Ford Class C's with 6.2L V8 in 2017

What I care about is reliability. The Ford V-10, especially any made this decade are very hard to kill. I know that any rig I buy with a V-10 now will still be on the road in 20 years, provided I do basic maintenance on it.

Should get better fuel economy vs the V-10 6.8.

The derating of the 6.2 has been discussed to death on the Super Duty forum. I had a 2011 F350 6.2 and it had the derated engine over the F250 and after a lot of research all it was is the F350 was rated at a different RPM and if reved up to the same RPM as the F250 model it would produce the same power as the F250. It could also be reved just as high as the F250 before it hit the rev limiter.

theoldwizard1 wrote:

pnichols wrote:
... like the current 6.8L V10 had to be (i.e. 3-valves in the truck version and 2-valves in the van version)

I never understood why they did not put the 3-valve 3.8L in the E-Series. Unless of course, it was going to require a massive amount of work to the firewall and all of the underdash wiring/plumbing.

It's because of space limitations. I think it's because the three valve heads are physically larger and the hole in the frame of an E series isn't big enough for them--something rather more basic than just dashboard changes. Even if it could fit in, it would cut down on the foot space for the driver and passenger which is already none too generous.

It might instead be because of space for a radiator of adequate cooling capacity...Ford wasn't too specific beyond saying it was due to space constraints. I'm sure they would be happy to only have one version of the engine to build and keep track of.

From the same link ...

For the 2017 Transit, Ford has upgraded the technology and the interior with enhanced ergonomics. The biggest interior improvement is the walk-through center console that allows for easy access from the front cabin to the rear cargo area.

IT"S ABOUT TIME ! My wife and I have been driving E150 Chateau Club Wagons for about 30 years. The current second row seating is terrible ! I would never ask anyone to sit there, not even my twin granddaughters, in booster seats.

Orders for the 2017 Transit Connect cargo van begin on-line March 14 with availability in September of this year. For more information of the E-Series cutaway chassis or the Transit,

That would make it a 2018MY.

pnichols wrote:
... like the current 6.8L V10 had to be (i.e. 3-valves in the truck version and 2-valves in the van version)

I never understood why they did not put the 3-valve 3.8L in the E-Series. Unless of course, it was going to require a massive amount of work to the firewall and all of the underdash wiring/plumbing.

carringb wrote:
I strongly suspect the 6.2L will be de-rated for the E450, to meet the MDT duty-cycle testing. Also, it will the "base" motor when it comes out, with the V10 still being the optional motor with the highest capacity. The GCWR of the 6.2L is 17,000 (or 17,500) in the E-series vs 22,000 for the V10.

Very interesting ! I don'y know that it will be de-rated, but like the use of the 6.2L vs the 6.8L in the F-series, GCWR limited the "Boss" to the lower end of the scale. The 6.2L should provide better fuel economy.

j-d wrote:
Bryan,

Do you know if 6.2 is the one they call "Boss Engine" and equipped with a flat-plane crankshaft?

No !

Flat plane cranks do not produce "smooth" power.

Bryan,

Do you know if 6.2 is the one they call "Boss Engine" and equipped with a flat-plane crankshaft?

Good point: Will the new "truck power" 6.2L V8 have to de-rated/changed-slightly in order to be used in the E450 series vans ... like the current 6.8L V10 had to be (i.e. 3-valves in the truck version and 2-valves in the van version)?

I sure hate to see the V10 go ... but some good news could result ... maybe the doghouse intrusion into the cab area can be reduced with a V8 under it.