Ford Power Stroke engine

Infobox Automobile engine
name=Ford Power Stroke engine
aka=International Truck and Engine Corporation
manufacturer=Navistar Inc.
production=1994–
class=OHV 90° V8 Diesel
predecessor=
similar=Duramax V8
B series I6Introduced in mid-1994 under the previous "7.3 Liter Turbo Diesel" moniker, it was given the "Power Stroke" name in 1995. 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 liter V6 version, 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.

7.3

The first 7.3L was produced from 1988-1993. The original 7.3L diesel was a non-turbo charged indirect injection (IDI) engine. In 1994, the 7.3L went under some changes. The 7.3L was changed to a direct injection (DI) engine from the original IDI engine [http://www.powerstrokediesel.com/index.asp?PageId=307] . Ford also added a turbo charger and gave it the name Power Stroke [http://www.powerstrokediesel.com/index.asp?PageId=307] . This model produced up to convert|250|hp|abbr=on and Auto ftlbf|525 of torqure. The new 7.3L DI Power stroke had 90cc "single shot" HEUI (hydraulic electronic unit injectors) fuel injectors and ran a 15º high pressure oil pump (HPOP) to create fuel injection pressures. The turbine housing was a 1.15 A/R. There was no 1998 model year for these trucks. In 1999, a air to air intercooler was added. 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 (EGTs). The turbine housing was changed to a .84 A/R housing and a wastegate was added. The 90cc "single shot" HEUI injectors were upgraded to 120cc "split shot" injectors. With larger injectors, the HPOP was advanced to 17º to increase fuel pressures. The 7.3L DI Power stroke was in production up until 2003 when it was replaced by the 6.0L due to being unable to meet emissions.

6.0

Unable to meet strict emissions regulations, the 7.3L (444 CID) "Power Stroke" was replaced by the 6.0 L (365 CID) for the 2003 model year. This version was built through the 2007 (2008 model year). So many 6.0 L "Power Stroke" engines were proven to be unreliable, [cite web|title=Launch in Limbo|url=http://www.autoweek.com/apps/pbcs.dll/article?AID=/20070305/FREE/70304002/1528/rss01&rssfeed=rss01|work=AutoWeek|accessmonthday=March 5 |accessyear=2007] 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. The major problem with the Navistar diesel engines is damage resulting from aftermarket modifications to the engine or its operating computer. There were initial quality challenges which Ford and Navistar have rectified. The reliability of the later 6.0L engines, after the dealership technicians were fully trained on the product, has been very good. Some 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/sticking, defective Exhaust Pressure (EP) sensor/connector, numerous PCM (Powetrain Control Module) recalibrations, fuel injector harness chafing/crushing and other minor driveability and QC issues. As with competitive engine products offered by GM and Dodge, the 6.0L suffered from an inability to conform to the new Federal diesel emissions standards which took effect on 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. Fact|date=June 2008

The engine had an Auto in|3.74 bore and Auto in|4.13 stroke for a displacement of Auto CID|365 or 5954 cc. It utilized a turbocharger and intercooler, producing Convert|325|hp|kW|0|abbr=on and Auto ftlbf|570 with an 18:1 compression ratio, with fuel cutoff at 3600 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 YM with a diesel particulate filter added to the exhaust system. Proving that the 6.0L *could have* been made to meet the newer stringent "2007" diesel emissions standards, if Ford had been given enough time.

6.4

A 6.4 L "Power Stroke" replaced the 6.0L 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 a option.

The new engine has a Auto in|3.86 bore and Auto in|4.13 stroke, resulting in a total calculated displacement of Auto CID|387 or (6333 cc). This new engine increased power ratings up to Convert|350|hp|kW|0|abbr=on and torque to Auto ftlbf|650 at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a serial turbo system. The main components of this system are a smaller fixed vane turbo providing constant boost to a bigger variable geometry turbo. This system is designed to result in almost no turbo "lag" when taking off from a stop. The serial 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). The engine computer is also programmed to periodically inject extra fuel (known as "regeneration" in F-Series) to burn off accumulated soot 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 due to the potential for diesel fuel or oil in the DPF causing a higher than normal exhaust gas temperature(EGT). The recall reflashes the engine computer to derate the fuel in order for the engine to reduce the DPF temperature if an EGT is found to be above Ford's specifications.

Applications

F Series and Excursion Applications
** Mid-1994–2003 7.3 L
** 2003–2007 6.0 L
** 2008– 6.4 L

E Series Applications
** Mid-1994–2003 7.3 L
** 2004–2009 6.0 L

LCF (Low Cab Forward) Application
** 2005–current 4.5 L

ee also

* Ford engines
* Ford Triton engine

References

External links

* [http://www.powerstrokediesel.com Powerstroke Diesel home page]