6.2 gas???

[fredo8802]

Can anyone tell me about the new 6.2? I'm thinking of getting one!

 

[UNRULEE]

The hp numbers look good on paper, that's all I know. Personally I'd never buy a gasser Super Duty, but to each their own.

 

[blacksnapon]

Just what do you need?

General Specifications

Item Specification
Engine
Displacement 6.2L (379 CID)
Number of cylinders 8
Bore 102 mm (4.015 in)
Stroke 95 mm (3.74 in)
Firing order 1-5-4-8-6-3-7-2
Spark plug CYFS-12FP
Spark plug gap 1.12 mm (0.044 in)
Minimum oil pressure at idle (engine at normal operating temperature) 55 kPa (8 psi)
Oil pressure at 2,000 rpm (engine at normal operating temperature) —
Compression ratio 9.8:1
Engine weight (without accessory drive components and with flexplate) 263 kg (580 lb)
Engine weight (without accessory drive components and with flywheel) 269 kg (592 lb)
Cylinder Head and Valve Train
Combustion chamber volume 48.1-51.1 cc (2.94-3.12 cu in)
Valve arrangement (front to rear) — LH E-I-E-I-E-I-E-I
Valve arrangement (front to rear) — RH E-I-E-I-E-I-E-I
Rocker arm ratio — exhaust —
Rocker arm ratio — intake —
Valve guide bore diameter 7.953-7.975 mm (0.3131-0.3139 in)
Valve stem diameter — intake 7.933-7.953 mm (0.3123-0.3131 in)
Valve stem diameter — exhaust 7.921-7.942 mm (0.3118-0.3126 in)
Valve stem-to-guide clearance — intake 0.022-0.072 mm (0.0008-0.0028 in)
Valve stem-to-guide clearance — exhaust 0.034-0.084 mm (0.0013-0.0033 in)
Valve head diameter — intake 53.5 mm (2.106 in)
Valve head diameter — exhaust 42 mm (1.653 in)
Valve face runout — intake 0.060 mm (0.0023 in)
Valve face runout — exhaust 0.050 mm (0.0019 in)
Valve face angle 45.5 degrees
Valve seat width — intake 1.4-1.6 mm (0.05-0.06 in)
Valve seat width — exhaust 1.6-1.8 mm (0.06-0.07 in)
Valve seat angle 44.5-45.0 degrees
Valve spring free length 65.1 mm (2.562 in)
Valve spring compression pressure 1350 N (303 lb) @ 41.60 mm (1.637 in)
Valve spring installed height 54.72 mm (2.154 in)
Valve spring installed pressure 450 N (101 lb) @ 54.72 mm (2.154 in)
Head gasket surface flatness 0.025 mm (0.001 in) in any 25 mm (1 in) x 25 mm (1 in) area; 0.05 mm (0.002 in) in any 150 mm (6 in) x 150 mm (6 in) area; 0.1 mm (0.004 in) overall
Camshaft
Theoretical valve lift @ 0 lash — intake 13.25 mm (0.521 in)
Theoretical valve lift @ 0 lash — exhaust 13.00 mm (0.511 in)
Lobe lift — intake 8.019 mm (0.315 in)
Lobe lift — exhaust 7.861 mm (0.309 in)
Allowable lobe lift loss 0.127 mm (0.005 in)
Journal diameter 28.587-28.613 mm (1.125-1.126 in)
Camshaft journal bore inside diameter 28.657-28.682 mm (1.128-1.129 in)
Camshaft journal-to-bearing clearance 0.044-0.095 mm (0.0017-0.0037 in)
Runout 0.025 mm (0.0009 in)
