Very interested in the outcome of this. The user in question hasn't been back to FTE since March, but I'm going to tag them anyway: @Fleetguy48138

From what it looked like, the seal on the chain tensioner was bad, causing low oiling to the valve train when idling for long periods of time.

 

Holy buckets!!! Thats quite a drop in power!!!

That's 20hp less than our 2004 with the same torque.
Not much better than the pre PI ratings....

Wonder how those work in the big trucks?

 

I think it's the same engine, but the ratings are at lower RPM.

 

I was thinking the same thing, as the 6.2L engine in chassis/cabs is rated at lower RPM in the same manner. Don't know though, as I can't see why peak torque would be so much lower.

 

I'm comparing chassis cab published HP/TQ numbers between 2016/2017. Maybe Ford has a huge misprint?

For 2017 chassis power numbers the 6.2 has the highest HP, more then the 6.7 Diesel.

https://www.google.com/url?sa=t&rct=...36593572,d.cGc

 

New Tier 3 Emissions requirements that were signed into law back in 2014, and are being phased in beginning with model year 2017, through and until 2024, is more than likely a factor in horsepower changes.

The incomplete vehicles over 10K GVWR to 14K GVWR, and the complete and incomplete medium duty vehicles over 14K GVWR up to heavy duty vehicle classifications, are all being reined in from the exemptions they formerly enjoyed due to their weight class.

The credits that vehicle manufacturers may have accumulated through other efficient vehicles they may offer are being phased out. 2017 is a transition year. Between 2018 and 2025, these credits and exemptions sunset.

There are various "certification bins" that engines can be classified in. There are also limitations on the percentage of engines within a given engine family, under a given certification bin, that can emit or evaporate an established level of pollutant. It is all quite complicated and makes my head spin every time I scratch the surface.

The point is however, that 2017 is the first year of mandatory compliance with new regulations that gelled in 2012 and became law in 2014. And 2017 is just a transitional phase in year, with more changes to come over the next 7 years.

It is more likely that Ford recalibrated the V10 based on the number of units Ford projected to sell between the F-450/550, the F53/59, and the F650/750... each different weight classes using the same engine. An enormous amount of red tape and rules must be waded through to get these engines either dyno or chassis certified, as the case may be.

I am not in a position to know, so I'm just guessing here, but these laws no doubt influence HP and TQ ratings far more than whatever the competition is offering.

 

Great points, Y2KW57, makes one wonder if Ford went through all the trouble of certifying the V10 for the new emissions rules, they intend to keep producing the V10 for a while longer.

Or, giving another theory on the reduced HP/TQ numbers, if that's what's it rated using NG or Propane.

 

I know the bigger trucks all have their motors de-rated when compared to the F250/350 trucks. Also, I'm seeing more and more company trucks running gas motors. The diesels are losing ground in that market.

 

Curious if the new emission standards are more stringent than they were in the 250/350 when the v10 was in production for those trucks.

It is just amazing that they are rated so low. Did they go back to the 2v in the big trucks?

 

Looks like the 650/750 V10's are rated at 320/460...........?

 

So, if I understand correctly, it only affects V10s that do their work at idle?

 

Also seems to only effect the 3V version of the engine, which came out in 2005.

I have not heard of the same failures on the 2V 1999-2004 engines (correct me if I'm wrong?)


The V10 was never de-rated before in the F-450/550 so idk...

 

Oops, forgot about the 3V thing, thanks.....

 

They did not drop the output on the v10, they just rate it at a lower rpm now.

https://www.ford-trucks.com/forums/1448110-why-did-the-v10-hp-and-tq-drop.html

 

This cannot be just a matter of the engine being rated at different rpm. When power was listed as 362 hp at 4750 rpm, the engine was making 400 lb-ft of torque at that rpm. With the new rating of 288 hp at 4000, the engine would be making only 378 lb-ft of torque. There is no way the engine would have dropped from 457 @ 3750 (old torque peak) to 378 @ 4000 (new power peak), then increase back to 400 (old power peak). Unless it is a CNG rating like Krewat mentioned, or Ford just messed up the specs (multiple places), I think they have cut the V10's output.