With its relationship with Navistar dissolving at the end of the 2010 model year, Ford Motor Co. needed a diesel engine to power its F-Series Super Duty trucks and chose to go in house to develop and build the new powerplant..
Following a long, and sometimes testy, relationship with Navistar dating to 1979, Ford announced today it will be begin building its own V-8 turbocharged diesel engines using selective catalytic reduction (SCR) technology to meet Environmental Protection Agency emissions requirements.
“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 vp 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.”
Among the major changes for the 6.7-liter Power Stroke V-8, which will debut in the 2011 F-Series Super Duty, from previous diesel offerings is a single turbocharger. Having just one turbocharger mounted directly to the block helps with vehicle noise. “When turbochargers vibrate, it can lead to other parts of the vehicle vibrating,” said Scott DeRaad, engine noise, vibration and harshness (NVH) engineer. “The exhaust system, for example, is directly attached to the turbocharger. So when the turbocharger vibrates a lot, the exhaust system vibrates too and that’s disturbing to the customer. Bolting the turbocharger directly to the block eliminates that concern.”
The single-sequential turbocharger is an industry first, Ford said. It includes two compressor wheels driven off one turbine impeller to create faster response time without lag. The results are an engine with more horsepower and torque. Other changes will create a “quieter, more refined sound” to the powerplant, the company said. Upgrades to the piston and piston bowl and a two-stage combustion process makes for smoother combustion.
Ford also identified several advantages of the new diesel, including the use of a compacted graphite iron engine block that offers more strength than the traditional regular gray cast iron; inboard exhaust and outboard intake architecture that reduces overall exhaust volume resulting in better throttle response; easier access for technicians to major engine components, including the turbocharger; and a high-pressure Bosch fuel system that injects fuel up to 30,000 psi.
“The physical size of the system is smaller, but more importantly, the air-handling part of the system is considerably smaller and that translates directly into the responsiveness of the engine,” said Adam Gryglak, lead 6.7-liter diesel engineering manager.
The engine is also about 160 lbs. lighter than previous offerings and is capable of running on biodiesel up to a B20 blend without negative impact. The engine will be built at Ford’s Chihuahua Engine Plant in Mexico.