End play 0.025-0.150 mm (0.0009-0.0059 in)
Cylinder Block
Cylinder bore diameter — grade 1 102.000-102.010 mm (4.0157-4.0161 in)
Cylinder bore diameter — grade 2 102.010-102.020 mm (4.0161-4.0165 in)
Cylinder bore diameter — grade 3 102.020-102.030 mm (4.0165-4.0169 in)
Cylinder bore maximum taper 0.016 mm (0.0006 in)
Cylinder bore maximum out-of-round 0.020 mm (0.0008 in)
Main bearing bore inside diameter 72.400-72.424 mm (2.8504-2.8509 in)
Head gasket surface flatness 0.03 mm (0.001 in) in any 40 mm (1.5 in) x 40 mm (1.5 in) area; 0.05 mm (0.002 in) in any 150 mm (6 in) x 150 mm (6 in) area; 0.025 mm (0.0009) in any 25mm (0.984 in) x 25 mm (0.984 in) area overall
Crankshaft
Main bearing journal diameter 67.481-67.505 mm (2.6568-2.6576 in)
Main bearing journal maximum taper 0.008 mm (0.0003 in)
Main bearing journal maximum out-of-round 0.006 mm (0.0002 in)
Main bearing journal-to-cylinder block clearance 0.025-0.050 mm (0.0009-0.0019 in)
Connecting rod journal diameter 52.733-52.753 mm (2.0761-2.0768 in)
Connecting rod journal maximum taper 0.008 mm (0.0003 in)
Connecting rod journal maximum out-of-round 0.006 mm (0.0002 in)
Crankshaft end play 0.140-0.260 mm (0.005-0.010 in)
Piston and Connecting Rod
Piston diameter — grade 1 (at right angle to pin bore) 101.960 mm (4.0141 in)
Piston diameter — grade 2 (at right angle to pin bore) 101.970 mm (4.0145 in)
Piston diameter — grade 3 (at right angle to pin bore) 102 mm (4.0157 in)
Piston-to-cylinder bore clearance (at grade size) 0.010-0.040 mm (0.0003-0.0015 in)
Piston ring end gap — top 0.35-0.50 mm (0.137-0.0196 in)
Piston ring end gap — intermediate 0.35-0.50 mm (0.137-0.0196 in)
Piston ring end gap — oil control 0.15-0.65 mm (0.005-0.025 in)
Piston ring groove width — top 1.5 mm (0.059 in)
Piston ring groove width — intermediate 1.5 mm (0.059 in)
Piston ring groove width — oil control 2.5 mm (0.098 in)
Piston ring width — top and intermediate 1.5 mm (0.059 in)
Piston ring-to-groove clearance — top 1.47-1.50 mm (0.0578-0.0590 in)
Piston ring-to-groove clearance — intermediate 1.47-1.50 mm (0.0578-0.0590 in)
Piston pin bore diameter 24 mm (0.944 in)
Piston pin diameter 24 mm (0.944 in)
Piston pin length 62 mm (2.44 in)
Piston pin-to-piston fit 0.17-0.80 mm (0.006-0.0031 in)
Connecting rod-to-pin clearance 0.3-0.18 mm (0.001-0.007 in)
Connecting rod pin bore diameter 24.009 mm (0.945 in)
Connecting rod length (center-to-center) 157.50 mm (6.2 in)
Connecting rod maximum allowed bend 0.038 mm (0.0015 in)
Connecting rod bearing bore diameter (with assembled liners) —
Connecting rod bearing-to-crankshaft clearance 0.025-0.065 mm (0.0009-0.0025 in)
Connecting rod side clearance 1.0 mm (0.039 in)

