Jump to content

Ford Power Stroke engine

From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by 216.246.145.83 (talk) at 19:55, 26 September 2010 (→‎6.7 Scorpion). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Ford Power Stroke engine
Overview
ManufacturerFord Motor Company (2009- )
Also calledInternational Truck and Engine Corporation
Production1994–
Chronology
PredecessorInternational Harvester IDI

The Power Stroke diesel engine is manufactured by Navistar International Corporation (International Truck and Engine Corporation) for Ford Motor Company. These engines are built in Indianapolis, Indiana, Huntsville, Alabama, and Brazil. Until 2011, where the Ford 6.7 Powerstroke was brought in house and is built, designed, and distributed by Ford.

All Ford Powerstroke (6.7) engines use software from Ford.

Introduced in mid-1994 under the previous 7.3 Liter Turbo Diesel moniker, it was given the Power Stroke name in 1994. It is a turbodiesel truck engine used in Ford F-Series trucks, the Ford Econoline van, the Ford LCF commercial truck in a 4.5 litre V6 version, and the Ford Excursion SUV.

These engines primarily compete in the United States full-size pickup truck market with the Duramax V8 from General Motors/DMAX and the B series straight 6 from Dodge/Cummins.

International 6.9l/7.3l IDI

The International Harvester IDI (from Indirect Injection) engine is a 4-stroke V-8 Diesel engine used in International trucks and Ford F-Series pickups from 1982 to 1994. The engine had two displacements: 420 cubic inches (6.9 litres), which was used in Ford trucks from 1983 until 1987, and 444 cubic inches (7.3 litres), which was used in Ford trucks from 1988 until 1992 (naturally aspirated). The turbo charged version was to be a single year stopgap as production of the new Power Stroke engine was to debut with the 1994 model year. (turbocharged). Production of the 7.3 Turbo IDI engine was extended to mid-year 1994. The turbo 7.3 was very similar to the previous 6.9l and 7.3l IDI diesel engines, although the 7.3 IDI Turbo had different wrist pins, different piston rings, as well as different flow capacity fuel injectors. Additionally, the fuel injection pump output was slightly increased to compensate for the additional air charge. These engines were replaced in mid 1994 by the Navistar T444E (7.3L) engine, which was also marketed under the Ford Power Stroke name. The 6.9 IDI, 7.3 IDI, and 7.3 IDIT engines are not in the Power Stroke family.

7.3

In mid 1994, the 7.3L Power Stroke diesel was introduced. Although the previous 7.3 had the same displacement, there were no similarities between the two. The Power Stroke was a direct injection engine, with electronic control. The engine has an Template:Auto in bore and Template:Auto in stroke for a displacement of Template:Auto cid. It utilizes a single turbocharger and in 1999 and later, an intercooler. It utilizes a 17.5:1 compression ratio, and has a dry weight of approximately 920 lbs. This model produced up to 250 hp (190 kW) and Template:Auto ftlbf of torque in automatic trucks during the last years of production, and 275 hp (205 kW) and 550 lb⋅ft (746 N⋅m) of torque on manual trucks. The 1994.5 to 1996/97 DI Power stroke had "single shot" HEUI (hydraulically actuated electronic unit injection) fuel injectors and ran a 15° high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors. 1994.5-1997 trucks used a cam driven fuel pump, whereas the 1999-2003 trucks used a frame rail mounted electric fuel pump. The California trucks in 1996 and 1997 had split shot fuel injectors whereas the rest of the trucks didn't get split shots until 1999. The difference between the split shot and single shot are the single shot just inject one charge of fuel per cycle, whereas the split shot releases a pre light load before the main charge to initiate combustion in a more damped manner. This controlled injection helps reduce the sharp combustion 'knock'. The turbine housing was a 1.15 A/R. In 1999, an air to air intercooler was added. The intercooler cooled the charged air from the turbo making it denser. The cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGTs). The turbine housing was changed to a .84 A/R housing and a wastegate was added. With larger injectors, the HPOP was advanced to 17° to change fueling characteristics. The 7.3 L DI Power Stroke was in production up until 2003 when it was replaced by the 6.0L. In 2003 Ford Motor Company split the year, early 2003 the 7.3 DI was available, and the later part of the year got the new 6.0 L.

Key Specifications

  • Fuel Injection System: HEUI (Hydraulic Electronic Unit Injectors)
  • Valve Train: OHV 2-V
  • Turbo Configuration: Single Standard/////

6.0

The 7.3 L (444 CID) Power Stroke was replaced by the 6.0 L (365 CID) for the 2003 model year. This version was built until mid December 2006 (2007 model year). Many 6.0 L Power Stroke engines were proven to be unreliable,[1] and may have cost Ford hundreds of millions of dollars in warranty repairs and leading to a recall and repurchase of at least 500 trucks. There were initial quality challenges which Ford and Navistar have mostly rectified. The reliability of the later 6.0 L engines, after the dealership technicians were fully trained on the product, has been very good. Many early problems were disastrous, requiring total engine replacement. There were also minor problems resulting from the unreliable variable-vane turbocharger solenoid, EGR valve carbon deposit clogging or sticking, defective Exhaust Back Pressure (EBP) sensor/connector, numerous PCM (Powetrain Control Module) recalibrations, fuel injector harness chafing/crushing and other minor driveability and QC issues. There were many running changes to the engine and in the 2006 year model the 6.0 had the lowest rate of warranty claims across the board for Ford Motor Company when compared to all of Ford's gas and diesel engines. [citation needed]

The EGR valve carbon deposit issue in the 6.0 L has proved common enough to merit some special attention. When the valve clogs, it requires replacement, which has often been done under the powertrain warranty. However, it has been discovered that extended idle times are the cause of the carbon buildup, as diesel engines have low combustion efficiency at idle speeds. Ford has since resolved the issue via updated programming for the powertrain control module.

