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If you've been itching to hop into the driver's seat of a new Ford medium duty truck, but want a powerful gasoline alternative to the company's diesel engines, you're in luck. The Blue Oval has announced it will shoehorn its 6.8-liter V10 engine into the big SuperDuty trucks starting in the 2012 model year. The engine cranks out 362 horsepower and 457 pound-feet of torque, and will be mated to the company's TorqueShift six-speed automatic transmission. The gearbox was originally built just for the ridiculous torque levels of the company's 6.7-liter turbo-diesel, so odds are it should have no problem handling the more manageable twist of the V10.

The big-boy ten-pot uses a number of unique design elements. For starters, there are three valves per cylinder – two intake and one exhaust – to help balance performance and affordability. Likewise, Ford has incorporated an intake system with both tall and short runners to allow the V10 to operate at peak power at both low and high RPM.

Ford also says that it will offer a number of alternative fuel packages for the V10, allowing the trucks to run on compressed natural gas or liquid petroleum gas depending on the owner's preference. Buyers can expect to see the trucks hit dealer lots by the fourth quarter of 2011. Hit the jump for the press release.

[Source: Ford]

Show full PR text

* A class-exclusive 6.8-liter V10 gasoline engine and heavy-duty six-speed TorqShift™ automatic transmission form the powertrain of Ford's 2012 Class 6 and Class 7 chassis cabs
* With this addition, Ford will be the only manufacturer to offer a gas-powered vehicle in every truck class from 1-7, giving customers a lower-cost option in each segment
* Orders for the new gas-powered chassis cab will open in the fourth quarter of 2011

DEARBORN, Mich., July 6, 2010 – Ford Motor Company's class-exclusive truck offerings will extend to medium-duty chassis cabs with the arrival of the 6.8-liter V10 gas engine in 2012. With this addition, Ford will be only manufacturer to offer a gas-powered vehicle in Class 1-7, offering a lower-cost option in each segment.

This proven three-valve, single-overhead-camshaft engine is rated at 457 lb.-ft. of torque at 3,250 rpm and 362 horsepower at 4,750 rpm. Gross vehicle weight ratings for Class 6 and Class 7 medium-duty trucks range from 20,500 to 30,000 pounds for this engine application.

"No other manufacturer offers this wide of a range of options and solutions for truck customers," said Len Deluca, director, Commercial Truck Sales and Marketing. "The availability of a gas engine in this medium-duty segment will be welcome news to many businesses and municipalities."

The V10 will be mated to the heavy-duty six-speed TorqShift automatic transmission. This Ford-designed and Ford-manufactured transmission was designed to manage the significantly increased torque – 735 lb.-ft. – produced by the new 6.7-liter Power Stroke V8 turbocharged diesel engine for the 2011 Ford F-Series Super Duty. The same basic transmission also is mated to the new gasoline engine for Super Duty.
For added strength, the transmission employs a unique powder-metal carrier in the compound planetary gearset. The carrier consists of four pressed powder-metal components sinter-brazed together to form a rigid, power-dense structure. The sinter-brazed gearset enables more torque capacity and greater engine speed capability.

Also included are Live Drive PTO (power takeoff) and double overdrive gears, which aid highway fuel economy. The Live Drive PTO features an output linked directly to the engine crankshaft providing "live" PTO operation any time the engine is running, regardless of vehicle speed. It provides the capability to power PTO-driven accessories such as dump bodies, sprayer pumps, generators, salt spreaders and snowplows with maximum flexibility.

Alternative fuel options also available

The V10 features three valves per cylinder – two intake valves and one exhaust valve. This arrangement allows the engine to breathe almost as well as high-performance four-valve designs, but without the additional weight and complexity.

The short/long intake runner design features long runners for lower engine rpm operation to speed up airflow and provide maximum torque, while the short runner design is used at higher engine rpm to provide unrestricted high-velocity air intake for efficient cylinder filling and maximum power.

An alternative fuels engine prep package will be available as well. The conversion option, which will become available this fall on F-450 and F-550 Super Duty chassis cab trucks that use the 6.8-liter V10, enables the use of efficient, clean-burning compressed natural gas (CNG) or propane (LPG, or liquefied petroleum gas).
The engine comes with hardened exhaust valves and valve seats for improved wear resistance and durability for gaseous fuel systems.

CNG and LPG are increasingly popular choices for fleet operators looking to cut fuel cost and reduce greenhouse gas emissions. According to the EPA, CNG is less expensive and burns cleaner than gasoline, resulting in reduced CO2 emissions. Propane also burns cleaner than gasoline.

"Having alternative fuel options is extremely important as fleets and municipalities seek greener options," Deluca said. "Overall lower emissions of greenhouse gases compared to gasoline, and lower fuel/operating costs for their fleet are very appealing."

