How To Put 7.3 Diesel In A 6.1 Diesel Truck

Motor vehicle engine

Power Stroke engine

Overview
Manufacturer	Navistar International (1994-2010) Ford Motor Company (2011-present)
Also called	Ford Powerstroke
Production	1994-nowadays
Layout
Configuration	90° V8, Inline-5, V6
Displacement	iii.0 L (183 cu in) 3.ii 50 (195 cu in) vi.0 L (365 cu in) 6.iv 50 (389 cu in) 6.vii L (406 cu in) 7.three L (444 cu in)
Cylinder bore	3.74 in (95 mm) 3.87 in (98.3 mm) 3.ix in (99.i mm) 4.11 in (104.4 mm)
Piston stroke	iv.xiii in (105 mm) 4.18 in (106.two mm) 4.25 in (108 mm)
Block material	Iron Compacted graphite fe
Caput material	Iron Aluminum (reverse catamenia)
Valvetrain	OHV, DOHC four valves x cyl.
Compression ratio	17.five:i, 18.0:one
Combustion
Turbocharger	Single Garrett variable-geometry with wastegate and air-to-air intercooler
Fuel system	HEUI Directly injection
Fuel type	Diesel
Oil system	High pressure oil pump
Cooling organisation	Water-cooled
Output
Power output	210–475 hp (157–354 kW) ^[1]
Torque output	350–1,050 lb⋅ft (475–1,424 North⋅m)^[one]
Dimensions
Dry weight	≈920–2,463 lb (417–1,117 kg)
Emissions
Emissions control technology	Bosch DPF, EGR, Denoxtronic-based SCR and Doctor
Chronology
Predecessor	International Harvester IDI (1983-1994.five)

Ability Stroke is the name used by a family of diesel engines for trucks produced by Ford Motor Visitor and Navistar International (until 2010) for Ford products since 1994. Along with its use in the Ford F-Serial (including the Ford Super Duty trucks), applications include the Ford E-Series, Ford Excursion, and Ford LCF commercial truck. The name was likewise 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 2022 introduction of the six.7 L Power Stroke V8, Ford has designed and produced its own diesel engines. During its production, the PowerStroke engine range has been marketed confronting large-block V8 (and V10) gasoline engines along with the Full general Motors Duramax V8 and the Contrivance Cummins B-Series inline-6.

Engine family list [edit]


Nominal	Family	Configuration	Turbocharger	Production
7.3	Navistar T444E	444 cu in (seven.3 50) 16-valve V8	Single, wastegated	1994½-2003
six.0	Navistar VT	365 cu in (6.0 L) 32-valve V8	Single, variable-geometry	2003½-2007 (Super Duty) 2003½-2010 (E-Series)
6.four	Navistar MaxxForce 7	389 cu in (6.4 L) 32-valve V8	Compound, variable-geometry	2008-2010
six.seven	Ford Scorpion^[ii]	406 cu in (six.vii 50) 32-valve V8	Single, variable-geometry (Twin-curlicue Turbocharger)	2011–present
3.2	Ford Duratorq (Puma)	195 cu in (iii.2 50) 20-valve I5	Single, variable-geometry	2015–present
iii.0	Ford Power Stroke	183 cu in (3.0 50) 24-valve V6	Single, variable-geometry	2018–present

7.3 Ability Stroke [edit]

The first engine to bear the Power Stroke name, the vii.3 50 Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8. Introduced in 1994 as the replacement for the 7.three L IDI V8, the Power Stroke/T444E is a completely new pattern, with only its bore and stroke dimensions common with its predecessor (resulting in its identical 444 cu in (7.iii L) displacement). In line with the IDI diesel, the Power Stroke was offered in three-quarter-ton and larger versions of the Ford F-Serial and Econoline product ranges.

