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I would be quite surprised if the latest V10 made exactly the same output as before, but Ford chose to advertise a lower-than-maximum number. Why would you? Max numbers sell.
I'm still gong to guess it could be for the same reason I think they haven't developed a more sophisticated gas engine for the Super duty.... https://www.epa.gov/newsreleases/heavydutyaug162016 , emissions and MPG standards.... they basically have to try to force us into a Greener engine..... on big trucks that would be a Diesel.
Ahh, but the competition really has nothing to offer them, and Ford knows that. Despite the much lower HP rating, and the torque drop, the V10 will still be a better workhorse engine in these heavy applications than the GM 6.0L or RAM 6.4L.
Personally, I was hoping for the V10 to be bumped up to 375 and 475, which I think is easily do-able. 324lb-ft is not a lot of torque to move an F-750 around, even with 4.88 gears.
The gap between the chassis cab V10 and Powerstroke is widening considerably with the diesel making 750lb-ft at 2000 RPM; the V10 making 324lb-ft at 3000 RPM.
Yes, my bad, I mis-typed. But even still, 424 is pretty light to move an F-750, yeah?
I dunno...knowing the V10's torque curve I think it would do fine with 30,200 lb GVWR. More is always better, but with proper gearing it should be adequate. The diesel option would definitely be quite an upgrade though!
They wouldn't have put a 2-valve back into the 450/550, would they?
I wouldn't doubt it one bit ....
if only for reliability. I think that's the main reason they kept the 2v motors alive in the E-series. those owners care mostly about reliability and longevity. I can see that being marketable to the 700 series as well.
especially if they were having a rash of failures like in this thread ...
Got to admit I don't really understand what Ford could possibly be doing with the horse power numbers.... the 6.7 starts at 270hp/675torque (really? that's less than the HP V10??) and can option up to 330/725?
Originally Posted by meborder
I wouldn't doubt it one bit ....
if only for reliability. I think that's the main reason they kept the 2v motors alive in the E-series. those owners care mostly about reliability and longevity. I can see that being marketable to the 700 series as well.
especially if they were having a rash of failures like in this thread ...
The rash of failures like in this thread could possibly be explained by the close the build dates.... an is assembly robot error or human sloppiness could very easily cause the same problem in a bunch of engines built in a close time frame. If this was an across-the-board problem I think we'd see whole lot more chatter on this and other sites about this issue..... just my opinion.
And just to talk about something else, from what I've read (not necessarily fact) it kind of sounds like the 3V didn't make it into the E-series more because it didn't fit without extensive modifications?
Edit, not knocking the vans in any way. they are a big working hammer packed into a restricted workspace.
Last edited by twigsV10; Nov 2, 2016 at 11:36 PM.
Reason: Added edit.
The rash of failures like in this thread could possibly be explained by the close the build dates.... an is assembly robot error or human sloppiness could very easily cause the same problem in a bunch of engines built in a close time frame. If this was an across-the-board problem I think we'd see whole lot more chatter on this and other sites about this issue..... just my opinion.
The customer I spoke about in here had failures on F-550's from 2008-2014 so far. Pretty wide spread.
I'll have a '17 550 V10 in my shop here within a month (in transit now) i'll check it out.
Well that's disappointing news, guess I missed that.... hope the pre2008 3V V10s didn't have this problem also. A real oil pressure gauge might be in my future, although I'm not positive it would help .
This week we had a 2013 year model V-10 in our shop with 107,000 miles. The owner complained of ticking sound. We removed the head cover and discovered two seized roller bearings and a scored cam shaft as described in previous replies. It appears this problem was caught before damage to the rest of the engine. We replaced lifters, rocker arms and cam shaft and concern seems to be resolved.
What is interesting is that it appears Ford redesigned the lubrication port on the rocker arm. The old rocker arms (left) had a larger hole that directed oil straight up. The redesigned rocker arm (right) has a smaller hole that directs oil toward the roller bearings. Our guess is that the old design did not allow oil to reach the roller bearings, hence the failures.
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