 

[blacksnapon]

What I like is "Theoretical valve lift".

 

[Blue Goose]

Vince, is the 6.2 the same architecture as the 5.4 modular?

 

[blacksnapon]

Vince, is the 6.2 the same architecture as the 5.4 modular?

Its an all new engine. Looking at it, it will have some things in the same place (alternator). But its new, ground up.

 

[blacksnapon]

little more info

The 6.2L (2V) is a V-8 engine with the following features:

Single overhead camshafts
Two valves per cylinder
Sequential Multi-Port Fuel Injection (SFI)
Aluminum cylinder heads
Cast iron, 90-degree V-cylinder block
Variable Camshaft Timing (VCT)
Individually chain-driven camshafts with a hydraulic timing chain tensioner on each timing chain
Distributorless ignition system with 2 spark plugs per cylinder
Electronic Returnless Fuel System (ERFS)

Engine Identification

Always refer to these labels when installation of new parts is necessary, or when checking engine calibrations. The engine parts often differ within a CID family. Verification of the identification codes will make sure that the correct parts are obtained. These codes contain all the pertinent information relating to the dates, optional equipment and revisions. The Ford Catalog AdvantageTM or equivalent contains a complete listing of the codes and their application.


Engine Code Information Label

The engine code information label, located on the front side of the valve cover, contains the following:



Item Description
1 Engine part number
2 Romeo engine plant
3 Engine displacement
4 Bar code
5 Running number
6 Engine build date (DDMMYY)
7 Plant shift line
8 Bar code



Engine Cylinder Identification
Pass side 1-2-3-4 driver side 5-6-7-8


Exhaust Emission Control System

Operation and necessary maintenance of the exhaust emission control devices used on this engine are covered in the Powertrain Control/Emissions Diagnosis (PC/ED) manual.


Induction System

The SFI system provides the fuel/air mixture needed for combustion in the cylinders. The 8 solenoid-operated fuel injectors:

are mounted in the intake manifold.
meter fuel into the air intake stream in accordance with engine demand.
are positioned so that their tips direct fuel just ahead of the engine intake valves.
supply fuel from the fuel tank with a fuel pump mounted in the fuel tank.

Valve Train

The valve train operates as follows:

Rocker arm mounted hydraulic lash adjusters provide automatic lash adjustment.
Rocker arms are mounted to a shaft and ride on the camshaft lobes and the valve tips, transferring the up-and-down motion of the camshafts to the valves in the cylinder heads.

PCV System

All engines are equipped with a closed-type PCV system recycling the crankcase vapors to the intake manifold.


Lubrication System

The engine lubrication system operates as follows:

Oil is drawn into the oil pump through the oil pump screen cover and tube in the sump of the oil pan.
Oil is pumped through the oil filter adaptor on the left side of the cylinder block, through the filter the oil cooler and back through the adaptor to the cylinder block.
Oil enters the cylinder block and is fed to the cylinder block main gallery where it is distributed to the crankshaft main journals, piston oil coolers and to both cylinder heads.
From the main journals, the oil is routed through cross-drilled passages in the crankshaft to lubricate the connecting rod bearings.
Oil enters the cylinder heads from the passages in the front of the cylinder block and full oil pressure is fed to the timing chain tensioner, rocker shafts and camshaft phasers. Oil pressure that is fed to the camshaft bearings is reduced through a restrictor plug that is pressed into the cylinder head oil passage.
Oil enters the rocker arm shafts which are hollow and feeds oil to the rocker arms. The rocker arms have passages to send oil to the lash adjusters and to lubricate the cam lobes and camshaft rocker arm rollers.

Oil Pump

The lubrication system is designed to provide optimum oil flow to critical components of the engine through its entire operating range. The heart of the system is a positive displacement internal gear oil pump using top seal rotors. Generically this design is known as a gerotor pump, which operates as follows:

The oil pump is mounted on the front face of the cylinder block.
The inner rotor is piloted on the crankshaft post and is driven through flats on the crankshaft.
System pressure is limited by an integral, internally-vented relief valve which directs the bypassed oil back to the inlet side of the oil pump.
Oil pump displacement has been selected to provide adequate volume to make sure of correct oil pressure, both at hot idle and maximum speed.
The relief valve calibration protects the system from excessive pressure during high viscosity conditions.
The relief valve is designed to provide adequate connecting rod bearing lubrication under high-temperature and high-speed conditions.

 

[O'Rattlecan]

How much to get one of these in a 2005 F150...?

Ryan

 

[fredo8802]

Nice all, but is there any problems with her as of yet?

 

[blacksnapon]

Nice all, but is there any problems with her as of yet?

Nothing seen yet. Most people opt for the 6.7 diesel, so the 6.2 is kind of scarce.

 

[fordman76367]

i wouldnt get a 6.2 for a superduty..of corse im not much on gasser superduties either.. my dad had a 05 f250 lariat with the 5.4 and it dissapoints me greatly...it has no problems...theres just not much "super" to its duty...if ya want a 6.2 getcha a half ton with one..not a super duty..ull like the 6.7 better i promise

 

[fea1636]

i have a 199 f550 that i need to replace the in tank fuel pumps in I took the top covers off the tank but the pump must be bolted to the bottom of the tank or some thing can anyone shed some light on my next step on removing the pumps from the tanks?