The 2012 F-Series medium-duty chassis cab gasoline powertrain will be available for order in the fourth quarter of 2011.

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    • 1 Second Ago
      • 4 Years Ago
      Only 362 horsepower and 457 lb/ft from a 6.8 V10. I didn't know that it was possible to make such a small amount of power from such a large engine...
        • 4 Years Ago
        My opinion is only skewed by the fact that those downsized models with the turbochargers can do the same job as the large displacement with better efficiency. A large rise in torque for a relatively small rise in fuel consumption.
        • 4 Years Ago
        @ ScentOfUnderstanding:

        Ford will find their engine lineup pretty crowded if they choose to offer all those engines.

        Recall that they will be getting the 3.5L EcoBoost V6 as well.

        So, they'll have a 400hp EcoBoost V6(rumored to be a higher output version in the F-150), a 400HP 5.0L V8, and another 400hp 6.2L V8 as their F-Series gas engines? I'm not seeing that.

        I'm sticking with what Ford has said, that they will offer the EcoBoost V6 and the 6.2L(which is already available in 385hp guise in the Super Duty and in 411hp guise in the Raptor Supercrew) as their F-Series engines. There will probably be lower-powered options as well.

        They have already stated that the EB V6 will be more of a premium offering and it'a also too powerful to be the base engine really. So, either the 4.6L(both 2 and 3 valve versions) or the 5.4L V8 will remain or the F-Series will get a version of the 3.7L V6 perhaps?

        I don't really see how they will juggle all those engine options if they don't detune some of the offerings so that they don't step all over each other or thin the herd and remove some of those options and leave 3 like they have now. There's really not much of a reason to offer both the 5.0 and the 6.2 in the trucks, especially with nearly identical power figures.

        RAM gets by with 3 gas engines in the Ram Truck(3.7, 4.7, 5.7) from the base model to the HD's. Chevy offers 5 gas engines in the Silverado(4.3, 4.8, 5.3, 6.0, 6.2). But you can barely count the ancient 4.3L V6 as it's only available in the base single cab Work Truck(W/T) model. The 6.0L is also only available on the Silverado HD's and low-volume Hybrid.

        Granted, there have been spy shots of 5.0L-powered F-150's, so it is of course a possibility. But, I just simple don't see them offering 3 engines with virtually identical horsepower figures. Something has to change there.

        I say all of this as not really a big fan of Ford trucks so I'm mainly speaking from what I've read and not from any in-depth, inside knowledge.
        • 4 Years Ago
        Why thank you for telling those of us who opted for the V10, in our SuperDuty, idiots. After all, how dumb do you have to be, to not want to pay the additional $7000 up front, higher fuel costs, and much higher maintenance costs.

        The maintenance costs is why Ford did this. Unless a Medium duty fleet is doing long distance hauling, the diesel just does not make financial sense. It costs alot more up front, maintenance is alot more expensive, and the fuel is more expensive. Thus, unless long distance hauling, the good does not outweigh the bad.

        For myself, my V10 was a $600, and in 2008, was exactly $5000 less than the comparible diesel. I get the same trans as the diesel. The 6.4L Diesel, in 2008, was achieving 1-2mpg better than my V10, using more expensive fuel, and much more expensive maintenance. So, since I have about 17.5K miles on my truck, in 2 years, a diesel would never pay for itself.

        BTW, the V10 is tuned for torque. Its torque peak is at 3200rpm. It never breathes hard, even when working hard, and I have never wanted for power. It is just set the cruise, and forget it (even when towing the TT).

        Don't badmouth what you don't know about.
        • 4 Years Ago
        For a truck, doesnt count much power number, but how it does put torque down on the road. Power count when you run not when you haul. Still, I know at least an example of engine that have a bit smaller declared power numbers than a counterpart but still some more performant and pleasant to drive.
        • 4 Years Ago
        These points are all valid, but I don't see why all the American car companies are still producing extremely old fashioned 2 valve or pushrod engines. With the environment the way it is, it makes sense to be updating the engine technology so that it can be as reliable, and still provide the torque figures needed for heavy use. An engine such as this would never in a million years be put for sale in Europe, and it is up to the engine manufacturers to make advances in technology. They don't even use fuel injection in Nascar for god's sake, and they are the "Cars of Tomorrow"!
        • 4 Years Ago
        When an engine is built to be use under more stressful conditions and/or for heavy loads, they are designed to not have a high power/displacement ratio. That's better for longevity. There's also the fact that most engiens built for towing/hauling duty will focus more on torque and generally, engine that are built for higher torque figures will not rev as high and will not produce high horsepower figures. Horsepower becomes easier to get at higher RPMs.

        Also an engine that is under more stress to make the power it makes will run hotter(generally) and will not have the longevity(generally) of an engine designed to not put out the maximum power that it is able to.

