Ultimate Boss Ford 6.2 Engine Guide
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Though it only had a relatively short run, the Ford 6.2 engine, also known as the Boss 6.2, was a solid contributor to the Ford lineup. Ford used it inside the F-series and Super Dutys from 2010–2022, when it was finally retired. The Boss Ford 6.2 engine gained a solid reputation for reliability and performance during its limited run, and there are still tons of examples on the streets today.
This article will cover everything you need to know about the Ford Boss 6.2 engine, including specifications, vehicle applications, engine design, common problems, reliability, performance, and aftermarket mods.
Ford Boss 6.2 Engine History
Ford introduced the Boss 6.2L V8 engine in 2011 to succeed the outgoing modular 6.8L V10. The 6.8L had been in production since the mid-’90s, and Ford wanted something more fuel efficient capable of better performance. Ford created the Boss engine series – originally known as the Hurricane – to directly compete with the Chrysler HEMI and General Motors’ Vortec series of large displacement engines.
From 2010–2014, the Boss 6.2 V8 powered the Ford F-series, including the Raptor and special Harley-Davidson edition. From 2011–2022, Ford used the Boss inside the F-series Super Duty (F-250 and F-350), only recently retiring it for the 2023 model year. Ford also put the Boss V8 inside the E-series vans as an option from 2017–2019.
When inside the standard non-Super Duty F-series trucks, Ford rated the Boss at 411 horsepower and 434 lb-ft of torque. However, inside the Super Duty, Ford rated the boss a little lower at 385 horsepower and 405-430 lb-ft of torque. A fully equipped Super Duty with a Boss 6.2 had a towing capacity of 15,000 lbs.
Only boasting a limited 13 year run, the Boss Ford 6.2 engine was retired following the 2022 model year. In its place, Ford has put the 6.8L V8 Godzilla engine, which they first introduced in 2020.
Ford 6.2 Engine Specifications
|Engine Name||Boss 6.2 V8|
|Engine Family||Ford Boss|
|Displacement||6.2 liters (379 cid)|
|Bore and Stroke||102 mm x 95 mm|
|Valve Train||SOHC, 16V|
|Fuel System||Electronic Fuel Injection|
|Towing Capacity||15,000 lbs|
|Horsepower Output||385-411 horsepower|
|Torque Output||405-434 lb-ft of torque|
Boss 6.2 V8 Engine Vehicle Applications
- 2010–2014 Ford F-Series (Including Raptor and Harley-Davidson edition)
- 2011–2022 Ford Super Duty
- 2017–2019 Ford E-Series
Boss 6.2 Engine Design Basics
The Ford Boss engine is a 6.2L V8 with an aluminum head and cast iron block. The bore and stroke are 102 mm x 95 mm, which Ford considers a big bore and short stroke motor. The larger bore allows Ford to use huge valves for optimal airflow, and the short stroke allows the motor to rev to a red line of 6,000 rpm. The bore spacing is 115 mm, which is 15 mm wider than the modular engine series.
The deep-skirted block also has cross-bolted, four-bolt main bearing caps for peak durability. The oil pump is a gerotor style pump, similar to the modular series.
Each cylinder has two spark plugs to compensate for the large bore. This is known as a “wasted spark” ignition system. In this system, the first plug to fire is used for the main ignition of the fuel mixture. The second plug fires after the first one, and is used to burn off any leftover fuel before it exits the exhaust valve. The first plug is located on top of the cylinder, but the second is located lower, just above the exhaust valve.
In addition, each cylinder bank has its own set of knock sensors to detect detonation and pre-ignition. Compared with the outgoing 6.8L modular V8, the Boss had improved crankcase breathing and efficiency.
Boss V8 internals, valvetrain, and more
The pistons are cast-aluminum, and there are piston-cooling jets for each cylinder. The connecting rods are forged steel, and the crankshaft is cast-iron with a dual-mode damper. The compression ratio is a static 9.8:1, and the engine can run on gasoline or E85 (Flex-Fuel).
The valve train is a single overhead camshaft (SOHC) design with 2 valves per cylinder for 16 valves total. It uses roller-rocker shafts that allow for splayed valve angels, optimizing flow. The shaft mounted rocker arms allow for increased rigidity, and the splayed valves help increase flow similar to canting. The SOHC layout saves space and money, and still allows for very good performance.
