- The Washington Times - Friday, October 2, 2009

DALLAS | An all-new 6.2-liter V-8 gasoline engine, which has its roots in Ford racing power plants, joins the lineup for the 2011 Ford F-Series Super Duty.

“Our all-new 6.2-liter V-8 engine uses reliable components and proven technology that has been optimized for the high performance and efficiency that our Super Duty customers demand,” said Mike Harrison, Ford V-8 engine programs manager. “It delivers not only significantly better torque and horsepower than the outgoing engine, but also improved fuel economy.”

Core to the improvements is the adoption of an all-new engine architecture, with increased bore spacing, that allows better engine “breathing” in both the intake and exhaust for more power and overall efficiency.

A closer look at how the new engine achieves its performance:

*Large bore, shorter stroke: This approach to creating power has its roots in storied Ford racing engines from the past. The large bore (102 mm) allows for larger intake and exhaust valves for improved engine breathing, and the short stroke (95 mm) allows higher engine speed for increased horsepower. Still, peak horsepower is generated at a relatively modest 5,500 rpm.

*SOHC valve train with roller-rocker shafts: The single overhead camshaft (SOHC) per cylinder head design results in a stiff valve train that allows optimized camshaft lift profiles and helps produce great low-speed torque. The roller-rocker shafts allow valve angles to be splayed, resulting in optimized intake and exhaust port layout for better breathing.

*Dual equal variable cam timing: Intake and exhaust valve opening and closing events are phased at the same time to optimize fuel economy and performance throughout the engine speed range and throttle positions.

*Two spark plugs per cylinder: Because of the large bore size, two spark plugs per cylinder are used to more efficiently burn the fuel-air mixture in the combustion chamber, enabling better fuel economy and increased engine torque. The twin plugs also help the engine maintain a smooth, stable idle.

*Dual knock sensors: A knock sensor on each bank of cylinders of the V-8 engine allows the spark timing of each of the cylinders to be individually optimized in real time, throughout the engine speed range. The engine continuously monitors engine performance and applies this real-time learning to optimize timing via an adaptive algorithm.

Better engine crankcase “breathing” and efficiency: Significant development work and computer-aided engineering optimized the cylinder block for more efficient airflow in the crankcase as the pistons move up and down in the bores, resulting in improved torque at higher engine speeds. Piston-cooling jets squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions. The cooling jets also allow for a higher compression ratio for better engine efficiency and faster engine oil warm-up on cold starts, also improving fuel economy.

The concept of using a large-bore engine to make horsepower is part of Ford’s DNA, especially its racing heritage — the famous Ford Boss 302 and 351 engines, for example, pioneered many of the same concepts. Several racing projects proved out the performance, durability and flexibility of the new 6.2-liter V-8 engine architecture.

Testing on the 6.2-liter V-8 included running multiple engines for more than 500 hours at peak torque and peak horsepower as well as customer-correlated 1,000-hour road load tests to ensure dependability for even the toughest Ford F-Series Super Duty customer.

All told, more than 50 engines were put through the dynamometer lab, running a variety of durability and development tests, undergoing extremes far harsher than can be expected — or duplicated — in the real world. Testing also included high-speed durability, crankshaft-torsional evaluation and engine thermal cycling, where the running engine is “shocked” from one coolant temperature extreme to the other.

“From the first test on the dynamometer, this engine was very reliable,” said Bob DeBona, supervisor of engine performance and development. “The precision that went into the engineering and manufacturing of this engine led to very few tweaks to the block during development. Components such as the crank, connecting rods, heads and intake manifold stayed essentially the same throughout our durability testing, which is a testament to the reliability of this new engine. It’s able to pound out the torque, hour after hour, week after week, demonstrating extreme durability.”

The new 6.2-liter V-8 gasoline engine will be built at the Romeo, Mich., engine plant.

Copyright © 2019 The Washington Times, LLC. Click here for reprint permission.

The Washington Times Comment Policy

The Washington Times welcomes your comments on Spot.im, our third-party provider. Please read our Comment Policy before commenting.


Click to Read More and View Comments

Click to Hide