        For example, consider the new 6.2L and 5.0L V8's from Ford. Only the larger 6.2L is going to be used for the trucks, the Mustang will use the 5.0L version even though both make similar power. The larger engine is better suited for truck duty since it's not being stressed as much in making the 400+hp that it puts out. It also makes its power lower in the RPM range as well.

        Consider also the 2.0L(or even the later 2.2L) 240hp engine in the S2000. Sure, it could make 240hp as other larger engines could, but it would not be a good choice for larger, heavier vehicles. There is a reason it was only used in a lightweight roadster.

        Additionally, as an engine gets larger, it is harder to maintain the high power/displacement ratios that you see on smaller engines. This is just Physics. Look at how many small displacement engines are available that have ratios upwards of 100hp/L with no forced induction. Many of the modern DI engines(of around 2.0L and below) are pushing that figure now while it used to take forced induction to get there not long ago.

        But, as the engines get larger, that becomes harder to accomplish. Ford has 2 turbos strapped to a 3.5L V6 with DI to get 355hp. A 6.2L Vette engine puts out 430hp while it takes 2 turbos to also push its output to above 100hp/L. The 8.3L Viper engine makes 600hp with no F/I.

        Imports aren't immune to it either. The 4.4L BMW V8 takes 2 turbos to put out 400hp. The 4.6L Lexus V8 makes 380hp while the $375K LFA gets a 550hp N/A 4.8L V10.

        Once you get over about 5.0L, you really have to get to the supcar realm to achieve anywhere close to 100hp/L with no forced induction. The new DI V8 for the Ferrari 458 Italia makes 565hp from its 4.5L, but also requires DI and 9000 RPM to achieve that. It may have more power than the 6.8L Ford V10, but which one would you tow your boat with?
        • 4 Years Ago
        @ Skornogr4phy

        With the environment the way it is, you say? While I won't deny that "global warming" "exists", its not as bad as you seem to think it is when you consider the Earth's natural heating and cooling cycles, and seeing as we're due for the "heating" end of the spectrum, try factoring that in. We're not doing as much damage to the environment as the greenies seem to think we are (automotive wise)... If you're really worried that much about it, perhaps we should try limiting our own population, being as CO2 (the gas we exhale) is a major greenhouse gas.

        @ ScentOfUnderstanding

        The 454 is a 7.4L engine, not 8.2. The 8.1L engine is a 496... But other than that, you are 100% correct. Bigger engines are better suited to towing... The engines are bigger and stronger in design, so it's a much better engine for handling the heavy loads typical with towing and hauling, and letting the low gearing in the rear end and the transmission handle the "power" side of things.
        • 4 Years Ago
        Well, you don't know Ford...

        No, seriously, check out what the 2 valve V10 made.
        Ford's modular engine design was limited due to the small 90mm bore, and the poorly designed 3 valve head design.
        Ford just had to have a central spark plug, instead of dual plugs flanking the exhaust valve (ala Mercedes), so the intake valves/exhaust valve were smaller than they could have been.

        Still no VCT? Maybe the balance shaft in the head is making that hard to implement.
        • 4 Years Ago
        You do not need multi cams/ valves to make an efficient engine. There are many different ways to achieve this. Montoym has it right. Look at the Vette engine. No multi cams/ valves. Less cost to produce. Ford will sell a lot of these simply because they are cheaper.
        Gloria stated it well. Also at -35 degrees a gas engine warms up way faster then a diesel.
        • 4 Years Ago
        @ Skornogr4phy:

        6.8L V10 naturally aspirated. I think your opinion is a bit skewed b/c we've been hearing about so many downsized V8 engines (4.5L to 5.5L units) that have been modified with turbocharger(s) that result in 500+hp/550+ lb-ft torque. This V10 --- I assume --- will handle loads similar to comparable diesel engines and do so w/o seemingly "breaking a sweat" under most conditions.
        • 4 Years Ago
        still and outdated fuel guzzling piece o crap. Know from personal experience and from a few idiots who put those in their dualies rather than powerstrokes. Still like others said they are dirt cheap and appeal to fleet sales who still reside in the 1980s mentally.
      • 4 Years Ago
      Wow, those are terrible power ratings for such a big engine.
        • 4 Years Ago
        I know all about torque, believe me. It's just, for a 6.8L V10 to only put out 450ft/lb even through the entire powerband is unimpressive.
        • 4 Years Ago
        The Ford 6.8L V10 is rated at 362hp, and 457lb ft of torque, with peak torque coming at 3200rpm.

        The GM 8.1L V8 was rated at 330hp, and 450lb ft of torque, with peak torque also coming at 3200rpm.

        These are both truck engines. Truck engines, unlike high winding car engines, make their peak torque at a much lower rpm, so they can do truck work.