Ford uses what they call “dual equal” variable cam timing (VCT) on the Boss 6.2. This means that both the intake and exhaust valves open and close at the same time, which Ford claims allows for the best fuel economy and performance. The VCT uses Cam Torque Actuation, which helps reduce parasitic loss from the drive belt.
The intake manifold is made from plastic, and has long-runners optimized for best torque. The throttle body is 80 mm and uses a drive-by-wire actuation. It is also forward facing, which is relatively new for Fords – which usually have them side-facing.
The Boss V8 is a very cost effectively built V8 that still maintains optimal reliability and performance. Ford designed it to be a capable truck motor that could tow lots of weight, and they did an excellent job. Don’t let its short production time scare you, the Boss V8 is a very capable motor.
Boss 6.2 V8 Common Problems and Reliability
Overall, we consider the Ford Boss 6.2 V8 to be a very reliable engine. While it only had a production run lasting for 13 years, that should not be taken as an indictment of its reliability. For the most part, since its introduction in 2010, owners have reported very minimal problems. There have been plenty of Boss V8 powered Fords that have cleared well over 100,000–200,000 miles and are still ticking today.
Still, there have been a few issues with the Boss that have crept up over the years. They aren’t huge, and definitely not catastrophic, but we still think they need to be mentioned. Previously, we looked at the 4 most common Ford Boss 6.2 V8 engine problems. We’ll go over them again here, but if you want more detail make sure to check out the above article
Most Common Boss Raptor and Super Duty Issues
The top 4 most common Ford Boss 6.2 V8 engine problems are:
- Valve spring failure
- Oil leaks
- Rough idle
- High oil consumption
First off, we’ll start with valve spring failure. Valve springs sit between the rocker arm and the valve itself, and they use spring pressure to keep tension on the valves. Valve springs are one of the most important parts of a valve train, and if they fail you will have floating valves, which can lead to serious issues.
Unfortunately, on some Boss 6.2 engines the valve springs have failed prematurely. This is usually noticeable through a rough idle, misfiring, and power loss. While the replacements themselves are pretty cheap, it is annoying working on the Boss valve train, so labor costs can be somewhat high.
The next issue is oil leaks. To be fair, oil leaks are symptomatic of many high mileage vehicles, and the Boss V8 is no different. The most common places are the valve cover gasket, oil pan gaskets, and main seals. Considering the issue is the gaskets and not really the engine, it’s hard to really call this a “problem,” as it’s more of a wear issue. Still, it’s something to keep in mind, especially if your Boss V8 is starting to get up there in mileage.
Rough Idle, Spark Plugs, and High Oil Consumption
The third issue is an occasional rough idle. As we explained earlier, the Ford Boss 6.2 engine uses a dual-spark plug per cylinder “wasted spark” ignition system. All spark plugs are mileage limited, and it seems like Boss is especially sensitive to them after about 50,000-60,000 miles. Making sure you are keeping on top of spark plug changes is an easy way to avoid any issues on the Boss V8.
The final problem we will address is going to be high oil consumption. While it might seem a bit obvious, the Ford 6.2 will start to suffer oil consumption issues past 200,000 miles. This isn’t much of a surprise, considering that’s extremely high mileage, but it’s worth bringing up. If it gets really bad, it might be a sign of low compression, but as long as you are within 1-2 quarts every 5,000-7,000 miles you should be okay.
Boss Raptor and Super Duty Performance and Upgrades
From the factory, the Boss 6.2 V8 already boasts some pretty good performance numbers. In the F-150 series, including the Raptor and Harley-Davidson edition, Ford rated the Boss at 411 horsepower and 434 lb-ft of torque. In the Super Duty series, Ford rated them a tad lower at 385 horsepower and 430 lb-ft of torque.
While these trucks were obviously built for torque and towing capacity, they are also capable of making gobs of horsepower, too. As soon as Ford released the engine, famed engine builder and tuner Hennessey was immediately putting out twin-turbo kits that could dial the horsepower all the way up to 810. While that’s probably a bit excessive for most people, it shows the ultimate power the Boss is capable of.
Ford rated the Boss V8 at being able to tow 15,000 pounds, but with more torque you can definitely increase that number. Considering the 6.8L is capable of towing 20,000 pounds, the Boss still has a ways to go to compete.
