Ford Power Stroke engine

Power Stroke is a name used by a family of diesel engines for trucks produced by Ford Motor Company since 1994. Along with its use in the Ford F-Series (including the Ford Super Duty trucks), applications include the Ford E-Series, Ford Excursion, and Ford LCF commercial truck; the name was also used for a diesel engine used in South American production of the Ford Ranger.

From 1994, the Power Stroke engine family existed as a re-branding of engines produced by Navistar International, sharing engines with its medium-duty truck lines. Since the 2010 introduction of the 6.7L PowerStroke V8, Ford has designed and produced its own diesel engines. During its production, the PowerStroke engine range has been marketed against large-block V8 (and V10) gasoline engines along with the General Motors Duramax V8 and the Dodge Cummins B-Series inline-six.

7.3 Power Stroke

The first engine to bear the Power Stroke name, the 7.3L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8. Introduced in 1994 as the replacement for the 7.3L IDI V8, the Power Stroke/T444E is a completely new engine, with only its bore and stroke dimensions common with its predecessor (resulting in its identical 444 cubic-inch displacement). In line with the IDI diesel, the Power Stroke was offered in one-ton versions of the Ford F-Series/Ford Econoline product ranges.

The Power Stroke is an electronically controlled, direct injection engine with a 4.11 in (104 mm) bore and 4.18 in (106 mm) stroke creating a displacement of 444 cu in (7.3 L). It has a 17.5:1 compression ratio, and a dry weight of approximately 920 lb (420 kg). This engine produces up to 250 hp (190 kW) and 505 lb⋅ft (685 N⋅m) of torque in automatic-transmission trucks from the last years of production, and 275 hp (205 kW) and 525 lb⋅ft (712 N⋅m) of torque in manual-transmission trucks. The oil capacity is 15 quarts (14.2 liters). The oil pan holds 15 quarts (14.2 liters) while the top end holds an additional 3 quarts (2.84 liters), making for a total of 18 quarts (17.03 liters).

The 1994.5 to 1996/97 DI Power stroke has "single shot" HEUI (hydraulically actuated electronic unit injection) fuel injectors and ran a high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors. This generation of Power Stroke utilizes an HPOP with a 15° swash plate angle. The 1995-1997 trucks use a two-stage cam-driven fuel pump, whereas the 1999-2003 trucks use a frame rail mounted electric fuel pump. The California trucks from 1996 and 1997 have split-shot fuel injectors; other trucks did not get split-shot injectors until 1999. Single-shot injectors only inject one charge of fuel per cycle, whereas the split-shot injector releases a preliminary light load before the main charge to initiate combustion in a more damped manner. This "pre-injection" helps reduce the sharp combustion 'knock' as well as lower NO_x emissions by creating a more complete burn.

The '94.5-'97 engine utilizes a single turbocharger with a turbine housing size of 1.15 A/R. In 1999, an air-to-air intercooler was added to cool the charged air from the turbo for increased air density. With the new cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGT). The turbine housing was changed to a .84 A/R and a wastegate was added halfway through the 1999 model year. The 1999 engine also received 160cc injectors, up from 90cc in the early model engine. With the larger injectors, the HPOP capability was increased by utilizing a 17° swash plate angle to meet the requirements of the new, higher flowing injectors.

6.0 Power Stroke

The 7.3L (444 CID) Power Stroke was replaced by the 6.0L (365 CID) beginning in the second quarter of the 2003 model year. The 6.0L Power Stroke, was used in Ford Super Duty trucks until the 2007 model year but lasted until 2009 in the Ford Econoline vans (model year 2010) and in the Ford Excursion SUVs until after the 2005 models when Ford discontinued Excursion production. The engine has a 3.74 in (95 mm) bore and 4.13 in (105 mm) stroke creating a displacement of 365 cu in (6.0 L) or 5,954 cc. It utilizes a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb⋅ft (773 N⋅m) torque with an 18:1 compression ratio, with fuel cutoff at 4,200 rpm. Many 6.0 L Power Stroke engines experienced problems,^[4]

6.4 Power Stroke

The 6.4L Power Stroke was introduced for the 2008 model year. Also known as the Slug, the 6.4L Power Stroke was the first engine introduced to the light truck market that utilized dual turbochargers from the factory. This was the first Power Stroke to use a diesel particulate filter (DPF) in order to nearly eliminate particulate emissions. The new DPS and active regeneration system greatly hindered the engine's fuel economy capability, though the engine proved to be comparatively strong and reliable. The engine was ultimately retired after the 2010 model year, as Ford replaced it with its own in-house built 6.7L Power Stroke.

The engine has a 3.87 in (98 mm) bore and 4.13 in (105 mm) stroke, resulting in a total calculated displacement of 387 cu in (6.3 L) (6,333 cc). Despite having to meet emission regulations, the engine was able to increase horsepower ratings to 350 hp (261 kW) and torque to 650 lb⋅ft (881 N⋅m) at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a compound VGT turbo system. Air enters the low-pressure turbo (the smaller of the two) and is fed into the high-pressure turbo (the larger of the two), then is directed into the engine or intercooler. This system is designed to result in reduced turbo lag when accelerating from a stop. The series-turbo system is set up to provide a better throttle response while in motion to give a power flow more like a naturally aspirated engine. The 6.4 L also has a DPF and dual EGR coolers which are capable of reducing exhaust gas temps by up to 1,000 degrees before they reach the EGR valve and mix with the intake charge. The DPF 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 in the exhaust stroke of the engine (known as a "regeneration" in the F-Series) to burn off soot that accumulates in the DPF. This engine is designed to only run on ultra low sulfur diesel (ULSD) fuel which has no more than 15 ppm sulfur content; using regular diesel fuel results in emission equipment malfunctions and violates manufacturer warranties.