        To judge them in the same fashion you would a car engine, is doing them a great disservice. Even with their modest ratings, they would tow better than a car engine with alot more horsepower.
        • 4 Years Ago
        On that same note, there are a lot of over-the-road truck engines that have even worse figures. It's not uncommon to see 14-16L diesel engines that "only" put out 500-600hp.

        Again though, the peak power isn't all that matters. Torque is a big part of the towing/hauling business and longevity also plays a huge role. When you expect these engines to last upwards of a million miles, you don't want a high-strung engine.
      • 4 Years Ago
      By Medium Duty, you mean Class 6 and Class 7 trucks, right? Because Ford has offered the 6.8l V10 in the Super Duty for a long time, as well as the E-250 and E-350 vans.
        • 4 Years Ago
        Yes. Most people don't realize a F-350 is still a light duty truck. I did not know they were still offering the V10 (in the light duties), I thought they had canceled it a few years ago.
        • 4 Years Ago
        Okay, reading the press release, Ford is talking about Class 6 and Class 7. Ford has been "shoehorning" the V10 into the Super Duty since 1998, when it first launched. A Medium Duty truck would be a box truck or "bobtail".
        • 4 Years Ago
        "By Medium Duty, you mean Class 6 and Class 7 trucks, right?"

        the press release says class 6 and 7, so yeah. Actually this whole article threw me for a loop, I was all like "ain't they been selling the V10 in the Super Duty for years?" Then I read the press release and it means they're offering the V10 in the F-650 and F-750.
      • 4 Years Ago
      Dude, Ford already sells a turbo-diesel, one that is far better suited to large, heavy trucks than VW's engine.
      • 4 Years Ago

      Not an import fanboi, just European ;)


      I realise that the earth's climate has cycles, and that by and large cars are a relatively small CO2 producer compared to power stations, but that still doesn't mean we should continue the way we have been doing.
      • 4 Years Ago
      Hmm, strange. I'd think the new 6.2L V8 would be a better alternative for those Medium-Duty applications?

      Perhaps since the development costs for the V10 have long been paid off it makes more sense in that realm?

      I'd have expected the V10 to die off completley since the 6.2L offer similar power in a more modern powerplant. They aren't offering the V10 in the new Super Dutys afterall, so why offer the older-tech engine in the Medium Duty class?

      My only guess is that the mature technology is better for longevity than a less-proven engine like the new 6.2L. It's kind of interesting nonetheless.
        • 4 Years Ago
        Gm was doing the same thing- the GMT900s never had the 8100, but the 4500 and 5500 trucks used it as a standard. Diesel isn't best for everyone.
      • 4 Years Ago
      What would be the advantage of a regular gas engine on a medium/large truck like this? Wouldn't it be more advantagous to go with the diesel due to the huge torque (not to mention probably more economical)?
        • 4 Years Ago
        My guess is that it's kind of two-fold. The press release gives the clues.

        quote from the Press Release: - " With this addition, Ford will be the only manufacturer to offer a gas-powered vehicle in every truck class from 1-7, giving customers a lower-cost option in each segment" -

        They now have that feather to put in their cap and tout in advertising.

        quote - "An alternative fuels engine prep package will be available as well. The conversion option, which will become available this fall on F-450 and F-550 Super Duty chassis cab trucks that use the 6.8-liter V10, enables the use of efficient, clean-burning compressed natural gas (CNG) or propane (LPG, or liquefied petroleum gas)." -

        Those potential options are not available for diesels. You can run a diesel with Propane injection, but not as the sole fuel. It's sort of like running Nitrous on a gas engine. This gives Ford another "Green" item they can claim since gas versions run on CNG or Propane will be a lot cleaner than those run on straight gasoline or diesel.
        • 4 Years Ago
        The advantage is that the new diesel emissions requirements kill mileage and cost a fortune.
        • 4 Years Ago
        Agreed, but if your operation happens to purchase large quantities of x fuel type...the option for the V10 might be appealing to your bottom line.
      • 4 Years Ago
      Zach needs to reread this press release. The gas engine is for the BIG MEDIUM duty trucks coming out of Mexico. Not the ones made in Louisville.
      • 4 Years Ago
      God, that front is just hideous... NEEDZ MOAR KROME!!!!! GM had the right idea by making a classy front end on their new HD trucks.
      • 4 Years Ago
      I think these sound like sex, no joke.
      Seriously, can I stuff one into my 2001 Supercrew?
      • 4 Years Ago
      Maybe they don't have enough faith in the new diesel. I know alot of companies, mine included, have been burned by the 6.0's & Ford's warranty issues. My fleet repairs have been reduced since we no longer are buying the Ford SD. I have noticed quite a few Super Duties using the V10 gas.
      • 4 Years Ago
      I don't consider myself a truck guy, but man, that dually larait in the photo is one sweet ride...
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