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74-474: 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 2011 introduction of the 6.7 L Power Stroke V8, Ford has designed and produced its own diesel engines. During its production, the Power Stroke engine range has been marketed against large-block V8 (and V10) gasoline engines along with

148-408: A dry weight of approximately 920 lb (417 kg). This engine produces up to 250 hp (186 kW) and 505 lb⋅ft (685 N⋅m) of torque in automatic transmission trucks from the last years of production, and 275 hp (205 kW) and 525 lb⋅ft (712 N⋅m) of torque in manual transmission trucks. The oil pan holds 15 US qt (14 L; 12 imp qt) while

222-457: A variable-geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb⋅ft (773 N⋅m) torque with an 18.0:1 compression ratio , with fuel cutoff at 4,200 rpm. Many 6.0 L Power Stroke engines experienced problems. High Pressure 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) system components are

296-470: A 10 lb⋅ft (14 N⋅m) torque gain over the Power Stroke if the Power Stroke's output hadn't been increased for 2018. As of 2020, the Power Stroke's output was increased to 475 hp at 2600 rpm and 1050 lb-ft at 1600 rpm, becoming the best-in-class diesel in horsepower. A high-output variant was introduced for the 2023 model year, producing 500 hp (373 kW) and 1,200 lb⋅ft (1,627 N⋅m) of torque. 2015–2016 The 3.2L Power Stroke

370-449: A DPF and dual EGR coolers which are capable of reducing exhaust gas temps by up to 1,000 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 smoke that most diesel engines expel upon acceleration . The engine computer is programmed to periodically inject extra fuel in the exhaust stroke of

444-438: A high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors. This generation of Power Stroke utilizes an HPOP with a 15° swash plate angle. The 1995-1997 trucks use a two-stage cam-driven fuel pump, whereas the 1999-2003 trucks use a frame rail mounted electric fuel pump. The 1999–2003 trucks also had a deadhead fuel system and a "long lead" injector in cyl. number 8 due to lower fuel pressures with

518-423: A membrane vacuum actuator, electric servo , 3-phase electric actuation, hydraulic actuator, or pneumatic actuator using air brake pressure. Unlike fixed-geometry turbines, VGTs do not require a wastegate . Although VGTs do not require a wastegate, some applications requiring a high mass air flow ratio will benefit from an additional wastegate most commonly found in high performance spark ignition engines. This

592-418: A minimal amount of lag , a low boost threshold , and high efficiency at higher engine speeds. The rotating-vane VGT was first developed under Garrett and patented in 1953. One of the first production cars to use these turbochargers was the 1988 Honda Legend ; it used a water- cooled VGT installed on its 2.0-litre V6 engine. The limited-production 1989 Shelby CSX-VNT , with only 500 examples produced,

666-472: A newly developed Garrett turbocharger with a variable geometry vane system and installed an EGR valve . Learning from problems with injectors in the previous LB7, GM changed the valve covers to allow access to the injectors without having to remove the valve covers, saving significant labor costs if injector replacement became necessary. The following trucks used the LLY engine: There are two VIN codes for

740-430: A single shaft. The engine block is cast by Tupy, which also does the initial machining. The connecting rods are made by Mahle . Emissions controls include exhaust 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). but shortly after production started, Ford announced that it made an update to

814-408: A total calculated displacement of 6,369 cc (6.4 L; 388.7 cu in). Despite having to meet emission regulations, the engine was able to increase horsepower ratings to 350 hp (261 kW) and torque to 650 lb⋅ft (881 N⋅m) at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a compound VGT turbo system. Air enters

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888-494: A towing capacity of up to 11,440 lb (5,189 kg) when properly equipped. EPA -estimated fuel economy ratings ranged from 25–30 mpg ‑US (9.4–7.8 L/100 km; 30–36 mpg ‑imp ) highway, 20–22 mpg ‑US (12–11 L/100 km; 24–26 mpg ‑imp ) city, and 22–25 mpg ‑US (10.7–9.4 L/100 km; 26–30 mpg ‑imp ) combined, depending on drivetrain and model year. It continued to be offered until

962-434: A two-volute turbine housing with a blend gate located in the neck. The gate can vary the flow between the scrolls to average the optimal A/R ratio. In low flow conditions exhaust gas is routed through the primary volute and under peak flow it is directed through both the primary and secondary. This design has a lower flow rate compared to VNT types so a wastegate may be incorporated with this design. VGTs may be controlled by

