The 6. Starting with a clean sheet, in Ford Motor Company began to develop a new diesel engine for the Ford Super Duty in-house. During its developmental stage, this new product has codenamed the Scorpion, and when Ford officially introduced it in , the engine was already designated as the 6. Ford's 6. While the majority of current diesel engines use heavy cast iron, the 6.
Its deep-skirt block also has nodular iron six-bolt main caps highly common on the 7. This block layout in addition to the CGI material provides significant weight savings over the 6. The connecting rods have an end cap that is rotated 45 degrees to increase strength. The engine was equipped with piston cooling jets for lower piston and combustion temperatures. This affects positively on engine longevity. All 6. First for the truck segment, Ford's 6. They feature the reverse-flow design. Each cylinder has for valves two intake and two exhaust valves; 32 valves total.
Every valve is equipped with its own rocker arm and pushrod. The intake air goes through ports inside the valve covers, while the exhaust gases into exhaust manifolds located in the lifter valley in a traditional V8 engine, the exhaust exits from the outside.
The exhaust volume of this system is smaller, providing a much more dynamically responsiveness of the engine. The compressed and hot intake air is cooled by a water-to-air intercooler which is connected to a secondary cooling system of the engine. When comparing the performance of the fixed geometry turbo aboard the 7.
The VGTs respond better at every engine speed, provide for more low-rpm torque to be produced and also benefit from having both oil and coolant circulating throughout the center section. Building on the efficiency of the VGTs used on the 6. By comparison, the early 7. Before even considering how much more efficient it is, the under hood space saving alone makes the 6.
With regular maintenance, the 7. Smaller, knick-knack items such as camshaft position sensor failure, a malfunctioning exhaust back pressure valve EBP , burned up UVCH harnesses or leaking up-pipes are common, but catastrophic engine failure is extremely rare.
Unlike its 6. After years of production, the 6. Of special concern is making sure the CP4. The biggest hindrance in a 6. Like the 7. Sign up for more restomod content to add horsepower to your inbox.
State-of-the-Art Powerhouse The old man and the new kid on the block. Cast-Iron Two-Valve Heads vs. Reverse-Flow Four-Valve Cast-Aluminum Heads Cast-iron, two-valve cylinder heads utilizing six head bolts per cylinder kept the top-end of the 7.
Emissions Emissions components is one area where the 7. HPOP 7. HEUI Injector 7. Common-Rail Piezoelectric Injector 6. Air-to-Water Intercooler 6. High-Mile Reliability 7. High-Mile Reliability 6. More From Driving Line Get the most out of your 7. Recommended For You. Also unique is the engine's exhaust and intake manifold designs. As opposed to a tradition V engine, the intake and exhaust flows are reversed - the intake manifolds are located on the outer deck of the cylinder head and the exhaust manifolds exit directly into the engine valley where the turbocharger is mounted.
The unique exhaust flow design is said to increase thermal efficiency of the turbocharger. For Ford introduced the 3rd Generation 6. While the revised engine features a number of significant changes, the most noteworthy is likely its new piston design.
For , the Power Stroke utilizes a steel piston with a relatively short overall height. Shrinking the height of the piston compensates for the increased weight of steel, a much heavier material than the previous aluminum design. The 3rd generation 6. Dual cooling systems; high temperature circuit for engine, low temperature circuit for transmission cooler, CAC, etc. Viscosity recommendations vary with ambient temperature; refer to owners manual.
The first Super Duty's sold featured the early horsepower engine rating.
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