Thanks in advance
Fred

 

[fea1636]

Yes my 550 is a 6.2 gas engine sorry I forgot that in my first post

Fred

 

[Bax]

A buddy and I pulled a 66 bronco from atlanta to arkansas with his new 6.2 gas dually. Truck performed fine, I was uncomfortable with the 6K sustained hill climbs. The motor with the 6 speed auto worked good except the auto was forever hunting for the gear it wanted to be in. I have a 2000 7.3 and it would of pulled the load up the same hills without all the 6k rpm and multiple gear downshifts needed to sustain 70 MPH. Now to add the hurt. The truck never got over 8 MPG when it was pulling. Hills or no hills the gas milage sucked My 7.3 would of got about 13MPG pulling the same load. He just could not bring himself to buy another diesel, is what he told me. ( 6.0 victim) " It was either buy the gas Ford or switch to a chevy" it what he said to me. He added " I don't like chevy so I will stick with my fords". Clearly still a ford person finding himself with limited PROVEN options on engines. The 6.2 sucks for pulling. It will get around 12 on the HWY unloaded.

 

[flareside_thunder]

Pretty good power....the work truck ive driven has gotten almost 18mpg with mixed driving. this is with a utility bed loaded won with 20 or so batteries. The transmission seems to be the issue at hand for now. Been to the dealer 4 times and it's a 2011 with 50k miles on it.

 

[SuperCab]

Seen a bunch of them out here as many people avoid diesels because of the extreme cold weather. If you're out in the oil fields on on a jobsite all day and can't plug in, the gasser's got a better chance of firing up when it's -20F...

I hear they're ok, but we'll see when they get a little older. Many guys go for the V10 anyway...

 

[john112deere]

Had one at work last summer. CC/LB F-350 4x4. I never really drove it much (it was somebody else's truck)...it had more power than traction taking off on wet grass, but that's not saying much.

Dashboard computer said 14.2 mpg on the factory all-terrains (and 13.8 on Cooper Discoverer M+S), virtually empty, but with a cap and a big light bar- mostly rural highway miles, but driven by a guy who knew he had a fleet gas-card. No issues in the first 35k miles.

 

[clutch]

had a 2010 F350 at work last summer, 4x4 extra cab with a utlity bed, got maybe 12 to 14, still under 5k on odometer. I liked it more than most of the guys, my biggest complaint is the piss poor turning radius. oh, and we ran Goodyear mudterrains, if it matters. pretty sure this was a 6.2L even though the boss said it was a v10, lol.

 

[primetime]

The 6.2 is a new V-8. The V-10s were 6.8s.

Lets not forget, a dually Super Duty is probably at least 7000 lbs. It takes a lot of fuel to make 400 hp and move that much weight. (As gas engines go anyways, oh, and it doesn`t cost $9000).

And just to put it out there, a friend of mine hauls scrap, firewood, and boughs for a living. He but a new 2011 Chevy 3500, regular cab, 4x4 with 4.10s and a 6.0 gas engine. He averages about 11 mpg. (And cries!).

 

[2011F250Lariat]

6.2L vs. 6.7L

Well a lot of these trucks are having transmission issues with the new 6 speed trans, wether its a 6.7l diesel or 6.2l gas engine. I have the gas and it spends a lot of time at the dealer. No known fix as of yet.

The diesel yields better gas mileage, however you pay more for oil and filters, as it takes more then twice the capacity of oil, and diesel filters are more expensive, got to buy DEF fluid, and diesel fuel is more expensive today, so id say unless you are doing 30K miles a year in your truck, or always towing a large load, it doesn't matter that much. More maintenance on diesels, and more expensive to repair, and more things to go wrong, gasser is less maintenance and cheaper to repair and maintain.

But id read up on forums about the transmission issues, HARD AND ABRUPT SHIFTS, SHIFT FLARES, NEAUTRAL IN BETWEEN GEARS, DELAYED REVERSE, JERKS, ETC. This is a big problem for thousands of ford customers right now, and no solution as of yet!

Other issues, weak sound system, the previous adiophile and new sony (2013+) systems are WAY better, the 2011-2012 is weak! No dual alternators or second battery in gasser. Oviously half the torque in gasser, but this only comes into play when you seriously work the truck! Heavy towing loads etc. And due to the double torque in the diesel, you wear tires twice as fast.