1036-453: A water-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. Exhaust treatment continues with SCR which is done by the injection of diesel exhaust fluid in

1110-543: Is a family of 6.6-liter diesel V8 engines produced by DMAX , a wholly owned subsidiary of General Motors in Moraine, Ohio . The Duramax block and heads are supplied from reliable vendors of General Motors. This engine was initially installed in 2001 Chevrolet and GMC trucks, and has since become an option in pickups, vans, and medium-duty trucks. In 2006, production at Moraine was reportedly limited to approximately 200,000 engines per year. On May 9, 2007, DMAX announced

1184-551: Is an inline-five engine that debuted in the U.S.-spec Transit for model year 2015. The engine is a modified version of the Ford Duratorq 3.2L diesel engine that has been adapted to meet emissions in the United States. To aid in economy, emissions, and reduce NVH , it 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

1258-418: Is changed. This is usually done by moving the turbine along its axis, partially retracting the vanes within the housing. Alternatively, a partition within the housing may slide back and forth. The area between the edges of the vanes changes, leading to a variable-aspect-ratio system with fewer moving parts. Variable Flow Turbines are another simplified version of a VGT when compared to a VNT. This design uses

1332-553: Is in contrast to diesel engines. VGTs tend to be much more common on diesel engines, as lower exhaust temperatures mean they are less prone to failure. Early gasoline-engine VGTs required significant pre- charge cooling to extend the turbocharger life to reasonable levels, but advances in technology have improved their resistance to high-temperature gasoline exhaust, and they have started to appear increasingly in gasoline-engine cars. Typically, VGTs are only found in OEM applications due to

1406-633: Is rated at 335 bhp (250 kW) at 3,100 rpm and 685 lb⋅ft (929 N⋅m) at 1,600 rpm. Similar to the LML, this engine also uses a DPF and DEF system to meet emissions standards. The 6.6L RPO LML (VIN code "8") is the 2011–2016 version of the Isuzu/GM Duramax V8 diesel engine. It is a further advanced version of the LMM engine with the majority of the changes addressing a required drastic reduction in engine emissions. Some mechanical aspects of

1480-518: Is the latest version of the Duramax V8 diesel engine.(engine code Y). Introduced in the 2017 model year, it was the most powerful diesel engine GM had produced, with 445 hp (332 kW) at 2,800 rpm and 910 lb⋅ft (1,234 N⋅m) at 1,600 rpm. Design specification performance can exceed 550 bhp (410 kW) at 3,050 rpm and 1,050 lb⋅ft (1,424 N⋅m) at 1,975 rpm. The L5P Duramax received an increase in horsepower and torque for

1554-409: Is too large, the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo's aspect ratio can be maintained at its optimum. Because of this, VGTs have

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1628-438: Is very dynamic. In situations where engine load is constant like in stationary generators, fixed geometry turbochargers can provide higher efficiency over VGTs. This is due to the added exhaust resistance created from the tolerances of the moving parts within a VGT. Several companies manufacture and supply rotating-vane variable-geometry turbochargers, including Garrett, BorgWarner , and Mitsubishi Heavy Industries . This design

1702-857: The RDX with Variable Geometry Turbocharger following a (VFT) design. The 2015 Koenigsegg One:1 uses twin variable-geometry turbochargers on its 5.0-litre V8 engine, allowing it to produce 1361 horsepower. The most common implementations of VGTs are Variable-Nozzle Turbines (VNT), Sliding Wall Turbines , and Variable Flow Turbines (VFT). Variable-Nozzle Turbines are common in light-duty engines (passenger cars, race cars, and light commercial vehicles). The turbine's vanes rotate in unison, relative to its hub, to vary its pitch and cross-sectional area. VNTs offer higher flow rates and higher peak efficiency compared to other variable geometry designs. Sliding Wall Turbines are commonly found in heavy-duty engines. The vanes do not rotate, but instead, their effective width

1776-553: The 2005 LLY version of the engine. This also marked the first appearance of the Duramax in the Express/Savana vans. The LBZ is one of the more sought-after Duramax engines because of its strength, reliability, and being pre-emissions ( DPF appeared on the next generation LMM in 2007). Changes include: LBZ applications: LLY applications: The LMM (engine code "6") debuted part way through 2007 and ended production with

