Not sure if anyone has seen this yet. However this was the only dyno result I could find for the new 6.7:

aFe POWER Dyno Tests and Adds Power to the New 2017 Ford F-250 | aFe POWER

 

Just not sure why these trucks could use more power.

 

looks as promised.

 

Looking forward to seeing the power curves on the 6.2. The increase in torque at a lower rpm is good for getting up to speed, but increasing the rpm for max HP seems to be counter to towing performance on the highway. Hoping that the new 6.2 power curves are flatter so that this won't be an issue.

 

Wow thanks for sharing! Here is my takeaway from this after nerding out on it:

1) All this talk of a fast peak to 925 is a myth.

2) The peak torque is way late. Either they messed up and didn't have it under sufficient load before putting the hammer down (turbo lag) or torque management is active even in 4th gear.

3) Assuming the peak really does come in at 1800, peak torque is held until 2100 RPM with a "real world" peak to about 2250. That's ok, but I've seen murmurings that GM claims the new L5P duramax holds peak torque longer. (1600 - 2500 I think the numbers were.) If that's the case, the L5P will probably out-tow the SD on the Ike gauntlet assuming similar drivetrain losses. However, before we can know that for sure the answer of the late peak torque must be answered. 800ft/lbs to the ground from ~1950 rpm to 2500 is great. (Still not sure on the late peak, so it may have a broader range.)

4) The drivetrain losses are exactly 10% off advertised peak. AFAIK that's pretty darn efficient for an automatic transmission. I would sooner believe the engine is slightly underrated from Ford before I'd believe an automatic drivetrain (especially with the massive axles and driveshaft of this truck) is only losing 10% from crankshaft to ground.... but technology has come a long way and my days of being super into cars making power are far behind me.

5) I'm a nerd.

 

Just for comparison, does anyone know how the 400/800 engines would appear on that chart?

 

Either that dyno is very generous, or Ford has way underrated their new numbers. 20% drivetrain loss (which is still probably low), yields 1000ft-lbs+ at the crank. I'll be curious to see other dynos.

 

i see what appears to be a small correction factor in the bottom right corner....

And in my opinion, chassis dynos are worthess under 2000 rpm, especially for stock tuning

 

We've got confirmation from a number of new owners now that this powertrain goes through a change after a few miles have been put on (maybe 1000 or so?). Improvements in throttle response, mileage, grunt/growl etc have all been reported in other threads. I don't think I'll hang my hat on any numbers until I see one that isn't so fresh out of the womb.

 

I will believe that when I see it. People claimed that the ecoboost was programmed the same way (that it ran rich for xxx miles, etc) and I have had three of them and none ever changed a bit.