Pinky, the 6.2L will have more power than the 6.8L V10. If you really meant torque then, I covered the comparison earlier.
Our goal is to provide very competitive gas and diesel engines for our customers so they buy Ford trucks. If we took away a gas powertrain offering to hopefully sell more diesel engines, the "gas only" customer base may go to one of our competitors. We are very confident that our combination of the new 6.2L with the 6R140 transmission will more than meet the needs of our gas F250 and F350 customer who have previously favored the V10. The fuel economy improvement over the V10 will also be a big positive for those customers.

 

JKBrad - we are hoping to sell more Diesel and Gasoline Truck period. Both are significantly improved.
With regards to tuning, we endeavor to make the trucks as comfortable as possible for light duty use, without compromising on capability.

 

Mike - yes you can use manual select, and lock out 6, 5, 4, 3 and 2 if you want, in tow haul.

 

Suzuki0702 - 10 years after last job.

 

I am excited about more HP in the upper rpm ranges as compared to the 6.8 V10. This will allow me to tow up hills better than the v10, particularly with the 6speed transmission. My buddy had a '00 F350 with the V10 and it lacked HP for hill climbing, particulary with the gappy 4 speed aut. Yes, the low rpm hp (torque) was nice, but his V10 just didn't pull the heavy trailers well up the steep grades at high elevation.

Mike, many of us widely vary the tire pressures depending on load conditions, when I run empty, I run the rear tire pressure down around 45-55 psi to match the tire loads, and run them up when heavily loaded. It appears the new TPMS presents a problem for those of us that routinely tune our tire pressures to match loads. Will there be a way to accomodate us?

 

Buckholz - all I can do is recommend you follow the owner manual guidelines on tire pressures.

 

I apologize if I missed this in the past, but what kind of mileage gains do you expect with the newer engine. I realize there is more to the equation than just the engine, but is there a more specific range (i.e., 10 - 15%) for the new engine? One of my thoughts, right or wrong, is based on the size of the engine the mileage gains might not be realized once it's in the truck (seems the 5.4L would be more efficient than the 6.8L, but real world it appears the efficiency was almost negligent because the 5.4L was "struggling" more than the 6.8L when in such a heavy truck, and especially under load).

One thing I would say, and I may be in the minority, but fuel economy is not the most important decision in purchasing a Super Duty (F250/F350). I would more appreciate an engine with a bump in torque and a 10% loss in mileage (i.e., if the new engine were a 15mpg engine and it ended up with 13.5mpg with a 10% bump in torque I'd definitely take the loss in mileage). I hope that makes sense, and I realize it's not a question, just customer feedback relative to how I buy a truck (mileage is less important to me, to a point).

 

Ace - versus 5.4, you will get a bump in mileage and in torque. Can't give you a specific, because everyone's usage characteristics are different.

 

Thanks, and I realize that. I didn't know if (not in the truck) you saw a percentage increase in efficiency that "should" equate to mileage, i.e., 6.2L is 15% more "efficient" than the 6.8L overall. I probably shouldn't even have said mileage because what I meant was overall (obviously it'd differ between trucks, options, etc.). Any efficiency comparisons that can be made, more specific.

 

Mike, just like everyone else, many many thanks for spending some time with us on here.

As you can probably tell by now, many of us on here are concerned about the loss of our beloved V10. We discuss specs a lot, but your above quote is great glimpse into the "real-world" performance of the 6.2l.

My question is this: Do you have any personal experience towing with the V10 in a similar configuration/test setting as the Denver/Utah test above? And if so, can you share your opinion on any differences/comparisons you may have noticed between the two?

 

Mike - v8FORD

Will there be the gcvw ratings for the 6.2 l in the F-350's SRW 4x4s ?

 

Ace - efficiency wise (brake specific fuel consumption, a metric that compares fuel efficiency and normalizes engine displacement for comparitive purposes) the 5.4 3V and 6.2 2V are about the same. The 6.8 3V is about 5% worse due to no VCT and 0.6 lower CR.

The powertrain match (engine displacement, gear ratios, available torque, road load horsepower etc) has a big impact on the final customer fuel economy.

 

Exactly the information I was looking for, thank you! It explains why many report better mileage with a V10 when towing and the V8 gets better empty.

 

Hi Mike, and thanks for participating, Now for my blow..

I had planned on trading in my '05 V-10 F-350 4x4, manual hubs with 4:30 gears in the model year of 2011. I have really liked the V-10 motors, my first was a '99 F-250 V10, manual everything and 4:30 gears, and that pick-up-motor-gearing has been a tremendous asset to my farming business. Fuel mileage is not a concern. Reliability, ease of service (nothing but change oil), and pulling power are. I pull 2-Anhydrous Ammonia tanks weighing 2.5T ea in spring and fall and love the standard tranny where I can lock in 3rd gear and just torque pull the hills at 35 MPH with that massive V-10. Needless to say I am VERY DISAPPOINTED to hear that ford is dropping the V-10, and dropping manual transmissions, and I suppose dropping manual transfere case with manual hubs too. And you recommemnd 3.73 gears for pulling with the new V-8??? Man o Man, WHAT A SHAME! Too bad you didn't test that v-8 out in farm country....I will now shop with chebby since you guys no longer offer the torque monster, and basically have taken a step backwards to meet competition rather than continuing to offer something bigger and better to beat it!
Mark

 

Hi Mark, thanks for your input.
I just want to set the record straight in that I recommended the 3.73 gear for someone pulling a 7k travel trailer. I think your case would call for the 4.30 gear certainly.
You can lock the 6R140 trans in any gear from 1st through 6th, and shift it manually.
Drive the 6.2L for yourself and then decide.