The engine has an Template:Auto in bore and Template:Auto in stroke for a displacement of Template:Auto CID or 5954 cc. It utilizes a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and Template:Auto ftlbf with an 18:1 compression ratio, with fuel cutoff at 4200 rpm, but having a redline of 4500 rpm only attainable with aftermarket performance programming.

This engine is still being utilized in the E-series until the end of the 2009 calendar year. The engine is the same configuration as the 2007 model year.

Key specifications

  • Fuel Injection system: Split Shot HEUI (Hydraulic Electronic Unit Injectors)
  • Valve Train: OHV 4-V
  • Turbo configuration: Single Variable Vane Geometry (VGT)

6.4

A 6.4 L Power Stroke replaced the 6.0 L due to new emission regulations for on-highway diesel engines built after January 1, 2007; in early 2007 Ford introduced its redesigned 2008 Super Duty with the new 6.4 liter engine as an option.

The new engine has a Template:Auto in bore and Template:Auto in stroke, resulting in a total calculated displacement of Template:Auto CID or (6333 cc). This new engine increased power ratings up to 350 hp (261 kW) and torque to Template:Auto ftlbf at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a sequential turbo system. The main components of this system are a smaller non wastegated turbo providing boost to a larger variable geometry turbo. This system is designed to result in reduced turbo "lag" when taking off from a stop. The series-turbo system is set up to provide a better throttle response while in motion to give a power flow not unlike a gasoline engine. The 6.4 liter also has a Diesel Particulate Filter (DPF) and dual EGR coolers which are capable of reducing exhaust gas temps by up to 1000 degrees before they reach the EGR valve to be mixed in with the intake charge. The Diesel Particulate filter traps soot and particulates from the exhaust and virtually eliminates the black smoke that most diesel engines expel upon acceleration. The engine computer is programmed to periodically inject extra fuel (known as "regeneration" in F-Series) to burn off soot that accumulates in the DPF into ash. This engine must run on Ultra Low Sulfur Diesel (ULSD) fuel which has no more than 15 ppm sulfur content; using regular diesel fuel will result in emission equipment malfunctions and violate manufacturer warranties.

The 6.4 has had one recall (Safety product recall 07S49 was released on March 23, 2007) that addresses the potential for flames to come from the tailpipe of the International equipped 6.4 L diesel trucks. This problem arises from the new diesel engine Federal Emissions standards starting January 1, 2007, requiring the use of an exhaust after-treatment system. A PCM recalibration has been released to eliminate the possibility of excessive exhaust temperatures combined with certain rare conditions resulting what is becoming known as a "Thermal Event".

Key Specifications

  • Fuel Injection System: High Pressure Commonrail
  • Valve Train: OHV 4-ohv
  • Twin sequential turbochargers
  • Diesel particulate filter

6.7L Power Stroke "Scorpion"

This engine, codenamed "Scorpion" due to the turbo being mounted right on top of the block, was designed in-house by Ford.[2] It includes a compacted graphite iron (CGI) block, reverse flow aluminum cylinder heads with dual water jackets and six bolts per cylinder, and 29,000 psi (1,999 bar) high-pressure common rail Bosch fuel system. The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors to spray fuel into the piston bowl. B20 biodiesel support (allowing greener fueling options of up to 20 percent biodiesel and 80 percent petroleum diesel). Unique inboard exhaust and outboard intake architecture, an automotive-industry first for a modern production diesel engine. Honeywell’s single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on a single shaft. Combines the benefits of a small turbocharger (faster response) and a large turbocharger (ability to compress and force more air into the engine for more power) in one unit.[3]

In August 2011, a few weeks after GM had released the new 2011 Duramax diesel engine Ford released a quick software update for the new 6.7l making it capable of 400 hp (298 kW) and Template:Auto ftlbf. A 10 hp and 65 ft-lb torque increase.[4]

Emissions controls include exhaust gas recirculation, Selective Catalytic Reduction (SCR), Diesel Particulate Filter (DPF). Output is 400 hp (298 kW) and Template:Auto ftlbf, previously 390 hp (291 kW) and Template:Auto ftlbf

Applications

The Power Stroke engine has been used in the following applications.

F Series and Excursion Applications

    • Mid-1994–2003 7.3 L
    • 2003–2007 6.0 L
    • 2008–2010 6.4 L
    • 2011– 6.7 L

E Series Applications

    • Mid-1994–2003 7.3 L
    • 2004–2009 6.0 L

LCF (Low Cab Forward) Application

    • 2005–2009 4.5 L

See also

References

  1. ^ "Launch in Limbo". AutoWeek. Retrieved March 5, 2007.
  2. ^ Abuelsamid, Sam (August 31, 2009). "Beware the Scorpion! 2011 Ford Super Duty gets all-new 6.7-liter diesel V8". Autoblog.
  3. ^ "A New Era in Ford Diesel Technology for Pickups Starts Now". The Ford Story. Retrieved 2009-10-12.
  4. ^ http://detnews.com/article/20100803/AUTO01/8030349/1148/rss25
Retrieved from "https://en.wikipedia.org/w/index.php?title=Ford_Power_Stroke_engine&oldid=387179674"