The Power Stroke is an electronically controlled, directly injection engine with a 4.xi in × 4.18 in (104.4 mm × 106.ii mm) diameter and stroke creating a displacement of 444 cu in (7.iii L). It has a 17.5:one pinch ratio, and a dry weight of approximately 920 lb (417 kg). This engine produces upwardly to 250 hp (186 kW) and 505 lb⋅ft (685 N⋅thousand) of torque in automatic transmission trucks from the last years of production, and 275 hp (205 kW) and 525 lb⋅ft (712 N⋅thou) of torque in manual transmission trucks. The oil pan holds 15 U.s. qt (14 L; 12 imp qt) while the height finish (due to the HPOP)^[3] holds an boosted 3 United states qt (ii.8 L; 2.v imp qt), making for a total of 18 US qt (17 L; 15 imp qt) of oil contained inside the engine.

The 1994.five to 1996/97 DI Ability Stroke has "single shot" HEUI (hydraulically actuated electronic unit injection) fuel injectors which were AA lawmaking injectors unless from California where as they received AB code injectors. It ran a loftier pressure oil pump (HPOP) to create the necessary oil pressure level to burn the fuel injectors. This generation of Power Stroke utilizes an HPOP with a 15° swash plate angle. The 1995-1997 trucks utilize a 2-phase cam-driven fuel pump, whereas the 1999-2003 trucks apply a frame rail mounted electric fuel pump. The 1999-2003 trucks as well had a deadhead fuel system and a "long atomic number 82" injector in cyl. number 8 due to lower fuel pressures with the deadhead design (AE code injector). The California trucks from 1996 and 1997 accept a 120 cc (7.3 cu in) separate-shot fuel injectors; other trucks did non get split-shot injectors until 1999. Single-shot injectors only inject ane charge of fuel per bicycle, whereas the divide-shot injector releases a preliminary light load before the main charge to initiate combustion in a more than damped style. This "pre-injection" helps reduce the sharp combustion 'knock' equally well as lower NO_x emissions by creating a more complete fire.

The '94.five-'97 engine utilizes a unmarried turbocharger, non-wastegated, 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 besides received 140 cc (8.5 cu in) injectors, up from 120 cc (7.iii cu in) in the early model engine. With the larger injectors, the HPOP capability was increased by utilizing a 17° swash plate bending to run into the requirements of the new, higher flowing injectors.

The engine used forged connecting rods until powdered metal rods were introduced for early 2002 models. Serial numbers can be viewed by bore scope to confirm the modify over during the 01-02 year models. These new connecting rods sufficed in an unmodified engine, but would become a potentially catastrophic failure point if aftermarket tuning pushed the engine above 450 hp (336 kW). Early on models did not use whatever form of frazzle aftertreatment, such as a catalytic converter, as emissions were not enforced on diesel motors, notwithstanding past mid-year 2002, Ford began installing catalytic converters as function of the OEM exhaust as part of the Tier one-3 standards.^[four] ^[5]

Mutual bug [edit]

Despite beingness regarded as i of the nigh reliable diesel engines e'er put in a light duty truck,^[6] ^[7] the engine was not without its own bug. A common failure point was the camshaft position sensor (CPS). The failure of this sensor would cause a no-start condition or a stall while running. The easiest way to diagnose a failed CPS is through move of the tachometer when cranking. If the tachometer does not move, the CPS is near probable bad. The fuel filter/water separator likewise tends to exist a pocket-sized failure bespeak across the trucks. The filter housing tends to develop cracks in the aluminum housing and leaks fuel. The heating element contained in the filter housing also tin short out, blowing a fuse and causing a no start condition. The turbocharger up-pipes are a large failure point, with the pipes leaking from many unlike points but mainly from the joints. Leaking of the upwards-pipes causes the engine to lose boost and cause exhaust gas temperatures to increase. The EBPV exhaust back-pressure level valve (EBPV) was too prone to failure; it could close when cold and get stuck on causing a jet engine like noise coming from the frazzle.

Almost of the issues that came out of these motors were electric due to poor electrical connections. The UVCH (under valve cover harness) was prone to losing contact with either glow plugs or injectors which caused rough starts or a misfire depending on the year. 1994-1997 has ii connectors going into each depository financial institution whereas 1999-2003 they had i connector going into each banking company, made troubleshooting the harness easier in the early years.

