineered that would literally make the 6.2L a "shoe in" under the chassis cab's hood.
If Ford's 6.2L outperforms the V10 "at it's best", then why Ford doesn't offer the 6.2L on these heavier duty applications?
I can't argue with any of those points. All I know is I put 170K on my V10 and the only problems I had were 2 dead batteries, a speed sensor, and an engine light triggered by a dirty intake because of the K&N filter. That is a pretty good record over a 13 year period.
The 6.2 is a light duty fleet engine, the v10 is Ford's workhorse which has a good history of relibility behind those big heavy trucks. I would take a v10 any day over a 6.2.
I am going to buy a 2016 E350 cut away to replace my 6.7. And then I will be looking for a 08-10 F350 v10 to pull the camper. Still waiting on the dealer to confirm weather its the turbo or not, I guess they didn't get to it today.
Hmmm... Ford could have saved some money then by retiring the V10.
But instead, Ford chose the 6.8L V10 over the 6.2L for the 2016 and beyond F650 and F750 medium duty trucks. The V10 also remains the power plant in the F53 and F59 stripped chassis, for motorhomes and parcel vans. And, the cutaway E450 (aka E-SuperDuty) continues with the V10. And, the F-450 and F-550 soldiered on with the V10, despite all the F-Series packaging hardware already engineered that would literally make the 6.2L a "shoe in" under the chassis cab's hood.
If Ford's 6.2L outperforms the V10 "at it's best", then why Ford doesn't offer the 6.2L on these heavier duty applications?
The medium duty chassis is not what we are talking about here, so that is irrelevant. The 6.2 outperformed the V10 in all tests while also getting better MPG's.
Here's how well the 6.2 towed 10,000# up a 16% hill: Three-Quarter-Ton Gas Trucks Towing 10,000-Pound Trailer
If any test turned our opinion around about Ford’s 6.2-liter V-8, it was the 16 percent grade. We haven’t embraced it like Ford’s old 6.8-liter V-10 because we didn’t think it lived up to that engine’s legacy -- until we put it on this hill.
The 6.2-liter V-8 ran up the hill a full 5 seconds and almost 5 mph faster than its next closest competitor, the Silverado. Its rpm seemed to pick up faster than the Hemi’s or the Vortec’s, and it was so fast that it shifted into second gear during one run, though it lost about 1,000 rpm and immediately downshifted. During the other sprints, the F-250 remained exclusively in first gear to top of the hill approaching near redline. The whole run the F-250 howled like a muscle car, not a three-quarter-ton truck with a combined weight of more than 17,000 pounds.
Here's how well the V10 towed 10,500# up a 15% hill:
Three-Quarter-Ton Gas Pickups 15% Grade W/Trailer Summary
I've owned/driven both V10's and the 6.2, besides the power band differences between them, the 6.2 has an extra gear to work with. It can pull a load faster and more easily then the v10 in any situation tested.
The V10 in the MD line is in a drive line with drastically different ratios that would not work favorably with the 6.2. That's why they run those with the v10.
Here's some stock run numbers from 5star. Which offers a great tune to really open up the 6.2 further past even a tuned v10...
Originally Posted by fordmdb
Put this together back in September. Stock runs ... lots a variables here but fun to look at .... best i could gather up..
thd v10 is still the choice for chassis cab, rv's etc, the difference is torque. Rev out all you want, a v10 cruising at 60mph might shift a gear, while a 6.2 might shift two and scream it's way up. I'd take a v10 over the 6.2.
I have driven both the 6.2 and the 6.8 also. The 6.2 has awesome power above 4500rpms, where the v10 at that rpm is out of breath. However the 6.2 has no midrange torque, it cannot cruise at 65-70 pulling 8000lbs without downshifting and or hunting for the right gear, the slightest incline causes an instant downshift. The v10 can cruise at that speed pulling that weight all day long and stay in 5th, the slightest incline it stays in 5th. If it needs to it can run up the rpm's on those big hills but as soon as you let off, it's in 5th just cruising. I bought my 6.2 on the basis of those Ohio videos and was extremely disappointed when I actually drove the truck. I hated the constant downshifting, the need to rev it up. I want quiet torque.
If Mr Ford came to my door and handed my the keys to a brand new 6.2, I would politely tell him to go away and keep his truck. I would rather have a used 3v v10.
Well it happened again, blew another turbo on the way home tonight. I have just over 40000 miles, this truck has been the most unreliable vehicle I have ever owned, and I had a 06 6liter. This will be the third time on the rollback. There were two other times it broke that were for low pressure fuel pumps and I was able to limp it home both times and fix it myself. So 5 breakdowns total. I think I am done with this truck. Not sure yet if I want another Diesel or just go back to the gas trucks, I guess I will get this thing fixed first and see what happens.
Which Turbocharger does your 6.7L have? The GT32 or GT37? The Single Sequential Turbo that was replaced by the GT37 was problematic.
There is only one turbo I the 11-14 trucks, the crappy one.
Nope, there are two different turbos in the 11-14 trucks, and this especially relates to duallys. The F350/450/550 chassis cabs had one type of turbo, and the F250/350/450 pickups had the other type of turbo. Using your description, would that be called the crappy one, and the one that's crappier?
I'm curious on how people run these larger tires on the stock dually wheels. Say a 35" x 12.5". The dually wheels are only 6.5-7" wide and many wider tires recommend a 8"-9" wheel. The tires seem much more "stuffed into the wheel". I'm assuming this would be problematic when loading the vehicle to its carrying capacity? Easier to bust a tire of the wheel?
05-20-2016, 06:37 PM
</td> <td colspan="2" align="center" valign="bottom">2007 Dodge Ram 2500 Quad Cab 5.7-L V8 4x4 SRW 5-speed auto 3.73 </td> <td colspan="2" align="center" valign="bottom">2008 Ford F-250 Super Duty Crew Cab 6.8-L V10 4x4 SRW 5-speed auto 4.30</td> <td colspan="2" align="center" valign="bottom">2007 GMC Sierra 2500 Crew Cab 6.0-L V8 4x4 SRW 6-speed auto 3.73 </td> </tr> <tr> <td bgcolor="#f9f9f9" height="30">Cumulative</td> <td align="center" bgcolor="#eceeff" width="60" height="30">Time
