I don't think the 6.2 will get the new 10 speed transmission....But I could be wrong.

 

I did the math on what I average pulling in a year and the extra cost didn't make sense to me. All in all for 1 year of pulling my fifth wheel and my kids high school band trailer was less than 40 hours in a year. The other time it is just a schoolbus for my kids, less than 10 miles to and from with getting to work involved. I could see having some serious trouble in the future with the new diesels.

 

We went with the 6.2 for our farm truck for similar reasons.

-Cheaper to buy, cheaper to maintain.
-Hopefully cheaper repairs and better longevity.
-Gasoline tends to be cheaper than diesel.

It has preformed great on the farm. It runs with a 6.4 powerstroke, and even though it's less on power, it keeps up just fine. They both pull 16k trailers, or haul hay and feed on their beds that's about 5K
The mileage is the same loaded(7-8) and empty(9-11) between the two. F-350 DW cab and chassis weighting about 9K empty (including the 2K flatbeds.)

I will bring up the resale argument. When we purchased a 6.0 back in 2005, and our 6.4 in 2010, we got the story on how you will get all the extra money spent on the diesel back in resale. Well, that didn't happen on the 6.0, and I'm sure it won't on the 6.4 when it's time to trade it since hardly anyone wants one. Now I know the 6.7 is a great engine, and the resale is strong, but you can buy a lot of gasoline for the 10K you spend for the upgrade.

I personally drive a 6.7, but if I traded, I would get a 6.2. The power is great, but i don't have to have it.

For the farm, we'll give the 7.3 a hard look. Just a little extra power in the hills and pastures would be nice.

 

"All three engines will be paired with a new 10-speed TorqShift transmission that is a heavy-duty incarnation of the new transmission architecture already available in the Mustang and F-150."

From: https://www.motortrend.com/cars/ford...t-look-review/

Caveat:: Motortrend is not the final word from Ford - time will tell if it is correct.

 

All good feedback! It's interesting to hear how people use these trucks with the 6.2.

With the new hp/torque released in 2017 and a potential 10 speed in the near future, I'm guessing the 6.2 will stick around a while longer and return even better towing and MPG.

Thanks.

 

Ok 6.7L owner here and i'll bite on this issue...

I had a 2018 F350 with the 6.2L. Towing a 5000lb camper from IA to CO. I had a viscous headwind most of the way and averaged in the 5's for mpg. Every hill the tranny was in and out of gears so I was forced to manual shift. I'm sure that contributed to the bad mpg's but I couldn't take it any longer. A week after getting back I traded in for the 6.7L. To each their own but the 6.2L just didn't have enough oomph for me. I also tow through the CO mountains a lot and cant stand turning 5K plus on the climbs. Having said that, I am very excited about the 7.3L. As much as I like the PS diesel, I too hate all the emissions junk and related issues. My currents thought is to keep this 19' for a few years and possibly go back to the gasser if the 10 speed tranny and 7.3L combo work out good. I'll be watching to see what kind of issues arise from the 2020 model year.

 

For a 5000 lb trailer I'm wondering if something was wrong with your 6.2?
But yes, it does need to turn higher rpm's. It was like that with the v10, and still like that that with the 6.2. I bet it will still be like that with the 7.3
No way in hell I would ever buy a diesel for 'just' towing a 5K trailer.

 

Even pulling the 5k camper up I-70 I had to manual shift just to keep 65 mph turning 5300 rpm's. I know the 6.2 is made to work at those RPM's but It was a bit much for me. Again, to each their own. Towing regularly at altitude is the majority of what I do. If I was a flat lander I would probably no issues with the gasser. There is a lot I like about the simplicity of the gas engine and I hope the 7.3 is the answer. I have been considering a 12k fifth wheel so that was one of the reasons that I considered when I bought this. I could't have imagined towing a loaded 13k up I-70 with the 6.2L.

 

The rpm's is nothing to worry about. I tow over Wolff Creek which is considered one of the most challenging passes in the US. I've towed a heavy flatbed with tractor on it behind my V10 and it was howling in 1st gear, throttle all the way down. Nothing went wrong. I monitored coolant, trans temp and a bunch of other stuff. No issues.
Haven't pushed the 6.2 to the limits but it's even more robust.

 

I traded a 2016 6.7 f250 for this 17 f250 6.2. I will agree on the interstate the diesel is nice. It just chugs. I am rarely on the interstate with a load. If I am it is a 8,000 - 9,000 lb loaded travel trailer. In manual mode the 6.2 does fine. Not diesel but acceptable. Around here hauling farm loads around 40 mph the 6.2 does very well. I was always afraid of emissions trouble with the diesel. Always worries about idling too much and fuel dilution. I am glad I made the trade.

 

The biggest factor against a diesel for me is the emissions system - it is a big reason behind the $9K upcharge and also the major risk factor for VERY expensive repairs due to bad fuel or failed emission components. I am all for clean air but the DEF/DPF stuff is far more problematic than a catalytic converter on a gas engine.

The common complaint about towing with a gas engine is the high rpm needed. I look at it this way: in a 3000 mile camping trip through the mountains the engine spends less than 30 miles at 4 to 5K RPM. That is 1% of the miles. For arguments sake, let's just say that the engine is experiencing 10 times the wear at 5K than at 2.5K; this is equivalent to an additional 300 miles at 2.5K RPM - just not significant enough to matter in my opinion.

 

Oh boy . . . more drama . . . .

 

I have a F-250 6.2l and drive I-70 in Colorado with a truck camper. I don't need a diesel truck to tow heavy loads and my 6.2l truck does just fine with what I carry. Diesels perform well but cost a lot of money to maintain and it just isn't worth it to me.

 

My reasoning was: I drive around 20k miles per year much of it unloaded. I wanted the stability and heavier components for when I did haul/tow. My loads are mostly 10k or under. For those reasons I chose gas and more importantly the relatively cheap reliability the Ford 6.2 brought to the table. As I’ve reported before, with my kind of use the gas actually costs me less in fuel/maintenance than my last diesel.

 

My last SuperDuty was a diesel. I towed close to 10K often during the summer months. I think it was a $3,300 option in 2002. I calculated it to death and the break even point was 100,000 miles on the truck. Today with the price of the diesel almost $9,500 the break even point will most likely NEVER be reached unless the owner is towing loads heavier than 10,000 on a daily basis.