The 7.3 50 DI Ability Stroke was in production until the first quarter of model year 2003 when it was replaced by the 6.0 Fifty because of its disability to meet California noise regulations, not the commonly believed emissions standards.^[8] Most 2 million 7.3 Fifty DI Power Stroke engines were produced in International'south Indianapolis plant.^[9]

The 7.iii Fifty DI Power Stroke engine is commonly referred to every bit one of the best engines that International produced.^[6] ^[7]

6.0 Ability Stroke [edit]

The 7.iii L (444 cu in) Power Stroke was replaced by the six.0 50 (365 cu in) showtime in the second quarter of the 2003 model yr. 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 Circuit SUVs until after the 2005 models when Ford discontinued Excursion production. The engine has a iii.74 in × 4.thirteen in (95 mm × 105 mm) bore and stroke creating a displacement of 5,954 cc (half dozen.0 L; 363.3 cu in). Information technology utilizes a variable-geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb⋅ft (773 Northward⋅m) torque with an 18.0:i compression ratio, with fuel cutoff at iv,200 rpm. Many 6.0 Fifty Ability Stroke engines experienced issues.^[ten]

Primal specifications [edit]

Fuel injection system: Split-shot HEUI (hydraulically actuated electronically controlled unit injectors)
Valve train: OHV 4-valves per cylinder, 32 valves total (xvi intake valves, 16 exhaust valves)
Turbo configuration: Single; variable vane geometry (VGT)

Mutual bug [edit]

Oil Cooler / EGR Cooler - The sources of the main bug with the 6.0L were the in-block oil libation, and the EGR cooler materials. The oil cooler is located in the valley of the engine cake, underneath the cartridge oil filter set up upwards. The sealed outer portion of the oil cooler is submerged in engine oil, with coolant flowing through the middle passages. Over time, the coolant side of oil libation would plug up with sediment. This would reduce the flow of coolant through the oil libation and cause college oil temperatures. This sediment would also reduce the catamenia of coolant through the EGR cooler resulting in premature failure due to thermal expansion fatiguing the heat exchanging core. The early EGR coolers (2003-2004.5) were also susceptible to premature failure.

Loftier Force per unit area Oil System - With the use of Split-shot HEUI fuel injectors, high pressure oil is required to pressurize the fuel injectors. The main high pressure oil (HPO) organisation components are; High Pressure Oil Pump (HPOP), HPO manifolds, Stand pipes and branch tube. The HPOP is located in the engine valley at the rear of the engine block. Early build years (2003.v–04.5) are well known for premature HPOP failure. This is due to the poor quality materials used in manufacturing. The HPOP is pressurized by a rotating gear, meshed with a rear camshaft gear. The early on model HPOP gears were known to exist weak, and develop stress cracks in the teeth resulting in gear failure, thus causing a no beginning consequence for the engine. Early models also had the ICP sensor located on the HPOP embrace. The loftier amount of heat in this location, combined with the exposure to droppings in the oil was known to cause ICP sensor failure also resulting in a no start condition. This result was addressed by Ford with the late 2004 engine update, bringing a new HPOP blueprint, along with relocation of the ICP sensor to the Passenger side valve cover. The newly designed pump is not known for frequent failure, all the same a new issue arose with the update. In the late model engines, Ford also redesigned the HPO stand pipes and dummy plugs in the HPO manifold, using poor quality o-rings. These o-rings were prone to failure causing a HPO leak, and somewhen a no showtime condition. Ford addressed this concern with updated Viton o-ring washers fixing the outcome. With the new HPO system design also came a Snap To Connect (STC) fitting. Some models had issue with the prongs of the STC fitting breaking causing the fitting to lose its sealing property and again, a no start condition for the engine. Another frequent (but non always catastrophic) result with the HPO system is the Injection Pressure Regulator (IPR) screen. The IPR screen is located in the engine valley with the oil cooler. The material used was susceptible to failure and neglecting to replace the screen during an oil cooler replacement could lead to the droppings beingness sent through the HPOP causing complete failure. If the HPOP does not fail another mutual failure point is the IPR that, if contaminated by droppings, will not be able to seal completely and will then "bleed off" oil pressure level causing a no start condition.

