Pissed Off...

jrrod2004 · September 3, 2009

Source: http://www.popularmechanics.com/automotive...rs/4329221.html

For years Ford equipped its heavy-duty pickups with diesel engines built by Navistar. Starting next year, the Dearborn company is going its own way. The 2011 Super Duty will be available with an all-new Ford-designed-and-built V8 diesel engine. And we were able to get an early technical deep dive inside this powerplant. Ford wouldn't reveal exactly how much horsepower and torque the 6.7-liter turbocharged oil burner would produce once it reaches production, but the company did say that it will meet or exceed the current offering and hit the stiffer, upcoming emission regulations. Here's what we found out about the new engine.

By Larry WebsterPublished on: August 31, 2009

Ford Power Stroke 6.7L Diesel.

The new engine's base is a compacted graphite iron (CGI) block. CGI is similar to the cast iron commonly used in most engine blocks, but it's made with slightly different alloying elements so the material is stronger. Overall, the new engine is 160 pounds lighter than the 6.4-liter Navistar engine it replaces. Part of that lightweighting comes from the CGI block, but the rest comes from the new aluminum cylinder heads - another weight-saving measure. These heads are unique because the exhaust ports exit in the middle of the engine and the intake ports are on the outside, the reverse of conventional designs.

The center exhaust ports feed a turbocharger that's mounted in the valley of the engine's vee. This massive turbo huffs in up to 30 psi of boost. Controlling the air entering each combustion chamber are four pushrod-activated valves. Each valve gets its own pushrod and rocker, a design the engineers say makes for stiffer, more durable rockers than the usual forked design. Other mechanical bits include a forged steel crankshaft and oil jets that cool the underside of the pistons. Maximum engine speed is 2800 rpm.

Exhaust Emissions: As the engineers spoke to us about the engine while it ran on the dyno, two things stood out: first, the exhaust system is huge. The diameter of exhaust is larger than a coffee can and could be as fat as a 5-gallon bucket. But it has to be so that it can accommodate the three-way catalytic converter, the particulate filter, and the SCR urea-injection catalyst. Like several current diesel cars such as the Mercedes Benz ML 320, the new Power Stroke motor uses an aqueous solution of urea and special catalysts to break down the oxides of nitrogen. The SCR fluid is carried in a small tank near the exhaust and has enough volume Ford says to last for 7500 miles.

The Power Stroke couldn't meet the emission requirements without that complicated exhaust system or the sophisticated direct-fuel injection system. Made by Bosch, the high-pressure injectors run on an astounding 30,000 psi of pressure and squirt fuel up to five times per combustion event. This multipulse injection also had the side benefit of making the Power Stroke one of the quietest diesels we've ever heard. The engineers paid careful attention to the stiffness of accessory mounts, which helped quiet the noise, but the fuel-injection system is the main enabler. To illustrate its effectiveness, the engineers switched the system to inject all the fuel at once—instead of the five separate mini injections—and the engine clattered away like a typical diesel. Of course this engine is computer-controlled, but to keep everything running optimally and cleanly, the new Power Stroke has two water pumps and two separate cooling circuits. One circuit cools the engine, while the other tends to the intercooler, the EGR cooler, and the driveline.

The Bottom Line: All this hardware, the turbocharger, intercooler, complicated exhaust system and two cooling systems—starts to add up, and this engine will likely carry a hefty premium. How much extra it will cost and what kind of fuel economy we can expect are all questions that remain unanswered. Ford says it's gone to great lengths to ensure that the reliability problems that plagued the current Navistar engine won't happen again. The test cycle is grueling and includes 1200 hours of continuous usage. They also run it for 6 hours straight at peak torque and for 3 hours at peak horsepower—and rev it to 4200 rpm even though the rev limit is set to 4000. We look forward to driving the new Super Duty with this engine next year.

Sounds like the 4.5L Duramax design with a few modifications...GM shot themselves in the foot.

dlstewart01 · September 3, 2009

The GM management dropped the ball on so many fronts.

Right now there is not a GM dealership in the county I live in. GM took their leases away. WE have around 5 good size towns in this county. Doesn't make sense. A dealership does not cost GM any thing. I don't get their strategy.

Fobroader · September 3, 2009

I was really looking forward to owning a 1/2 ton diesel, wether it was ford, dodge or GM......now nothing, this sucks, I DONT NEED A 1 TON. Well maybe with the forthcoming Mahindra pick up, the GM management will see the error of their ways and see that a light duty diesel in a smaller truck is profitable. Too bad it will take a Indian truck to provide that kick......