Ford Boss 6.2 Cold Air Intakes
While a lot of people would suggest starting off with a cold air intake, they’re actually relatively useless for the Boss V8. From the factory, Ford already has a cold air intake installed, and it is more than capable of supplying enough air for lots of power.
Top Boss Raptor and Super Duty Engine Mods
The top Boss Ford 6.2 V8 engine mods for improving horsepower and towing capacity are:
- Long-tube Headers
- ECU Tuning
- Cylinder Heads
- Forced Induction
We suggest starting off your Boss V8 build with a set of long-tube headers. Long-tube headers replace the restrictive cast iron exhaust manifold and catalytic converters. They are usually made of a strong but light metal, like T304 stainless steel, and have either high flow or catless options. With just headers alone, you can expect to see power increases of 25-30 wheel horsepower. This set of Ford Raptor 6.2 Boss headers from American Racing Headers are top of the line, and come in catted or catless options.
After upgrading your exhaust, next we suggest going with ECU tuning. ECU tuning involves a qualified tuner making adjustments to your car’s ECU, which essentially runs the engine, to increase horsepower and torque. Usually, this is done by changing parameters to do things like increase ignition timing, change camshaft timing, and alter air-to-fuel ratios. Just tuning alone can net increases of 20-30 horsepower and torque.
For a tuning solution, we recommend Livernois Motorsports Ford Super Duty tuner. Livernois Motorsports are one of the most respected manufacturers in the Ford performance industry, and their tuners have gotten high reviews.
Ford 6.2 Raptor and Super Duty camshafts and cylinder heads
Next up, we suggest really diving in and upgrading the camshafts and cylinder heads. Upgrading the stock cams to something more aggressive is a great way to add power throughout the rev band. As we mentioned earlier, the Boss 6.2 V8 has absolutely massive valves, and allowing for higher lift and greater duration really shows up on the dyno sheet. Again, we recommend Livernois Motorsports camshafts. They also have camshafts available with an upgraded valvetrain set for optimal performance.
Right along with cams, upgrading the cylinder heads is a great mod. Allowing for better flow in and out of the engine is paramount, and an upgraded cylinder head will flow much greater and faster than stock. With such a big bore engine like the Boss V8, it’s paramount to make sure you are squeezing as much air as you can into the massive valves. An upgraded head is one of the best ways to improve flow.
We again recommend going with Livernois Motorsports for upgraded cylinder heads. Livernois Motorsports has both Stage 2 and Stage 3 cylinder heads. The stage 2 are significantly cheaper and meant for more budget builds, while the stage 3 heads also come with camshafts – saving you some money.
Ford 6.2 Raptor and Super Duty Superchargers and Turbo Kits
Finally, if you really want to push the Boss V8 in your Raptor or Super Duty to the limits, there is no better option than forced induction. If you want to go past 500 horsepower on the Ford 6.2, it’s very difficult to do so naturally aspirated. Forced induction truly is your most reliable and cost effective option at that point.
You have two options for Boss V8 forced induction, supercharging or turbocharging. As we mentioned earlier, Hennessey had a twin-turbo kit for the Boss V8, that could make 605-810 horsepower. You’ll probably want a twin-turbo rather than single-turbo setup, due to the engine’s large displacement.
If you want a supercharger, there are several kits available on the market. We would probably recommend a centrifugal supercharger for the most power, but Whipples (twin-screw) are also very popular.
Ford Boss Engine Summary
Overall, the Ford Boss 6.2 V8 engine was a standout engine from Ford. Though they only produced it for 13 years, it still has a reputation for reliability and performance. There have been many 200,000 mile Boss V8s out there, and even some 300,000 and 400,000 mile examples. Clearly, these engines are capable of some serious durability.
Performance wise they are no slouch either. With a max towing capacity of 15,000 lbs, you’ll be able to tow pretty much whatever you need with the Boss. If you want to look at adding some performance, you can do anything from long-tube headers to a massive twin-turbo kit running lots of boost.
We’d definitely recommend any Ford Boss 6.2 powered truck or van, and we’d certainly be happy piloting one around. Let us know about your experiences with the Ford Boss 6.2 V8 in the comments below!