Caput Gaskets - Ford/International used iv Torque to Yield (TTY) cylinder head bolts per cylinder for the vi.0s and 6.4s. TTY bolts offer some of the almost precise clamping forcefulness available but tin be problematic. In certain situations (Oil cooler/EGR libation failure, high boost/load levels brought on past functioning upgrades) TTY bolts can be stretched beyond their torque mark by increased cylinder pressures (usually from coolant being introduced into the cylinder). This has never been addressed by Ford due to the fact that other malfunctions or abuse must occur to stretch the bolts. Some in the aftermarket will replace the manufacturing plant bolts with head studs in an attempt to protect the caput gaskets from future failure. If this is done without addressing the underlying issue, the head gaskets may fail again bringing along a croaky or warped cylinder caput. In dissimilarity, the Powerstroke 7.3s and six.7s take half dozen head bolts per cylinder while the 6.0, VT365, IDI 7.3s and 6.4s just accept four.^[11]

Electric and fuel [edit]

Numerous PCM recalibrations, attempts to "detune" the engine, fuel injector stiction (caused by lack of maintenance and proper oil changes) along with several other driveability and quality command problems take plagued the six.0. The FICM (fuel injection control module) has been a problem, where depression voltage in the vehicle'southward electrical system due to failing batteries or a low-output alternator can cause damage to the FICM. In addition, the placement of the FICM on pinnacle of the engine subjects information technology to varying and extreme temperatures and vibrations causing solder joints and components to fail in early on build models; generally in the power supply itself. The FICM multiplies the voltage in the fuel injector circuit from 12 to 48-50 volts to fire the injectors. Low voltage tin can somewhen crusade harm to the fuel injectors.

Lawsuits and litigation [edit]

Many half dozen.0 owners who bought their truck new have received form activity lawsuit payments. Some owners take opted out of the class action lawsuit and went direct to a fraud instance: one instance is Charles Margeson of California, who was awarded $214,537.34 plus legal fees ($72,564.04 was for repayment of his 2006 F-350). Margeson, along with 5 other owners who opted out of the class activeness lawsuits, have been awarded over The states$ten million.^[12]

6.four Power Stroke [edit]

The half dozen.4L Ability Stroke was introduced for MY2008 and was the offset engine introduced to the light truck market that utilized dual turbochargers directly from the factory. Additionally, this was the kickoff Power Stroke to utilize a diesel particulate filter (DPF) to reduce particulate thing emissions from the exhaust. The new DPF and active regeneration system greatly hindered fuel economy and the engine was ultimately retired after MY2010 and replaced past the 6.7L Ability Stroke built in-house past Ford. While warranty claims began to show a level of unreliability like to the previous 6.0L Ability Stroke, the 6.4L Power Stroke has proved to be capable of treatment elevated boost levels needed to generate high horsepower and torque.

The engine has a 3.87 in × iv.xiii in (98.3 mm × 104.9 mm) bore and stroke, resulting in a total calculated displacement of half-dozen,369 cc (half dozen.iv L; 388.7 cu in). Despite having to run across emission regulations, the engine was able to increase horsepower ratings to 350 hp (261 kW) and torque to 650 lb⋅ft (881 Due north⋅k) at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a chemical compound VGT turbo system. Air enters the low-pressure turbo (the larger of the two) and is fed into the high-pressure turbo (the smaller of the two), then is directed into the engine or intercooler. This organization is designed to result in reduced turbo lag when accelerating from a stop. The series-turbo system is ready up to provide a better throttle response while in motion to requite a ability flow more than like a naturally aspirated engine. The 6.4 L besides has a DPF and dual EGR coolers which are capable of reducing frazzle gas temps past up to ane,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 fume that virtually diesel engines miscarry upon acceleration. The engine computer is programmed to periodically inject extra fuel in the exhaust stroke of the engine (which is called a DPF Regen or regeneration) to burn off soot that accumulates in the DPF. This engine is designed to but run on ultra low sulfur diesel (ULSD) fuel which has no more than than 15 ppm sulfur content; using regular diesel results in emission equipment malfunctions and violates manufacturer warranties.

The half dozen.4L has had one recall (safety product think 07S49 was released on March 23, 2007) that addresses the potential for flames to come from the tailpipe of the truck. This trouble arises from the DPF which is role of the diesel after-treatment system. A PCM recalibration was released to eliminate the possibility of excessive frazzle temperatures combined with sure rare conditions resulting from what is becoming known as a "thermal event".

