Ford Power Stroke Engine

Power Movement is a line of diesel engines in Ford Diesel trucks, Ford Excursion pickup trucks, Ford Econoline pickup trucks, Ford LCF commercial vehicles and the Brazilian Ford Ranger. V8 engines were produced by Navistar International Corp. until 2010 when Ford decided to build its completely in-house diesel engine. Power Stroke engines compete primarily in the United States full-size pickup truck market with the Duramax V8 from General Motors / Isuzu and the B-Series Straight 6 from Cummins.

7.3 power stroke

Main article: Navistar T444E engine

The 7.3L Power Stroke diesel was introduced midway through the 1994 model year in Ford Econoline pickups and Ford Heavy Duty pickups. It effectively replaced the 7.3 IDI turbo with which it shared nothing other than displacement size. Read more about 7.3 Turbo here.

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 compression ratio and has 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 during later production years and 275 hp (205 kW) and 525 lb ·ft (712 N · m) of torque in manual transmission trucks. The 7.3 contains 15 quarts of oil.

The power move from DI 1994.5 to 1996/97 had “firing” HEUI (Hydraulic Actuated Injection Electronic Unit) fuel injectors and ran a high pressure oil pump (HPOP) to create the oil pressure needed to fire the fuel injectors. fuel injectors. This generation of Powerstroke used an HPOP with a 15 ° swash plate angle. 1994.5-1997 trucks used a cam driven fuel pump, while 1999-2003 trucks used a rail frame mounted electric fuel pump. The California trucks in 1996 and 1997 had split fuel injectors shot; Other cars didn’t get split injectors fired until 1999. Single-shot injectors inject only one charge of fuel per cycle, while the split fired injector launches a preliminary light charge before the main charge to initiate combustion in a more damped manner. This controlled injection helps reduce sharp combustion ‘bump’.

It uses a single turbocharger with a size 1.15 / r turbine. In 1999, an air-to-air intercooler was added to cool the turbo charged air for increased air density. The colder, denser air would increase the potential of the engine’s power, also reducing exhaust gas temperatures (EGT). Eventually the turbine cover was changed to a CXC.84 housing and a bypass valve was added. With larger injectors, the HPOP output was increased using a 17 ° swash plate angle to meet the requirements of the new higher flow injectors.

The 7.3 L DI Power Stroke was in production until the second quarter of the 2003 model year when it was replaced by the 6.0L due to its inability to meet new emission requirements. Due to its popularity, nearly 2 million 7.3s of Indianapolis International plant were produced.

6.0 power stroke

Main article: 6.0L Power Movement

The 7.3 L (444 CID) Power Movement was replaced by the 6.0L (365 CID) beginning in the second quarter of the 2003 model year. The 6.0 L Power Stroke was used in Ford Super Duty trucks up to the 2007 model year but lasted until 2009 on Ford Econoline pickups (2010 model year). The engine has a 3.74-inch (95 mm) bore and stroke at 4.13 (105 mm) creating a displacement of 365 cu in (6.0 L) or 5954 cc. It uses a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and torque lb ·ft (773 N ·m) 570 18: 1 compression ratio, with fuel cut at 4200 rpm. Some early 6.0L PowerStroke engine problems experienced, [ 3 ] and it is speculated that they have cost Ford millions of dollars in warranty repairs and buy backs. They took many recalls and the rescue of at least 500 trucks, particularly in the first year.

Key specs

Fuel Injection System: Split Shot HEUI (Hydraulic Electronic Unit Injectors)

Valve train: OHV 4 valves

Turbo configuration: Single Vane Variable Geometry (VGT)

Cylinder heads

A major problem with the 6.0L was the torque-for-performance head bolts, which in an overboost condition would lead to a blown head and eventually a cracked cylinder head. The 7.3 L and 6.7L Power Stroke engines feature 6 head bolts per cylinder (6.9 L and 7.3 L John Deere IDI engines had 5 head bolts per cylinder). In contrast, the 6.0L only has 4 head bolts per cylinder.

Electric and fuel

Numerous PCM recalibrations, fuel injector cohesion along with various other reliability and QC issues have been problems for the 6.0 as well. The FICM (Fuel Injection Control Module) has been a problem, where low voltage in the vehicle’s electrical system due to battery failure or a low production alternator can lead to damage to the FICM. In addition, the placement of the FICM on top of the engine subjects it to different extreme temperatures and vibrations that cause welds and components to fail; especially in the own power supply. The FICM multiplies the voltage in the fuel injector circuit from 12 to 48-50 volts to fire the injectors. Low voltage over time can cause damage to the fuel injectors.