The 6.4L 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 truck. This problem arises from the DPF which is part of the diesel after-treatment system. A PCM recalibration was released to eliminate the possibility of excessive exhaust temperatures combined with certain rare conditions resulting from what is becoming known as a "thermal event".

6.7 Power Stroke

Emissions controls include exhaust gas recirculation, Denoxtronic-based selective catalytic reduction (SCR) from Bosch, and a DPF. Output was originally 390 hp (291 kW) and 735 lb⋅ft (997 N⋅m).^[6] but shortly after production started, Ford announced that they made an update to the 6.7L diesel. The new engine control software makes the engine capable of 400 hp (298 kW) at 2,800 rpm and 800 lb⋅ft (1,085 N⋅m) at 1,600 rpm while achieving better fuel economy and without any physical changes to the engine. ^[7] The 2015 engines are rated at 440 horsepower (330 kW) and 860 lb⋅ft (1,166 N⋅m).^[8] Ford claims the bump in horsepower is from a new turbo, new injector nozzles and exhaust improvements. For 2017, the torque had risen to 925 lb⋅ft (1,254 N⋅m) at 1800rpm, Horsepower remains the same..^[9] To compete with the Duramax and Cummins engines from GM and Ram, Ford has increased output for the 2018 model year to 450 horsepower (340 kW) 935 lb⋅ft (1,268 N⋅m). Previously, the Duramax motor had a 5hp gain over the Powerstroke in 2017, and for 2018 the Cummins motor had a 10 lb-ft torque gain over the Powerstroke if the Powerstroke's output hadn't been increased for model year 2018.

3.2 Power Stroke

The 3.2 L Power Stroke is an inline five-cylinder engine that debuted in the U.S.-spec Transit for model year 2015. The engine is a modified version of the Ford Duratorq 3.2 L diesel engine that has been adapted to meet emissions in the United States. To aid in economy, emissions, and reduce NVH, it has a high pressure common rail fuel injection system and piezo injectors that can spray up to five different injections per compression event. It has a water cooled EGR system to reduce the temperature of the exhaust gas before being recirculated through the intake. A unique feature to the emissions system is that the diesel oxidation catalyst (DOC) and the DPF have been combined into one singular unit as opposed to the traditional two separate units. Exhaust treatment continues with SCR which is done by the injection of diesel exhaust fluid in the exhaust to reduce NOx. The engine features a variable geometry turbo which allows for intake air flow tuning on the fly to increase power and fuel economy. The engine also features a variable-flow oil pump to avoid wasting mechanical energy pumping excessive amounts of oil. It has cast aluminum, low friction pistons with oil squirters to keep them cool during heavy-load conditions, a die cast aluminum cam carrier to stiffen up the valve train and reduce NVH, and to increase low end durability, the crankshaft is cast iron and the connecting rods are forged. The block itself is an extra rigid, gray cast iron with a closed deck.^[12] The power figures for the 3.2 L Power Stroke are 185 hp at 3,000 rpm and 350 lb-ft at 1,500-2,750 rpm. The Euro Duratorq 3.2 makes 197 HP and 350 ft-lb of torque.

3.0 Power Stroke

A 3.0 liter Power Stroke turbo-diesel V6 will be introduced in the new 2018 Ford F-150 as a medium duty engine to compete with the Ram 1500 EcoDiesel V6. The engine produces 250 hp (190 kW) and 440 lb-ft of torque, and is expected to get at least 30 miles per gallon on the highway fuel efficiency.

Applications

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

Ford E-Series (full-size vans)

• 1995–2003 7.3 L
• 2004–2010 6.0 L

Ford Excursion (full-size sport utility vehicles}

• 2000–2003 7.3 L
• 2003.5–2005 6.0 L

Ford F-Series (full-size pickup trucks)

• Mid-1994–Mid-2003 7.3 L^[13]
• Mid-2003–2007 6.0 L
• 2008–2010 6.4 L
• 2011–present 6.7 L
• 2018– 3.0 L (F-150 only)

LCF (low cab forward)

• 2005–2010 4.5 L

Ford Transit

• 2015–present 3.2 L

Other engines with the Power Stroke name

• In South American models, the Ford Ranger 2001 up to 2012 use a Power Stroke engine in their diesel versions. A 2.8L diesel engine was developed by Navistar/International Engines from an inline-four Land Rover Defender diesel 2.5L engine, with 130 (waste gate) or 133 hp (VNT). A 3L common rail four valves per cylinder and 160 hp (waste gate turbo) became the electronic version of the Power Stroke. It has only the block and connect-rods in common with 2.8 L Power Stroke
• The above-detailed 3.2L Duratorq I5 is branded as Power Stroke in US-spec Ford Transit vans.
• 4.5 liter Powerstroke was a v6 powerstroke with the same turbo design as a 6.4 liter. The geometry of the engines is the same as the 6.0l minus 2 cylinders. The 4.5l and 6.0l share some of the same engine parts. The 4.5l came stock with 200hp and 440 lb-ft of torque.

See also

• Ford engines
• Ford Modular engine

References

External links

• Powerstroke Diesel home page
• Navistar International
• Power Stroke Diesel Specs