Unknown123 · September 3, 2009

"his multipulse injection also had the side benefit of making the Power Stroke one of the quietest diesels we've ever heard."

a plus to some, but this is terrible news to me lol.

fbachman · September 3, 2009

sounds like they are implementing what Europe has been using for a while in their automotive diesels, the common rail diesel injection, given the high pressures that are being reported.

I have always contended that there is a market for an even SMALLER sized Diesel for folks like me that like trucks, don't need a 50,000GVW diesel, but would still consider owning one (kinda like the 4.5l).

too bad, maybe GM will come back around.

I have to believe that a 4.5 propperly laid out for a 1500 MUST be able to churn 23-27mpg in the city.... I, for one, would certaily consider a Diesel offereing on that order. I do NOT need a massive marine diesel in my truck. TO me, that would be kinda a waste for the engine. Just don't do heavy duty enough stuff to justify it..

Spurshot · September 3, 2009

I'm not fully versed on diesels, but I heard from a friend that the big rigs will have to install some kind of particulate capturing mufflers soon. At least in CA.

jrrod2004 · September 3, 2009

sounds like they are implementing what Europe has been using for a while in their automotive diesels, the common rail diesel injection, given the high pressures that are being reported.

I have always contended that there is a market for an even SMALLER sized Diesel for folks like me that like trucks, don't need a 50,000GVW diesel, but would still consider owning one (kinda like the 4.5l).

too bad, maybe GM will come back around.

I have to believe that a 4.5 propperly laid out for a 1500 MUST be able to churn 23-27mpg in the city.... I, for one, would certaily consider a Diesel offereing on that order. I do NOT need a massive marine diesel in my truck. TO me, that would be kinda a waste for the engine. Just don't do heavy duty enough stuff to justify it..

I think with a few changes to some parts as well some light tuning, it could easily hit 30 MPGs...Jenna's forcefed princess can run 23MPGs (if not more according to her)

spikesputnik · September 3, 2009

I'm certianly no engineer here, but the exhaust going up into the V sounds like alot of heat being sent into one place from two places. Can you say hot hood? In what other engine applications is this done? Just curious...

jrrod2004 · September 3, 2009

I'm certianly no engineer here, but the exhaust going up into the V sounds like alot of heat being sent into one place from two places. Can you say hot hood? In what other engine applications is this done? Just curious...

None, BUT it would be a lot of heat to drive that turbo(s)

terryk · September 3, 2009

Sounds like a great engine but I am not convinced direct injection is ready for prime time. A failure like a stuck injector is brutal on the engine. This engine isn't going to be any cheaper to own that the current engines and they aren't cheap by any means if something goes wrong.

s_n_a_f_u · September 3, 2009

the New Big Rig Engines are going to Selective Catalytic Reduction or SCR for short. This is a type of Exhaust after treatment using Urea(Basically Ammonia) to cut the emissions of a Rig down to almost nothing. the 07 and up Engines Used Particulate Filters and Massive EGR to reach emissions Standards now this is not enough so next year (2010) we switch to SCR as to Follow in Europes foot steps. the down side is Urea does not like the cold and is very expensive for what it is. The Dodge Cummins 6.7L uses a Particulate Filter and Massive EGR that was the reason they had to boost it to 6.7 from 5.9 to keep the same power as EGR Steals power (EGR is Exhaust Gas Recurculation for those that dont know) shoves exhaust into the intake to reburn the left over fuel. and i have heard reports that when GM had their half ton with the deisel (in the 90's) they were capable of almost 30-40 mpg with the right foot so i to was looking forward to the 4.5L once i found out they scrapped it i was upset.

spikesputnik · September 4, 2009

I'm certianly no engineer here, but the exhaust going up into the V sounds like alot of heat being sent into one place from two places. Can you say hot hood? In what other engine applications is this done? Just curious...

None, BUT it would be a lot of heat to drive that turbo(s)

Oh yea-now I think I remember an old F1 V-whatever with pipes up the middle...and no hood, nor turbo, nor driver behind it all .

BlackSilver · September 4, 2009

Why are you pissed off? Sounds like a good engine, and will help competition. I buy a new diesel about every 4 years or 300,000 miles, whichever comes first. Looks like I'll have another choice to compare.

superbee · September 4, 2009

I find it to be very enjoyable having a massive diesel in my truck. If I could only figure out how to shoe horn an EMD Electromotive diesel in my 2500HD I'd be a happy guy!