Key specifications [edit]

Fuel injection organization: High pressure level commonrail
Valve train: OHV 4-valve
Chemical compound VGT turbo
DPF
Advanced multi-shot piezoelectric fuel injection control

Common bug [edit]

Piston ring failures in #7 & #8 cylinders due to regeneration process. During regeneration, fuel is injected during the exhaust stroke in club to increase the frazzle temperature for DPF cleaning. This exposes the piston rings to excessive heat which eventually causes the piston rings to lose tension, causing low to no pinch (compression skip) and excessive blow-past.
Rocker arm tips impacting (peculiarly on lower geared trucks) due to higher force per unit area on valve-railroad train (that was non upgraded from the 6.0 liter engine design) after 100,000 to 150,000 mi (160,000 to 240,000 km).
Turbo-charger bearing seal failures (which in turn allows engine lubricating oil to leak past the begetting seal) due to regeneration process pushing high frazzle temperatures thru the turbo-charger. This condition will precipitate premature clogging of the DPF, which then causes the engine to stay in regeneration mode. If this condition is not corrected quickly, the leaking seal will eventually allow all the engine oil to be pumped out of the engine through the exhaust, causing complete engine failure due to lack of lubrication.
Higher incidents of cavitation erosion of the front encompass due to the larger water pump impeller speed, causing coolant to leak into engine oil.
EGR libation failures allowing engine coolant to menstruum dorsum into #viii cylinder while engine is shut off, which causes the cylinder to hydro-lock and mayhap bend the piston connecting rod too as other damage to engine when information technology is afterwards started.
Cylinder head valve-guides do not accept bronze sleeves, which allows for excessive wearable and oil leakage effectually the valves.
Connecting rods practise not have bronze bushings where the piston wrist pin goes thru the connecting rod. This also allows for excessive wear and dissonance on higher mileage vehicles.
If aftermarket tuning is installed that introduces too much advanced fuel injection timing, slap-up of the cylinder heads can result due to excessive combustion temperatures.
Very high toll of service and repair parts compared to other versions of the Powerstroke.

6.7 Ability Stroke [edit]

Emissions controls include frazzle 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).^[13] but shortly afterward production started, Ford announced that they fabricated an update to the half-dozen.7L diesel. The new engine control software makes the engine capable of 400 hp (298 kW) at two,800 rpm and 800 lb⋅ft (1,085 Northward⋅m) at ane,600 rpm while achieving better fuel economic system and without any concrete changes to the engine.^[14] The 2022 engines are rated at 440 hp (328 kW) and 860 lb⋅ft (1,166 Northward⋅m).^[15] Ford claims the crash-land in horsepower is from a new turbo, new injector nozzles and exhaust improvements. For 2022, the torque had risen to 925 lb⋅ft (1,254 N⋅m) at 1800 rpm, Horsepower remains the aforementioned.^[xvi] To compete with the Duramax and Cummins engines from GM and Ram, Ford has increased output for the 2022 model year to 450 hp (336 kW) 935 lb⋅ft (ane,268 N⋅m). Previously, the Duramax motor had a 5 hp (4 kW) proceeds over the Powerstroke in 2022, and for 2022 the Cummins motor had a ten lb⋅ft (14 N⋅one thousand) torque proceeds over the Powerstroke if the Powerstroke'due south output hadn't been increased for model year 2022. The engine volition exist available for Blue Bird Vision school autobus. As of 2022, the Powerstroke's output was increased to 475 hp at 2600 rpm and 1050 lbft at 1600 rpm becoming best in class diesel in torque and horsepower.

