Ford Power Stroke engine
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| Ford Power Stroke engine | |
|---|---|
| Manufacturer | International Harvester |
| Also called: | International Truck and Engine Corporation |
| Production: | 1994– |
Introduced in 1994 as an option, turbodiesel truck engines used in Ford F-Series trucks, the Ford Econoline van, the Ford LCF commercial truck, and the Ford Excursion SUV. The Power Stroke is manufactured by Navistar International Corporation (International Truck and Engine Corporation). These engines are built in Indianapolis, Indiana and Huntsville, Alabama.
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.
Contents |
[edit] 7.3
From mid-1994, the Power Stroke 7.3 lasted through the end of 2003. This model produced up to 275 hp (205 kW) and 525 lb·ft (712 N·m) of torque in its last production year. The 7.3 is widely considered one of the most durable of the diesel engines in the industry. From 1994.5-1997, the engine was an non-intercooled model that had 90cc single shot injectors. These engines also had a 15º High Pressure Oil Pump (HPOP). The turbine housing was a 1.15 A/R. There was no 1998 model year for these trucks. In 1999, The Powerstroke engine was manufactured with an intercooler. The intercooler cooled the charged air from the turbo making it more dense. The cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGT'S). The turbine housing was changed to a wastgated .84 A/R housing. The HPOP was upgraded to a 17º unit that could supply more high pressure oil to the HUEI (Hydraulic/Electric actuated injection) injector. The injector capacity of the 99+ 7.3 was also increased to 120cc's. However, these were "split shot" injectors. These injectors prolong the injection time to decrease emissions however, some power potential was lost in this process.
[edit] 6.0
Unable to meet strict emissions regulations, the 7.3L (445 cu in) Power Stroke was replaced by the 6.0 L (366.1 cu in) during the 2003 year model. This version lasted through 2008 (2007 model year). Many 6.0 L Power Stroke engines proved unreliable,[1] may have cost Ford hundreds of millions of dollars in warranty repairs and leading to a recall and repurchase of at least 500 trucks. The major problem with the Navistar diesel engines is damage resulting from defective fuel injectors, which suffer from side loading, which then causes raw fuel to flood and enter the engine's oil crankcase or hydro-lock the engine. The former occurrence is so disastrous that a total engine replacement has been required in some cases. There were also minor problems resulting from the unreliable factory variable-vane turbocharger, head gasket problems, EGR valve carbon deposit clogging/sticking, defective Exhaust Pressure (EP) sensor/connector, extensive PCM recalibrations, fuel injector harness chafing/crushing, general engine stalling/bucking, and inability to conform to the new Federal diesel emissions standards of January 1, 2007. 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.
The engine had an 3.74 in (95 mm) bore and 4.13 in (104.9 mm) stroke for a displacement of 365 CID (6 L) or 5954 CC. It utilized a turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb·ft (773 N·m) with an 18:1 compression ratio, with fuel cutoff at 3600 rpm.
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 YM with a diesel particulate filter added to the exhaust system.
[edit] 6.4
Unable to meet even stricter emission regulations for 2007, 6.4 L (390.6 cu in) Power Stroke replaced the 6.0L Power Stroke. Ford introduced its redesigned 2008 Super Duty lineup in early 2007 equipped with the new 6.4 liter Power Stroke.
The new engine has a 3.86 in (98 mm) bore and 4.13 in (104.9 mm) stroke, resulting in a total calculated displacement of 387 CID (6.3 L) or 6.3 L (6333 cc). This new engine bumped the power up to 350 hp (261 kW) and torque to 650 lb·ft (881 N·m) at the crank. Horsepower and Torque is achieved at 3,000 rpm and 2,000 rpm respectively. It also features a sequential turbo system, with a smaller fixed vane turbo providing a constant boost to a bigger variable geometry turbo resulting in almost no turbo spooling when taking off from a stop. The new turbo system also provides better power response while already in motion acting much like a gasoline engine in throttle response. The engine also has a Diesel Particulate Filter. The engine computer is also programmed to periodically inject extra fuel (regeneration in F-Series) to burn off accumulated soot into ash. This engine MUST run on Ultra Low Sulfur Diesel fuel. (ULSD 15 ppm sulfur content)
Many more changes have taken place with the 6.4 liter Power Stroke and other on-highway diesel engines built after January 1, 2007.
The 6.4 has had one recall due to the potential for diesel fuel or oil in the DPF causing very high EGTs (exhaust gas temperatures). The recall reflashes the engine computer to derate the fuel in order for the engine to reduce the DPF temperature if a high exhaust temperatures is found to be above Ford's specifications.
[edit] Applications
F Series and Excursion Applications
-
- 1987–2003 7.3 L
- 2003–2007 6.0 L
- 2008– 6.4 L
E Series Applications
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- 1988-1994 7.3lt. IdI
- 1994–2003 7.3 L
- 2004–2007 6.0 L
LCF (Low Cab Forward) Application
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- 2005–current 4.5 L
[edit] See also
[edit] References
- ^ Launch in Limbo. AutoWeek. Retrieved on March 5, 2007.
