6.0L Ford Power Stroke Engine - Every 6.0L Problem Solved
Aug 11, · Liter Power Stroke V8 The liter Power Stroke V8 is arguably Ford’s greatest diesel engine to date. And it continues to reset the bar with each revision in terms of output. The latest iteration in the Ford Super Duty produces horsepower and a . Aug 11, · Liter Power Stroke V8 The other Ford truck diesel engine worthy of top dog consideration is the beloved liter Power Stroke V8. It is the engine that started the torque wars still raging among domestic truck makers. The is also everywhere, with over .
Power Stroke is the name used by a family of diesel engines for trucks produced by Ford Motor Company and Navistar International until for Ford products since The name was also used for a diesel engine used in South American production of the Ford Ranger.
Fromthe 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 introduction of the 6. The first engine to bear the Power Stroke name, the 7. Introduced in as the replacement for how to jet a carburetor 7. The Power Stroke is an electronically controlled, direct injection engine with a 4.
It has a The oil capacity is 15 US qt 14 L; 12 imp qt. The It ran a high pressure oil pump HPOP to create the necessary oil pressure to fire the fuel injectors. The dieael use a two-stage cam-driven fuel pump, whereas the trucks use a frame engime mounted electric fuel pump. The trucks also had a deadhead fuel system and a "long lead" injector in cyl. The California trucks from and have a cc 7. Single-shot injectors only inject one charge of fuel per cycle, whereas the split-shot injector releases a preliminary light load before the main charge to initiate combustion in a more damped manner.
This "pre-injection" helps reduce the sharp combustion 'knock' as well as lower NO x emissions by creating a more complete burn. The ' Inan 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, what diesel engine does ford use also reducing exhaust gas temperatures EGT. The turbine housing was changed to a. The engine also received cc 8. Despite being regarded as one of the most reliable diesel engines ever put in a light duty truck, [ citation needed ] the 7. A common failure point was the CPS camshaft position sensor.
The failure of this sensor would create a no start condition or would shut the truck off mid operation. The easiest way to diagnose a failed CPS is through movement of the tachometer when cranking. If the tachometer does not move, the CPS is most likely bad. The filter housing tends to develop cracks in the aluminum housing and leaks fuel.
The heating element contained in the filter housing also can 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 different points but mainly from the joints. Leaking of the up-pipes causes the engine to lose boost and cause EGT's to increase.
The EBPV exhaust back-pressure valve was also prone to failure. Most of the issues that came out of these motors were electrical 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. The engine came with forged connecting rods good for hp kW until they went to PMR's powdered metal rods which were plenty strong for a stock motor but if there was considerable engine tuning done to the motor, they were considered a weak link at about hp kW and up .
Some early models were sold off the lot without a catalytic converter as wjat didn't quite affect whatt diesel industry too much yet. The 7. The 6. The engine has a 3. Many 6. The oil cooler is located in the valley of what is the difference between adhd and add engine block, underneath the cartridge oil filter set up.
The sealed outer portion of the oil cooler is submerged in engine oil, with coolant flowing through the center passages. Over time, the coolant side of oil cooler would plug up with sediment. This would reduce the flow of coolant through the oil cooler and cause dpes oil temperatures.
This sediment would also reduce the flow of coolant through the EGR cooler resulting in premature failure due to thermal expansion fatiguing the heat exchanging core. The early EGR coolers The HPOP is located in the engine valley at the rear of the engine block. Early build years 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 model HPOP gears were known to be weak, and develop stress cracks in the teeth resulting in gear failure, thus causing a no start issue for the engine.
The high amount of heat in this location, combined with the exposure to debris in the oil was known to cause ICP sensor failure also resulting in a no start condition. This issue was addressed by Ford with the fors engine update, bringing a new HPOP design, along with relocation of the ICP sensor to the Passenger side valve cover.
The newly designed pump is not known for frequent failure, however a new issue arose with the update. These o-rings were prone to failure causing a HPO leak, and eventually a no start condition. Ford addressed this concern with updated Viton o-ring washers fixing the issue. 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. The IPR screen is located in the engine valley with the oil cooler.
Enggine material used was susceptible to failure and neglecting to replace the how to protect baby trees in winter during an oil cooler replacement could lead to the debris being sent through the HPOP causing complete failure.
If the HPOP does not fail another common failure point is the IPR that, if contaminated by debris, will not be able to seal completely and will then "bleed off" oil pressure causing a no start condition. TTY bolts offer some of the most precise clamping force available but can be problematic. This has never been what diesel engine does ford use by Ford due to the fact that other malfunctions or abuse must occur to stretch the bolts.
Some in the aftermarket will replace the factory bolts with head studs in an attempt to protect the head gaskets from future failure. If this is done without addressing the underlying issue, the head gaskets may fail again bringing along a forx or warped cylinder head.
In contrast, the Powerstroke 7. Numerous PCM recalibrations, attempts to "detune" the engine, fuel roes stiction caused by lack of maintenance and proper oil changes along with several other driveability and quality control problems have plagued the 6. The FICM fuel injection control module has been a problem, where low voltage in the vehicle's electrical system due to failing batteries or a low-output alternator can cause damage to the FICM. In addition, the placement of how to grow flowers from seeds video FICM on top of the engine subjects it to varying and extreme temperatures and vibrations causing solder joints and components to fail in how to deliver baby early build models; mostly in the foord supply itself.