Key specifications [edit]

DPF
Valve train: OHV 4-valve
Turbo configuration: 'GT32 SST (single sequential turbocharger)' --unmarried 64 mm (ii.five in) turbine and dual-sided compressor
Fuel injection system: High-force per unit area common track, Bosch CP4 injection pump, piezo electrical injectors

2015—2016 ^[17]

Turbo configuration:	'GT37' --single 72.5 mm (ii.85 in) turbine and 88 mm (3.5 in) compressor^[18]
Fuel organization:	High-force per unit area mutual-runway, Bosch CP4.2 injection pump, piezo electric injectors
Engine:	Power Stroke 90° V-8
Displacement:	6.seven L (406 cu in)
Bore and stroke:	3.9 in ×4+ 1⁄four in (99.1 mm × 108.0 mm)
Cake:	Compacted graphite iron
Heads:	Aluminum (reverse flow)
Pistons:	Hypereutectic piston
Valvetrain:	OHV, 4 valves per cylinder (32 valves in full)
Horsepower:	450 hp (336 kW) at 2,800 rpm
Torque:	935 lb⋅ft (1,268 N⋅m) at one,600 rpm
Emissions equipment:	EGR, DPF, SCR
Engine dry weight:	970 lb (440 kg)

3.2 Power Stroke [edit]

The 3.ii Fifty Power Stroke is an inline-v engine that debuted in the U.S.-spec Transit for model year 2022. The engine is a modified version of the Ford Duratorq 3.2 Fifty diesel engine that has been adjusted to meet emissions in the Usa. To aid in economy, emissions, and reduce NVH, information technology has a high pressure level common rail fuel injection system and piezo injectors that can spray up to five different injections per compression outcome. It has a h2o 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. Frazzle handling 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 ability and fuel economy. The engine also features a variable-catamenia oil pump to avoid wasting mechanical energy pumping excessive amounts of oil. Information technology has bandage aluminum, low friction pistons with oil squirters to keep them absurd during heavy-load conditions, a die cast aluminum cam carrier to stiffen up the valve railroad train and reduce NVH, and to increment low end immovability, the crankshaft is cast iron and the connecting rods are forged. The block itself is an actress rigid, gray cast iron with a airtight deck.^[19] The power figures for the 3.2 L Power Stroke are 185 hp (138 kW) at 3,000 rpm and 350 lb⋅ft (475 N⋅m) at ane,500-2,750 rpm. The Euro Duratorq 3.two makes 197 hp (147 kW) and 350 lb⋅ft (475 N⋅grand) of torque.

Fundamental specifications [edit]

Fuel injection system: High pressure commonrail
Valve railroad train: DOHC 4-valve
Turbo configuration: Unmarried variable geometry turbo
Combined diesel particulate filter and diesel oxidation goad
Urea injected selective catalytic reduction

3.0 Power Stroke [edit]

A 3.0 liter Power Stroke turbo-diesel fuel V6 was introduced in the new 2022 Ford F-150 as a medium duty engine to compete with the Ram 1500 EcoDiesel V6. The 3.0-liter Ability Stroke diesel generates 250 hp (186 kW) and 440 lb⋅ft (597 N⋅grand) of torque, paired with a Ford-GM ten-speed automatic manual, providing a towing capability of 11,440 lb (5,189 kg). EPA-estimated fuel efficiency ratings are xxx mpg_{‑The states} (7.8 50/100 km; 36 mpg_‑imp) highway, 22 mpg_{‑United states of america} (11 Fifty/100 km; 26 mpg_‑imp) metropolis, and 25 mpg_‑US (9.4 L/100 km; 30 mpg_‑imp) combined.^[20]

Applications [edit]

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

Ford E-Serial (full-size vans)

1995–2003 7.3 L
2004–2010 half dozen.0 L

Ford Excursion (total-size sport utility vehicles)

2000–2003 7.3 L
2003.five–2005 6.0 L

Ford F-Series (full-size pickup trucks)

Mid-1994–Mid-2003 7.3 50^[21]
Mid-2003–2007 six.0 L
2008–2010 vi.4 L
2011–present 6.7 L
2018–2021 3.0 50 (F-150 but)

Ford F-Series (medium duty trucks)

2016–present half-dozen.7 Fifty^[22]

LCF (low cab forrad)

2005–2010 4.5 L

Ford Transit

2015–present 3.2 L

Other engines with the Ability Stroke proper noun [edit]

