I really like my V10 and am convinced it's a better puller. The 6.2L is sweet too and has a righteous sound. This video was interesting as it shows the 6-speed of the 6.2L V8 come more into play around 65-70ish, but the V10 still pulls 5-gear well. Fun stuff...

Remember - the V10 is put into the 450 and 550 for a reason...

both trucks have 4:30 gearing

V10 -
YouTube - VID00062.AVI

6.2L V8 -
Picasa Web Albums - Mike


Some good stuff and the 6.2L looks like it has a healthy future....

 

Holy crap does that 6-speed keep the RPMs in the "sweet spot" ...

 

I love the 6.8 V10 and almost bought a SRW 2009 V-10 F350 this past fall. The one thing that I do not like about the 6.8 is the sound. The v10 just has a wierd 5 cylinder per bank sound that actually sounds worse with an aftermarket exhaust system.

I think that the 6.2 / 6speed may well be the better all around package when you take fuel economy and daily driving with 10k or less trailer in tow.

Great job with the video pagnew very interesting.

 

Sweet, sound great and the video was pretty good.

 

Cool
I counted 16.5 seconds 0-90 for the v10 and 17.5 seconds 0-90 for the 6.2.
Am i off?

 

I see what you see. The V10 is quicker to 90 mph by about 1 sec (17 sec compared to 18 sec). I see it quicker to 60 mph too. How about you?

 

I highly doubt apples to apples truck to truck the V10 would win a 0-60 battle... empty. Loaded right up is another story.

 

Not so much. The only area the 6.2L is at a disadvantage is at low RPMs. Seems that the V10 would get the jump on the 6.2 out of the hole, but once the 6.2 winds out it definitely pulls harder.

So you load these things up to, say, 20,000 lbs and repeat the test, the V10 would still have the advantage out of the hole, but there would be a LONG time afterward for the 6.2 to pull ahead. Remember that once the RPMs come up just once, that 6-speed would keep the 6.2 revving high enough to keep power output above the V10s.

Towing down the highway the V10 would likely have a small advantage, as it would be able to hold higher gears while towing up slight inclines. Not a problem if the 6.2 owner doesn't mine 5,000 RPMs.

 

And another gasser VS smoker thread is born

 

Which smoker? The 6.2L is a gas engine, so is the V10.

 

Torque, Torque, Torque. Nuttin more to say. Load them up to about 20,000 combined and see which one tows better. V10 hands down. Hopefully Ford will get smarter next model year and add some torque to the 6.2 and maybe more gearing for the serious puller. I can't see revving the 6.2 engine on every small grade. This will defeat any mpg advantage of the 6.2
This 6.2 was not designed to replace the pulling power of the V10, period!
Ford sure didn't take care of us heavy haulers who don't want a oil burner.
I guess you could buy a chassis Cab 55o with a V10 and have a custom bed made for it. Seems alot easier the old way, F250/350.
This change was plotted to sell more profit making oil burners, not to please the V10 crowd.

Sprintnut
2000 V10 ---LOVE IT!

 

Ford was smart, but not in the way you might think.

Initially the 3 engine lineup was pretty cut and dry. V-8, V-10 and 7.3L PSD. Pulling a light load, get a V-8. Is your trailer heavier, get a V-10. Is your trailer pretty darn heavy? Get a PSD.

With the introduction of the 6.0L PSD and the more powerful 3V gas engines, the lines of the original offerings blurred a bit. It was possible to outfit a V-10 to pull as well as a PSD, but the PSD still had the advantage of better fuel economy.

The introduction of the 6.4L PSD changed this even further.While it pulls great, fuel mileage dropped due to EPA requirements. Suddenly, the PSD didn't have much of an advantage over the V-10. The V-10 also pulls great. There was no clear advantage to moving to a Power Stroke. The V-10 probably cut into PSD sales.

With the new 2 engine strategy there is a better delineation between the engines. The new gas engine pulls great, but for heavier needs the PSD pulls better.

 

I don't totally agree here. The new 6 speed trans has very similar gear ratios with another OD ratio up top for economy when cruising. Once they're rolling-it's gonna be a really close comparison. The 6R140 actually has the advantage out of the hole with a much steeper 1st gear ratio.

 

Interesting. I didn't know the 6R140's 1st gear was that much shorter.

So I went to Mike's website and compared the dyno sheets he had for both his new 6.2L truck and a 2005 stock V10.

The V10 sheet can be found HERE On this one you have to look at the blue and pink HP lines for the stock runs.

6.2L sheet is HERE. I'm assuming the same dyno was used.


I just compared power output at different RPM points between the two. Here's what I found:

On edit: Can't get it to display right! The RPMs are on the left, V10 numbers in the middle, 6.2 on the right.

RPM V10 6.2L

3,000 120 138
3,250 140 150
3,500 162 162
3,750 182 180
4,000 202 202
4,250 206 212
4,500 212 227
4,750 217 242
5,000 219 248
5,250 N/A 250
5,500 N/A 255
5,750 N/A 258


These were my best guesses on what I could get from the charts. Maybe Mike could double check? The 6.2L runs were very close, and the V10 runs were a bit further apart. I took the higher number off the V10 chart because there was sometimes a ~5 HP difference between them.

 

Wow. With the gearing advantage, perhaps the 6.2L would out tow it too.

(As the room goes HUSH and the cult of the V10 plans their next attack!)