Having to sue Navistar (previous PowerStroke engine builder) for a variety of customer warranty concerns, Ford moves on to build a world class diesel engine of its own design and manufacture. [fimg=right]http://www.cleanmpg.com/photos/data/501/2009_Ford_SuperDuty_in_the_snow.jpg[/fimg]Wayne Gerdes - CleanMPG - Aug. 31, 2009 Current 2009 PowerStroke equipped Ford SuperDuty in the snow. As long as the SuperDuty is purchased by an owner with the need... Ford’s all-new Ford 6.7-liter Power Stroke diesel technology set to power the next generation of SuperDuty. Debuting in the next-generation F-Series Super Duty truck, the new PowerStroke engine will deliver significant improvements in torque, horsepower and fuel economy while adding more fueling flexibility and easily meeting stringent new emissions requirements. Additionally, the all-new diesel 6.7-liter engine will deliver best-in-class towing and payload. "This all-new diesel engine has been so extensively tested both in the lab and in the real world that we're confident we're giving our customers the most reliable and productive powertrain available today," said Derrick Kuzak, group vice president of Global Product Development. "Our Super Duty customers demand reliability and durability in their trucks so they can deliver the best results for their business and their customers. That's exactly what this engine delivers." 6.7-liter Power Stroke Benefits Unique inboard exhaust and outboard intake architecture reduces overall exhaust system volume which leads to better throttle response. Reduced exhaust system surface area minimizes heat transfer to the engine compartment and improves NVH (noise, vibration, harshness). Honeywell's single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on a single shaft. The 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. Piezo-electric, high-pressure Bosch fuel system injects fuel at up to 30,000 psi with up to five injection events during compression and exhaust cycle. 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 even with the higher firing pressures; overall the engine is about 160 pounds lighter. Compatibility with B20 fuel, a first for an ultra-modern SCR equipped diesel that I know of! Rugged block and proven components The all-new 6.7L diesel engine is made from compacted graphite iron (CGI), which is about twice as strong as regular gray cast iron. While this is the first use of a CGI block in North America in this class of vehicle, Ford has successfully used the material in its European diesel engine blocks for years. The cylinder heads feature dual water jackets. The tall water jacket works as a manifold, flowing high-velocity water for cooling and adding to the structural robustness in the head to handle the higher firing pressures. Crankshaft durability is improved through Ford's unique undercut and fillet roll treatment to relieve stress. The valvetrain features patented dual hydraulic lash adjustors, which improves the performance and reliability by using two pushrods per cylinder instead of the conventional single pushrod, with individual rocker arms. Other proven components round out the engine hardware, including fractured-split connecting rods and a fuel system capable of generating 30,000 psi to feed the common-rail direct-injection fuel system. 'Built Ford Tough' The testing protocol developed for the 6.7-liter Power Stroke incorporates the most rigorous engine tests found in Ford globally to ensure at least 250,000-mile durability. Components were torture-tested in the laboratory with a regimen designed to exceed what even the harshest user might dish out. Engines literally ran continuously for hundreds of hours. Finally, a battery of in-vehicle, real-world tests validated the work done in the laboratories. The strict testing work also ensured the new engine is B20 compatible. Combustion system clean and powerful The combustion system matches other super diesel build efforts in the industry. The reason was to meet the 2010 federal emissions standards to reduce NOx. Ford's system runs the engine with a minimal 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. 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. A unique piston bowl design and the high-pressure fuel-injection equipment are huge enablers in achieving the balance of power and lower emissions. The system can deliver up to five injection events per cylinder per cycle, while eight holes in the injector spray fuel into the bowl. The new 6.7-liter Power Stroke V-8 turbocharged engine features instant-start glow plugs, allowing quick start even in extremely cold temperatures. Standard EGR, DOC, SCR and DPF to meet new emissions standards The 6.7-liter Power Stroke diesel aftertreatment system reduces diesel emissions by more than 80 percent compared with the previous standard. The Ford system is the now standard three-stage process. Injection of DEF (Diesel Exhaust Fluid) to reduce NOx is a proven technology that's been used throughout the automotive industry. Unlike other solutions used to control NOx, the DEF system allows the diesel engine to run at its optimum range in terms of fuel mixture. Some systems require the engine to run richer – which can be harmful to diesel engines – in order to control the NOx. The DOC - The first step occurs when the exhaust stream enters the Diesel Oxidation Catalyst (DOC). The role of the DOC is twofold. First, it converts and oxidizes hydrocarbons into water and carbon dioxide. This conversion happens at about 250 degrees Celsius. Second, the DOC is used to provide and promote heat, using specific engine management strategies, into the exhaust system. Through appropriate thermal management, this heat increases the conversion efficiency of the downstream subsystem(s) in reducing emissions. Reducing NOx - The next step is Selective Catalytic Reduction (SCR) where NOx in the exhaust stream is converted into water and inert nitrogen. Before the exhaust gas enters the SCR chamber, it is dosed with DEF. When heated, the DEF splits into ammonia and carbon dioxide. The ammonia enters the SCR module, which contains a catalyzed substrate, and through chemical reactions combines and converts the NOx and ammonia into the harmless inert nitrogen and water. Dosing occurs between 200 and 500 degrees Celsius. Soot Reduction - The final part of the cleansing system for the diesel exhaust involves the Diesel Particulate Filter (DPF). The DPF traps any remaining soot, which is then periodically burned away, known as regenerating, when sensors detect the trap is full. The regeneration process sees temperatures in excess of 600 degrees Celsius to burn away soot. "Developing the new 6.7-liter Power Stroke V-8 turbocharged diesel engine was an awesome endeavor," Gryglak said. "After all the engineering and testing, we're confident this engine will ensure the new Super Duty continues its leadership in capability, reliability and productivity. The only question that remains... Will this rigorously tested Ford designed and built 6.7L PowerStroke engine prove to be more durable than the previously rigorously tested but not very reliable designed and built Navistar 6.0L PowerStroke?