Unleashing Power: Exploring the Might of the 6.2L Ford BOSS V8 Engine

Happy 2019! Lets start off the year by continuing our series on the best big truck engines available on the market right today, and now we’re going to tackle the 6.2L Ford BOSS V8 engine.

BOSS is the internal name of the 6.2L V8 engine available in the Ford Super Duty trucks, and the previous generation Ford F-150 and Raptor. The BOSS engine comes from a long legacy of Ford Modular engines ranging from the 4.6L V8 found in everything from Crown Victoria’s and F150’s to the 6.8L V10 engine found in the Ford Super Duty pickups, E-series vans and medium duty trucks. These similarities encompass things like a deep-skirt block for rigidity, cross bolted main bearing caps, crankshaft driven gerotor oil pump, OHC (overhead cam) cam arrangement and an SAE standard bell housing bolt pattern.

Introduced in 2010, the 6.2L has been built at Ford’s Romeo Engine plant in Romeo Michigan. The Design is a two-valve per cylinder single overhead cam (SOHC) per head design, departing from Chrysler and General Motors use of cam-in-block OHV pushrod configurations. Roller-rocker camshafts, dual equal variable cam timing and dual spark per cylinder gives the engine a high operating speed, and capacity to move plenty of air to breathe.

In its HD inception, the engine produced 385 horsepower and 405 lb-ft of torque. Its raptor variant produced a further 411 horsepower and 434 lb-ft of torque. In 2017, in an attempt to dethrone the 6.4L HEMI, Ford revised the cam profile to produce an additional 25 lb-ft of torque for a total of 430, giving it class leading gasoline engine torque for the medium duty truck segment.

The rumor mill has been churning as of late with the 6.2L BOSS’s replacement on the horizon. Current speculations are a DOHC 7.4L direct injected V8 to be introduced with the 2020 Super Duty refresh, mated to Ford’s new 10-speed HD automatic transmission.



What variations and power levels were achieved with the 6.2 engine in different applications?

“In its HD inception, the engine produced 385 horsepower and 405 lb-ft of torque. Its Raptor variant produced a further 411 horsepower and 434 lb-ft of torque. In 2017, in an attempt to dethrone the 6.4L HEMI, Ford revised the cam profile to produce an additional 25 lb-ft of torque for a total of 430, giving it class-leading gasoline engine torque for the medium-duty truck segment. Expanding beyond the commercial truck realm, the 6.2 engine showcased its versatility and high-performance capabilities in several high-profile racing applications. Initially making a striking debut in the racing world, the engine was first seen powering Don Bowles’ yellow S197 in NMRA competition—a Ford/Roush collaboration that stirred quite a buzz in 2007 due to its secretive nature and impressive performance, hitting around 800hp in a 3,300-pound Mustang. Further demonstrating its adaptability, the 6.2 was also tuned to a robust 500 hp for the grueling demands of the 2008 Baja 1000, where it was mounted in the F-150 SVT Raptor R race truck. This version retained the stock bore and stroke, underscoring the engine’s strong base capabilities even when pushed to the limits in off-road racing scenarios. Moreover, Ford didn’t stop there; they developed an even more formidable variant—an 850hp, 7.5-liter version specifically for a Trophy Truck, showcasing the engine’s peak performance and engineering adaptability in one of the most demanding racing categories. This breadth of applications from standard commercial use to elite racing environments illustrates the remarkable flexibility and power of the 6.2 engine across a spectrum of demanding situations.”


What are some important characteristics emphasized by Ford regarding the 6.2 engine design and capabilities?

Ford highlighted several key features of the new 6.2 engine, describing it as a robust workhorse tailored for truck use. They pointed out the engine’s superior port-flow properties, beneficial especially at higher lifts, which makes it highly tunable. Furthermore, Ford mentioned the 115mm bore centers of the engine, indicating its capacity for higher displacement.


The 6.2-liter engine outfitted in the 2011 Ford F-250/350 trucks is a 90-degree V-8 with a cast-iron block and aluminum heads. It features a bore of 4.02 inches and a stroke of 3.74 inches, culminating in a displacement of 379 cubic inches, or 6,208 cubic centimeters. The engine delivers a horsepower of 385 at 5,500 rpm, and in the Ford Raptor, this is increased to 411 hp. Torque output stands at 405 lb-ft at 4,500 rpm, with the Raptor model enhancing this to 434 lb-ft. This powerplant is equipped with a compression ratio of 9.8:1 and utilizes dual spark plugs per cylinder. It operates with a single overhead camshaft (SOHC) configuration and two valves per cylinder. Valves measure 2.10 inches for intake and 1.65 inches for exhaust. The camshaft features a valve lift of 0.510 inches and a duration of 258/268 degrees. Valve timing is adjustable, augmented by Cam Torque Actuation. Each cylinder rides on roller rocker arms that are mounted on a shaft, and the engine holds a total of 7 quarts of oil. It is designed to run on 87-octane regular fuel or E85, or any blend thereof, and includes a dual knock sensor system. Ford has highlighted that the 6.2-liter engine was engineered as a durable power unit specifically for heavy-duty truck applications. Its construction allows for excellent airflow at higher valve lifts, which provides substantial opportunities for tuning. This capability has been demonstrated in applications such as drag racing and in the Baja 1000 with the specialized Raptor R race truck. Furthermore, the engine’s design—featuring 115mm bore centers—allows the possibility for future enhancements in displacement.


Why did Ford initially abandon the 6.2 for Mustang production?

Ford initially decided not to use the 6.2 engine for Mustang production due to unspecified reasons. Instead, Ford chose to develop the more compact and efficient Coyote 5.0 as the primary V-8 engine for the Mustang. This shift likely stems from considerations such as performance targets, production efficiency, and market trends that favored smaller displacement engines with comparable or superior power outputs. The presence of the Coyote 5.0, especially with the anticipated release of a supercharged version, might have overshadowed the necessity or appeal of employing a larger 6.2 or even a 7.0-liter engine in the Mustang lineup.

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