Ian - just a single cam per head, and therefore dependant phasing of the cams (intake and exhaust valve events are advanced or redarded at the same time by the same amount).

 

Mike, thanks for taking the time to answer all of our questions so quickly!

Not sure if you can answer this or not, but at any time was direct injection considered for this engine? The way I understand it, direct injection allows for higher compression ratios which would improve efficiency. Is this something we're gonna see on the 2011 SD?

 

Tom - the real value of DI is realized when it is coupled to boosted applications, in order to raise compression ratios to around 10:1. The boosting allows downsizing the engine, which also improves fuel economy, so it's a very compatible set of technologies.
DI just by itself will give anywhere between 1% and 2% increase in fuel economy through compression ratio increase, which is a very small benefit given the significant cost of a DI fuel systems.

 

Hi Mike
A big THANK YOU! for taking the time to post and share with us.
We are looking forward to our new SD 6.2L once it arrives..

Questions:

How much does the new 6spd transmission come into play in the economy increases the 6.2L provides? Is it a major part for the increases?

Are the 6.2L tow ratings similar to the 6.8L?



thanks
Mike

 

Can you elaborate on the 6.2l ignition sytem? From the pictures I saw it looks like the COP setup was abandoned on the 6.2l in favor of a more traditional plug wire setup.

The 6.2l will run fine on 87 fuel, correct?

 

Mike - the new 6 speed is an important part of the fuel economy story. There have also been aerodynamic tweeks to the truck to improve gas mileage. All of the little details add up to deliver an improved fuel economy story.
The towing numbers are not yet released, but Ford have already said they will be best in class.

 

DKF - the ignition system has a conventional coil on plug for the intake side spark plug and a plug wire from the COP to the exhaust side plug. Both plugs fire at the same time from the same coil.
The engine runs just fine on regular, premium, E85, or any combination.
Mike.

 

why isn't the V10 available for the 2010 F450 but it is for the 2011 model?

 

I have the same question as well. plus If the new 6.8L is capable of replacing the V10 why not just offer that in the F450?

 

Don't confuse the F-450 (with the bed) with the F-450 Chassis Cab.

 

I should have said that V10 is in Chassis cab only (no bed), over 14k lbs.
The 6.2L is emission certified to up 14K. Over 14k requires a separate certification and extensive engine modifications.

 

Cooling systems never get much attention from the public. I wonder if you have found new methods to increase cooling efficiency? And, do you have ways of increasing pressure and/or velocity around the traditional "hot spots?"

 

Bruce, using the latest Computer Aided Engineering (CAE) tools - namely Computational fluid dynamics (CFD) - to design the the block and head cooling cores, there are no problem areas. Pressures, velocities and metal temperatures are an outcome of the model. In order to validate the results, the block and heads are extensively thermocoupled and subjected to a thermal survey at extreme operating conditions. We do this to ensure octane tolerance and thermal fatigue resistance, as well as head gasket performance.

 

Mike,
As the gas engine is (typically) purchased by fleet buyers, and according to Adam there have been big improvements with the 6.7 on these 2 areas, what has been done to:

• Reduce cost of ownership over previous engines (less oil/longer change intervals etc.?)
• Easier serviceability (changing plugs for example is a bear on the current V10)

 

Your main competitor (GM) uses DI on their non-boosted 3.6 V6 (Camaro & some other cars) and which has traditional V8 power and superb fuel economy numbers. I was under the impression the Direct Injection was a large part of the allowing egineers to build a powerful engine while actually INCREASING fuel economy . And I read in a great explanation about DI in Hot Rod Magazine several months back, stating that DI is the next big thing and it GREATLY increases fuel economy significantly (like 20%). I know we're talking SDs here, and there is alot of weight to push around.
I'm hoping the pickup manufacturers will apply DI to all of there truck engines.

I have 2001 5.4 CC 4x4 and the power is decent even when towing my 22' TT. I'm looking to buy in about 2 years --> a 2wd ¾-ton. My next truck will be gas engine as I don't think diesel is cost effective for me. And I was leaning towards the 6.0 Chevy until I heard of Ford's 6.2. GM is putting a new chassis under their HD trucks for 2011, so it should make my decision interesting.

Thanks for all of the great info.