putting the 6.2L into the aluminum body
09-24-2017, 06:06 AM
#11
Senior Member
I have a friend that has a 2004 F250 diesel, I don't remember which or what size diesel engine it is, BUT, there is suppose to be an issue some folks have with that engine. SO at 60,k miles on the engine he has a shop pull it and go through it at the cost of $7,k .....no I'm not joking. So some folks do have crazy ideas.
09-24-2017, 07:54 AM
#12
Your logic shows evidence of lacking math skills. Even if the 6.2 would out-last a 5.0 (which is highly debatable as you can see), it makes no sense financially to pre-emptively remove a good 5.0L to do this. Even if you only got 50% of the mileage out of the 5.0 as you would from a 6.2 (again, unlikely), you'd still get off cheaper just replacing the 5.0 when it wears out than to pre-emptively retrofit a completely incompatible engine into the truck. You'll never get all of the electronics working right and you'll have a dismantled new body style truck with greatly reduced resale value. Nobody wants your Frankenstein truck.
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Tyler L (09-29-2017)
09-24-2017, 09:16 AM
#14
Senior Member
You better find some more knowledgeable mechanics because the one you are listening to raves the Crown Vic engine but dreads a Triton? Same engine family.
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Jkry2121 (09-24-2017),
Silver-Bolt (09-26-2017)
09-24-2017, 09:43 AM
#15
I don't think this would be as hard as others are making it out to be. I would have to think that you would need to see if the Gen 12 ecm is the same as the 13. You would probably want to find a Gen 12 with a 6.2 and take plenty of pictures. I don't think you would have any problems with bolting the current trans to the 6.2 I believe both 12 and 13 gens used the same transmission and so on. You need to install different motor mounts. Probably the hardest part is going to fall back on the ecm and probably hacking up the engine control harness to make a custom one. I think it would be a pretty sweet ride if done correctly. I myself would have preferred the 6.2 over the 5.0 in the Gen 13 truck. The 6.2 doesn't have cam phasers nor variable cam timing. It's basically set up like the old two valves. It's just a simple engine design that has worked for Ford for a long time. I still don't trust Ford yet with their variable cam timing system. They've been using since 04 and they still have way too many problems. If choose to move forward with this project, good luck and take plenty of pictures!
09-24-2017, 10:07 AM
#16
Senior Member
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Cwprotek (09-24-2017)
09-24-2017, 10:23 AM
#17
Senior Member
09-24-2017, 10:23 AM
#18
Senior Member
It's true that there were a lot of problems with the vvt systems of the 5.4, but they went with a completely different phaser design in the 5.0 (2011+). They are cam torque actuated (BW supplier) not oil pressure. I haven't heard of any issues with the 5.0 phasers.
Last edited by engineermike; 09-24-2017 at 10:26 AM.
09-24-2017, 10:53 AM
#19
Senior Member
09-24-2017, 11:34 AM
#20
I think my original post clearly lacked the explanation as to my motive LOL, but also it's interesting to see that "gaining more power" seems to be the universal gut reaction here.
Not really, I am not looking to get more power. The bigger V8 doesn't generate as proportionate a higher power than the 5.0, it's not as efficient and intelligent of an engine.
The only reason for this thought is the reputation that the f250/raptor engine is known to be a longer lasting, more durable engine, more iron parts and made for work trucks. Although, I totally understand that maintenance and driving habit determines the longevity of the engine just as much as how much iron is in it.
Gut feelings tells me to go for cast iron more so than aluminum, but this is as far as I understand engine construction. All the mechanics (Ford or independent) seems to rave those older V8 (Crown Victoria/Lincoln towncar, s197 mustangs and the 6.2L) while unanimously dreading the Triton. So their quick comments and judgments easily influence me, a novice and an average consumer. On the other hand, I also know how to correctly read statistics and interpret what the media says, so don't get me wrong, I'm not hating the current 5.0.
So, more comments now based on my clarification would be appreciated, again, I'm not going for more power.
Not really, I am not looking to get more power. The bigger V8 doesn't generate as proportionate a higher power than the 5.0, it's not as efficient and intelligent of an engine.
The only reason for this thought is the reputation that the f250/raptor engine is known to be a longer lasting, more durable engine, more iron parts and made for work trucks. Although, I totally understand that maintenance and driving habit determines the longevity of the engine just as much as how much iron is in it.
Gut feelings tells me to go for cast iron more so than aluminum, but this is as far as I understand engine construction. All the mechanics (Ford or independent) seems to rave those older V8 (Crown Victoria/Lincoln towncar, s197 mustangs and the 6.2L) while unanimously dreading the Triton. So their quick comments and judgments easily influence me, a novice and an average consumer. On the other hand, I also know how to correctly read statistics and interpret what the media says, so don't get me wrong, I'm not hating the current 5.0.
So, more comments now based on my clarification would be appreciated, again, I'm not going for more power.
It's not a Vega engine!
The old iron block 5.0 was good for about 500 HP before making pieces, and the Coyote is almost at 500 HP out of the factory, and could easily go to 900 before needing mods.