Anyone heard anything on a smaller version of the 6.2? It's all over the Mustang boards, new 5.0 coming out for the 'Stang and F150. 400HP/tq in the Mustang, which is what I've been hearing for the 6.2. I would think if they can make that much power out of the 5.0, the 6.2 should be even stronger. I can't see the only difference being the torque curve, making close to the same power. Gonna be pretty exciting! Can't wait to see how it all turns out.

 

There are lots of pushrod 5.0 Mustangs around making 400 hp/TQ but the powerband is well up the tach.. 3000+ rpm. I'm sure a modern 5.0 will improve on that TQ curve somewhat but it still won't match what a larger displacement motor produces. For comparison the old 5.0 and 5.8 truck motors made almost the exact same peak HP but the 5.8 was considerably stronger below 3000rpm... something that doesn't show up on the spec sheet. I am also looking forward to the release of the new 5.0.. it's about time the Stang got a worthy naturally aspirated motor, but im not convinced it will make a good truck motor.

 

Production Job 1 is set for the first week of December 2009 at Essex Engine the first engines will be for Mustang but as the line ramps up thru the month the production of the truck version will begin. The 5.0 for the Mustang will probably be introduced at SEMA show in November.

 

Nope, bigger version of the 4.6.

 

Personally i believe the 5.0 will replace the 4.6, and the 6.2 will replace the 5.4. Can you imagine a 6.2 GT500, probably going to be a GT650 or something now.

 

I think the 5.0 (and 3.5 EcoBoost) replaces the 4.6/5.4, and the 6.2 replaces the V10 and fills the shoes the old 5.4 2V S/C engine did in the pre-'04 F150s.

The GT500 will likely get a boosted version of the 5.0 instead of the 6.2.

Unless Ford comes up with a set of 4V cylinder heads for the 6.2, it won't be a viable replacement for the 5.4 4V S/C which already makes 540 HP in the GT500, and 550+ HP next year.

 

The new 5.0 is based on the new 6.2 engine. The 5.0 is a 4V, and the 6.2 is a 2V. The 5.0 replaces the 4.6, the 6.2 replaces the 5.4. The V10's replacement hasn't been announced yet. I suspect 7.0-7.5 liters, since they have already built both displacements. They only have so many V10's built, and they are not building more. They may only have enough V10's for 1-2 years of production of cab/chassis models left. Hopefully they do not eliminate gas engines in the 450/550 all together.

 

I thought the 5.0 and 6.2 are very different engines. Actually, I thought the new 5.0 is more closely related to the Jag engine (even though the parts are not interchangeable).

 

Not even remotely related. The 5.0 is based on the 4.6 Modular, the 6.2 is based on nothing.

Nope

 

The Coyote is not related to the AJV8 in the least, the Coyote is a Modular. A bored and stroked 4.6 to be precise (same deck height, same bore spacing, same bell-housing bolt pattern, same rod and main journal diameters, same connecting rod length, same head bolt pattern, it even goes down the same line and uses existing Modular tooling at Essex).

The Coyote is to the 4.6 4V what the gen IV LS2/LS3 is to the gen III LS1: a slight bore and stroke increase and a whole new H/C/I setup, the Coyote just got TiVCT instead of variable displacement. Think of the Coyote as a gen II Modular.

The Coyote is not a Boss 6.2 derivative, it is not a V8 version of the 3.5 Cyclone, it shares nothing - not a single dimension or part - with the Jaguar AJV8. The Coyote is a Mod Motor, period.

 

Thanks for correcting me with something that I already said. I just meant the technology is very similar, actually the bore and stroke are very similar too. Just that Ford built the Jag motor on its predecessor (the 4.2), and Ford built the Coyote on the Ford predecessor - the 4.6. I think the end result is quite similar.

 

Well, you said you thought the new 5.0 is more closely related to the Jag 5.0, when in fact it is a direct descendant of the 4.6 Modular.

The 5.0L AJ pales in comparison to the new Ford 5.0L Coyote/Modular, making 27 less HP and 10 lb.-ft. less torque from nearly the same displacement in spite of having half of a point more compression, GDI, and variable intake camshaft specs. They Coyote has none of those power enhancing tricks, and yet manages to do more with less. That tells me the Ford top end is flowing WAY better than the Jag's.

The JAG is also using DAMBs while the Ford is using a compact version of the Modular's RFFs.

 

I know they would never do it, but I would love one of these in a standard cab Ranger before they kill it.

 

Sorry, but can you elaborate on those acronyms? GDI? DAMB? RFF? I have no idea what they are.

Also, the Coyote engine uses the TiVCT; isn't that like Jaguar's variable intake camshaft, but more advanced since it's also varying timing on exhaust cams as well?

 

I am going to say yes. It has more pulling power too.