Ford Motor Company is upgrading the 6.7-liter Power Stroke V8 turbocharged diesel (earlier post) that powers the 2011 Ford F-Series Super Duty pickup to 800 lb-ft (1,085 N·m) of torque and 400 hp (298 kW)—an increase of 65 lb-ft of torque and 10 horsepower—said Barb Samardzich, vice president of powertrain engineering, at the Center for Automotive Research’s annual Management Briefing Seminars in Traverse City, Michigan.
Fuel economy is expected to improve at least another 2%, making the 2011 F-Series Super Duty 6.7-liter Power Stroke diesel 20% more fuel efficient than the 2010 model. The improved torque and horsepower, for example, means a customer can get to a higher gear faster and stay in it longer, both of which aid fuel economy.
In an industry-first customer loyalty program, Ford will provide the power upgrades free of charge to all current owners of a 2011 Super Duty diesel pickup. Customers will receive letters explaining the procedure, a 30-minute software adjustment to the truck’s powertrain control module, and inviting them to visit their dealerships for the upgrade. The upgrade program will begin by Aug. 31 and continue for the next 12 months. The 2011 Super Duty diesel pickups in dealer inventory will receive the upgrade as well.
A testing protocol that included computer, laboratory and on-road validation ensured 250,000-mile durability in the new Power Stroke’s components and systems. This testing opened the door for the 2011 Super Duty’s increased capability.
Benefits of the new 6.7-liter Power Stroke V8 turbocharged diesel engine include:
First use of a compacted graphite iron (CGI) engine block in a Super Duty-class vehicle in North America; stronger than cast iron, Ford has successfully used CGI in engine blocks in products around the world. The block structure was optimized for reduced weight and maximum strength to meet the demands of higher torque and horsepower.
Novel inboard exhaust and outboard intake architecture, an automotive-industry first for a modern production diesel engine, reduces overall exhaust system volume, which leads to better throttle response for the customer; additionally, reduced exhaust system surface area minimizes heat transfer to the engine compartment and improves NVH (noise, vibration, harshness) performance.
The new engine architecture enables easier service work for all major engine components, potentially reducing downtime. On turbocharger service, for example, the body/cab no longer has to be removed from the frame to access the turbo; also, the high-pressure fuel pump, EGR (exhaust gas recirculation) components and thermostats are directly accessible from the front of the vehicle.
The turbocharger features an industry-first dual-sided compressor wheel that works in a single housing. The unit is uniquely center-mounted on a pedestal low in the back of the valley for improved NVH. This turbocharger design allows the single unit to deliver the benefits of a twin-turbocharger system in a smaller, more efficient package, combining the advantages 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.
The high-pressure fuel system injects fuel at more than 29,000 psi (2,000 bar). 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 direct-injection system is calibrated and phased for optimum power, fuel efficiency and NVH performance.
Aluminum cylinder heads for reduced weight; the mid-deck construction with dual water jackets provides increased strength and optimal cooling; also, six head bolts, instead of four as found on other engines, help improve sealing and maintain cylinder integrity.
Compatible up to B20 fuel.