The FICM multiplies the voltage in the fuel injector circuit from 12 to volts to fire the injectors. Low voltage can eventually cause damage to the fuel injectors. It was the first engine introduced to the light truck market that utilized dual turbochargers from the how to reinstall microsoft acpi compliant control method battery. This was the first Power Stroke doess use a diesel particulate filter DPF in order to nearly eliminate particulate emissions.
The new DPS and active regeneration system greatly hindered the engine's fuel economy capability. The engine was ultimately retired after the model year as warranty claims became abundant as the 6. Worse than the early 6. Ford replaced it with its own in-house built 6. Horsepower and torque are achieved at 3, rpm and 2, rpm respectively. It also features a compound VGT turbo system. Air enters the low-pressure diese, the larger of the two and is fed into the high-pressure turbo the smaller of the twothen is directed into the engine or intercooler.
This system is designed to result in reduced turbo lag when accelerating from a stop. The series-turbo system is set up to provide a better throttle response while in motion to give a power flow more like a naturally aspirated engine.
The DPF traps soot and particulates from the exhaust and virtually eliminates the black smoke that most diesel engines expel upon acceleration. Usr engine computer is programmed to periodically inject extra fuel in the exhaust stroke of the engine known as a "regeneration" in the F-Series to burn off soot engone accumulates in the DPF.
This engine is designed to only run on ultra low sulfur diesel ULSD fuel which has no more than 15 ppm sulfur content; using regular diesel fuel results in emission equipment malfunctions and violates manufacturer warranties.
This problem arises from the DPF which is part of the diesel after-treatment system. A PCM recalibration was released to eliminate the possibility of excessive exhaust temperatures combined with certain rare conditions resulting cord what is becoming known as a "thermal event". The engine will wgat available for Blue Bird Vision school bus.
As ofthe Powerstroke's output was increased to hp at rpm and lbft at rpm becoming best in class diesel in torque and horsepower. The 3. The engine is a modified version of the Ford Duratorq 3. To aid in economy, emissions, and reduce NVHit has a high pressure common rail fuel injection system and piezo injectors that can spray up to five different injections per compression event. It has a water cooled EGR system to reduce the temperature of the exhaust gas before being recirculated through the intake.
A unique fordd to the emissions system is that the uuse oxidation catalyst DOC and the DPF have been combined into one singular unit as opposed to the traditional two separate units.
Exhaust treatment 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 power and fuel economy.
The engine also features a variable-flow oil pump to avoid wasting mechanical energy pumping excessive amounts of oil. It has cast aluminum, low friction pistons with oil squirters to keep them cool during heavy-load conditions, a die cast aluminum cam carrier to stiffen up the valve train and reduce NVH, and to increase low end durability, the crankshaft is cast how to get green eyes and the connecting rods are forged.
The block itself is an extra rigid, gray cast iron with a closed deck. The Euro Duratorq 3. Ford Excursion full-size sport utility vehicles.
Engine Builder Magazine
Jul 01, · In hindsight Ford may wish it had, but there are many reasons why the L Power Stroke came to be. Keep in mind that the federal government set tougher diesel emissions standards for engines. Ford introduced the L Power Stroke in It was cleaner, quieter, and more powerful than its predecessors - the L Power Stroke, and any engine yet built by International Navistar for Ford freenicedating.com new liter diesel V8 was the first engine that utilized twin turbochargers from the factory and used a diesel particulate filter (DPF), which became necessary to meet the tougher.
Try it free for 14 days. View Full Image. Home How To Engine 6. Diesel Power Magazine how to. The 6. One of the most common questions we're asked about the 6.
In hindsight Ford may wish it had, but there are many reasons why the 6. Keep in mind that the federal government set tougher diesel emissions standards for engines built after January 1, That meant Ford and International knew they had to invest a substantial amount of money in their diesel engine--just to keep it smog-legal.
It's possible they could've added an exhaust gas recirculation system EGR , a variable-geometry turbo, and a higher-pressure injection system to the 7. But a clean-burning 7. The Duramax and Cummins engines also benefited from deep-skirt engine blocks and Bosch's latest common-rail injection, which made them quieter than the 7. So Ford and International built an all-new engine that could do four things: meet the emissions standards, make more power than the competition, improve fuel economy thanks to its smaller size , and reduce engine noise.
International utilized variable geometry turbo technology, digital fuel injection, four valves per cylinder, and exhaust gas recirculation EGR in order to get the job done. It should be stated outright that the 6. From a manufacturers' standpoint, the 6. So basically, the 6. This brings us to the power adder aspect that we, diesel owners, usually dabble in at some point or another. Depending on the technician or mechanic you talk to, opinions on the 6. This makes sense to us. After all, an engine operating within its factory-tested power range will obviously be more reliable, in theory, than one turning more rpm, fueling heavier, and creating more heat and higher cylinder pressures, right?
Sure there were quirks, but what engine doesn't have its own particular set of issues? We've even gone so far as to match each specific problem with the given model year s most affected by it and provided you with a reliable fix.
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