Bruce - the rev limit on the 6.2L is 6000rpm. Peak power is at 5500rpm and peak torque is at 4250rpm.

 

Bill - you asked why the Triton name is being dropped.

I don't know. Sorry.

 

Redford - there is an oil cooler fitted standard to all 6.2L engines. The oil change intervals are unaffected by the piston squirters.

You also asked about the intake manifold. It is a composite manifold (plastic) but there is no integrated water crossover like the earlier Modular engines (it is completely isolated from the coolant circuit). The design and construction of the manifolds has come a long way since then, and you'll have no issues. There is a significant advantage of plastic manifolds, over aluminum manifolds, other than just weight. The plastic manifold results in much less heat transfer (underhood heat) to the intake charge, allowing us to run more spark advance without knocking, improving torque.

 

Tom - thanks for your comments and a great summary of what the 6.2L is about, and what we've tried to give customers.

I don't take any one of the comments on here personally. I think it's fantastic to get this feedback from such a passionate and knowledgeable group of Ford Superduty owners. You guys all know what you want from your truck. Answering your questions and reading you comments has been a great experience for me.

The modular engine responded very well to the added 3rd valve, because the bore was very narrow and the intake valve area on the 5.4 2V was relatively small.

The 6.2 2V has a much larger 102mm bore (mod is 90mm) and we can fit a 52mm diameter intake valve in.

The 5.4 3V is delivering 57 horsepower per liter. The 6.2L will deliver over 60 horsepower per liter with it's 2V configuration.

Could be deliver more with a 3V or 4V? Yes.

 

The following site has lots of interesting info on the new 2011 Superduty.

2011 FORD F-SERIES SUPER DUTY | Ford Motor Company Newsroom

 

Will the 6.2 still specify SM 5w20 semi synthetic or are there new oil specs on the horizon. Just curious.

 

ah ha! 372 horsepower minimum

 

Are these the correct gear ratios for the new automatic?


2011 Ford SuperDuty – 6-speed AT

1 - 3.974
2 - 2.318
3 - 1.516
4 - 1.149
5 - 0.858
6 - 0.674

 

Mike, is the inline six architecture history?

 

Mike, can you detail the proper procedure for flushing the ATF in the new 6-speed Torqshift transmission? I assume that the converter doesn't have a drain plug like the current 5-speed Torqshift transmission. Also, I assume that the ATF has to be above 165 degrees to open the valve allowing ATF to flow from the converter.

The reason that I'm asking is because no one can tell me the proper procedure for a 100% ATF flush with the current 5-speed Torqshift transmission. I'm hoping that Ford addressed this issue with the new 6-speed Torqshift transmission...

 

so my observation thus far based on given info and speculation,
is that those of us who have relied on our SD trucks equipped with the
v10 for seriuos hauling/ towing, are likely better off with our current
powertrain configs, unless we opt to go diesel-- which most of us will not
as we have choosen gas power for a reason in the 1st place.

not sure if its the case, but its sad to see ford chase gm's bogus high revving gas
truck motors that are useless for us who need to tow/hual- i own a new gmc with the
gas 6.0 and its a joke of a truck , would be better suited as a fun car motor

i would also like to see a TQ graph for this new motor

ditto
thanks Mike for your time and info!

 

And during the trip did the 6.2 got better fuel mileage than the V10?

Will the 6.2 have 90% of its peak torque at 1K RPMs like the V10 and 5.4 have?

 

I think i speak for the majority of V10 lovers and owners, DON'T DUE AWAY WITH THE 6.8L V10!!!!! ONE OF THE TOP HORSES THAT HELPED PULL YOU TO THE TOP OF THE HILL AND NOW YOU PLAN ON SHOOTING IT!! YOU CAN'T TELL ME THAT YOU CAN'T TINKER WITH THE V10 A LITTLE AND EASILY GET MORE HORSEPOWER AND TORQUE OUT OF IT THAN ANY OTHER GAS MOTOR OUT THERE CURRENTLY, YOU'VE GOT TWO MORE CYLINDERS OF POWER TO BEGAN WITH THAN THE OTHERS! I truely believe you guys are headed in the right direction, but I think its a mistake to due away with the 6.8L, and i know its still offered in the 450 and 550. One of the things i've noticed about ford throughout the years is that they listen to there consumers, and i think alot of us that don't want to spend another $6-$10,000 for the diesel prefer the big gaser and its monster torque! OK, I'll get off my soapbox now. I just had to add my two cents for what little its worth! And once again thank you mike for listening!

 

Is it the cost of the extra two cylinders that has brought about a V8 replacement? And is it really worth giving up two power strokes per revolution?

Also, is the rpm on the new motor electronically limited? Or is it having only two valves? Why not have 7,000 rpm motor?

 

I don't know about the other V10 owners, but you speak for me when you say that!