Ford rolled out details today on an all new V8 diesel engine for their F-Series Super Duty trucks to replace the Navistar sourced engines it currently offers. Though Ford has sourced the heavy duty diesels from Navistar for decades, the relationship soured in the past ten years amid lots of engine problems, lawsuits, and bad karma between the two companies.
Ford decided to cut the cord and has developed an all new 6.7 turbocharged V8 diesel on their own to be built in Ford’s own plants. Not only did they decide to go it alone, they have come up with a groundbreaking new power plant that has many firsts in technology and promises to deliver better economy, power, and durability than anything that has come before it.
The new Powerstroke engine uses compacted graphite iron (CGI) in the engine block for reduced weight and maximum strength. A unique inboard exhaust and outboard intake architecture reduces overall exhaust system volume. Ford says this leads to better throttle response, reduced heat transfer to the engine compartment and improves NVH (noise, vibration, harshness).
Another first is a single-sequential turbocharger that features an industry-first double-sided compressor wheel mounted on a single shaft. This turbocharger design allows the single unit to deliver the benefits of a twin-turbocharger system in a smaller, more efficient package, combining 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.
Fuel is delivered through a high-pressure Bosch fuel system injects fuel at up to 30,000 psi. The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors to spray fuel into the piston bowl. The new 6.7 Powerstroke diesel is compatible up to B20 fuel, allowing greener fueling options of up to 20 percent biodiesel and 80 percent petroleum diesel
Cylinder heads are made of lightweight aluminum and feature dual water jackets for increased strength and optimal cooling. Heads utilize six head bolts, instead of four as found on other engines, to help improve sealing and maintain cylinder integrity even with the higher firing pressures.
One of the obvious visual differences in the new 6.7-liter Power Stroke V-8 turbocharged diesel engine is the layout of the pipes. The exhaust manifolds, for example, reside in the valley of the engine instead of outboard, while the intake is outboard of the engine. The cylinder heads are essentially flipped around in comparison with previous V-8 engine architectures.
The combustion system is the heart of the new 6.7-liter Power Stroke V-8 turbocharged diesel engine and in many ways encapsulates the careful balancing act the Ford team achieved in terms of power, fuel economy and reduced emissions.
Ford’s system runs the engine with the least amount of oxygen possible in order to reduce NOx without degrading performance and fuel economy. Ford’s solution runs the EGR through a two-step process utilizing separate cooling sources, something not typically seen. The end result is the EGR is brought into the intake at a lower temperature, which means more of it can be utilized, creating greater efficiency throughout the system.
The new 6.7-liter Powerstroke employs an after treatment urea system, catalyst and particulate trap to help comply with 2010 federal regulations. Ford says customers of the 6.7-liter Power Stroke turbocharged diesel engine will notice a quieter, more refined sound. Improvements to the combustion system, structural integrity of the compacted graphite iron block and the single turbocharger mounted to the engine block account for many of the NVH improvements.
The new engine’s power output specs have not been released but should meet or exceed that of the current Navistar supplied 6.4 Powerstroke V8. That engine produces 350hp and 650 ft. lb. of torque. The new 6.7 Powerstroke diesel will debut next year in the next generation 2011 Ford F-Series Super Duty trucks.