In South American models, the Ford Ranger 2001 up to 2022 utilize a Ability Stroke engine in their diesel fuel versions. A 2.8L diesel engine was developed past Navistar/International Engines from an inline-4 Country Rover Defender diesel fuel 2.5L engine, with 130 hp (97 kW) (waste gate) or 133 hp (99 kW) (VNT). A 3L common rails iv valves per cylinder and 160 hp (119 kW) (waste gate turbo) became the electronic version of the Power Stroke. It has just the cake and connect-rods in common with 2.8 L Ability Stroke
The in a higher place-detailed 3.2L Duratorq I5 is branded every bit Ability Stroke in US-spec Ford Transit vans.
four.5 liter Powerstroke was a v6 powerstroke with the same turbo design as a vi.4 liter. The geometry of the engines is the same as the 6.0l minus 2 cylinders. The four.5l and 6.0l share some of the same engine parts. The 4.5l came stock with 200 hp (149 kW) and 440 lb⋅ft (597 N⋅g) of torque.

References [edit]

^ ^a ^b "Ability Stroke Horsepower & Torque past Model Year". www.powerstrokehub.com.
^ "6.7L Ability Stroke Diesel Specs & Info". www.powerstrokehub.com . Retrieved 2019-09-02 .
^ High Pressure Oil Pump, which creates oil force per unit area to fire the fuel injectors. The HPOP is responsible for creating injection pressures in a range of 450 to three,000 psi on 7.3L engines, and 450 to 3,600 psi on 6.0L Power Strokes. The HPOP is controlled by the IPR (Injection pressure level regulator) which in turn is controlled by the PCM.
^ "Proof my 2002 7.3 did non have a catalytic converter". Retrieved iii May 2022.
^ "Diesel emission standards". {{cite web}}: CS1 maint: url-status (link)
^ ^a ^b McGlothlin, Mike. "9 Reasons why the 7.3L was the nigh reliable ability stroke". DrivingLine . Retrieved iii May 2022.
^ ^a ^b Kennedy, David (26 July 2006). "In the Visitor of Greatness - 10 All-time Diesel Engines". TruckTrend . Retrieved 3 May 2022.
^ McGlothlin, Mike. "7.3L VS. vi.7L: WHICH POWER STROKE IS Actually Amend?". DrivingLine . Retrieved iii May 2022.
^ Ford'due south Power Stroke Diesel History Power Stroke Spotters' Guide
^ "Launch in Limbo". AutoWeek . Retrieved March five, 2007.
^ "The Biggest Problems With Power Stroke 6.0 Liter Diesel Engines". Diesel fuel IQ. December 2022.
^ "Appeals courtroom: Ford committed fraud by selling defective Super Duty trucks".
^ Jamie Lareau, Automotive News (2010-02-25). "2011 Ford Super Duty: Pickup has more pickup and more than mpg". AutoWeek. Retrieved 2010-02-25 .
^ http://detnews.com/commodity/20100803/AUTO01/8030349/1148/rss25^{[ permanent dead link ]}
^ "440 Horsepower Powers Stroke". Retrieved 6 March 2022.
^ "half-dozen.7L Power Stroke Spec and Information". Retrieved half-dozen September 2022.
^ Gonderman, Monica (June x, 2022). "2nd-Generation Ford half dozen.7L Ability Stroke - Torque Specs, 440 hp and 860 lb-ft of torque". Diesel Ability Magazine. Diesel Power. Retrieved twenty November 2022.
^ "2015 Ford F-Series Super Duty Features Improved Power Stroke Diesel". Ford Motor Visitor. Ford. September 26, 2022. Retrieved 19 November 2022.
^ "Archived re-create". Archived from the original on 2022-01-13. Retrieved 2013-02-sixteen . {{cite web}}: CS1 maint: archived copy as championship (link)
^ "2018 Ford F-150 Power Stroke Diesel By The Numbers". Retrieved 2018-12-01 .
^ "vii.3 DIT Powerstroke Direct Injection Turbocharged Diesel Engine, "F" Series Super Duty Features, Description, Service Features" (PDF). Ford Motor Company. 1999. Retrieved nineteen Dec 2022.
^ "Ford F-650, F-750 Power Stroke V8 Diesel Designed to Go Farther Than a Round Trip to the Moon | Ford Media Heart". Archived from the original on 2022-05-09.

External links [edit]

Powerstroke Diesel home folio
Navistar International
Ability Stroke Diesel Specs