1850-590: The 2021 model year in North America. The 3.0 L Power Stroke was assembled in Dagenham, England. The Power Stroke engine has been used in the following applications. Ford Econoline E-350 and E-450 (full-size vans) Ford Excursion (full-size sport utility vehicles) Ford F-Series (full-size pickup trucks) Ford F-Series (F-650 and F-750 medium duty trucks) LCF (low cab forward) Ford Transit Duramax V8 engine The Duramax V8 engine

1924-575: The 2024 model year; 470 hp (350 kW) at 2,800 rpm and 975 lb⋅ft (1,322 N⋅m) at 1,600 rpm. Design specification performance can exceed 550 bhp (410 kW) at 3050 rpm and 1,050 lb⋅ft (1,424 N⋅m) at 1975 rpm. The L5D Duramax is a downrated version of the L5P for the Chevrolet Silverado MD and International CV trucks (Class 4, 5, and 6). The L5D was downrated to increase reliability and reduce downtime. The L5D

1998-482: The 6.0 and 6.4. TTY bolts offer some of the most precise clamping force available but can be problematic. In certain situations—such as the failure of the oil cooler or EGR cooler, or high boost/load levels brought on by performance upgrades—TTY bolts can be stretched beyond their torque mark by increased cylinder pressures (commonly from coolant being introduced into the cylinder). This has never been addressed by Ford because other malfunctions or abuse must occur to stretch

2072-450: The 6.0L Power Stroke engine new have received class-action lawsuit payments. Some owners have opted out of the class action lawsuit and went straight to a fraud case: one example 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 action lawsuits, have been awarded over US$ 10 million. The 6.4L Power Stroke

2146-472: The 6.4L Power Stroke. The first Power Stroke engine to be developed and manufactured by Ford, it was designed in conjunction with AVL of Austria. During its development, Ford engineers codenamed this engine "Scorpion" because of the exhaust manifold and turbocharger being mounted in the engine's "valley." It features a compacted graphite iron (CGI) block for greater strength and reduced weight, reverse flow aluminum cylinder heads (the exhaust ports are located in

2220-471: The FICM on top of the engine subjects it to varying and extreme temperatures and vibrations causing solder joints and components to fail in early build models; mostly 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 can eventually cause damage to the fuel injectors. Many owners who purchased their trucks equipped with

2294-868: The General Motors Duramax V8 and the Dodge Cummins B-Series inline-six . 2003 1 ⁄ 2 –2010 (E-Series) The first engine to bear the Power Stroke name, the 7.3 L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8. Introduced in 1994 as the replacement for the 7.3 L IDI V8, the Power Stroke/T444E is a completely new design, with only its bore and stroke dimensions common with its predecessor (resulting in its identical 444 cu in (7.3 L) displacement). In line with

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2368-544: 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. 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 eventually a no-start condition. Ford addressed this concern with updated Viton O-ring washers fixing

2442-517: The IDI diesel, the Power Stroke was offered in three-quarter-ton and larger versions of the Ford F-Series and Econoline product ranges. The Power Stroke is an electronically controlled, direct injection engine with a 4.11 in × 4.18 in (104.4 mm × 106.2 mm) bore and stroke creating a displacement of 444 cu in (7.3 L). It has a 17.5:1 compression ratio, and

2516-588: The LB7 mid-year. The LLY (internally called the 8GF1 ) (engine code "2") is a 6.6 L; 402.7 cu in (6,599 cc) turbocharged engine which debuted in mid-2004 and continued until the end of 2005 (except the Hummer H1 in 2006). It is a 32-valve design with high-pressure common-rail direct injection and aluminum cylinder heads. The LLY was GM's first attempt to implement emissions requirements on their diesel trucks. To meet this goal, they turned to

2590-555: The LBZ. The first is VIN 2 produced in late 2005 and early 2006. The VIN 2 engine is mechanically and physically the same as the VIN D engine but utilizes LLY engine tuning due to the LBZ tuning taking longer to be EPA certified and placed into production. The second is VIN D. This was introduced in 2006 and continued into 2007 sold only in the "classic" body style. It has an improved engine computer tune that produces increased power and torque over

2664-478: The OEM exhaust as part of the Tier 1–3 standards. Despite being regarded as one of the most reliable diesel engines ever put in a light-duty truck, the engine had its own issues. 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 movement of the tachometer when cranking. If

2738-466: The USA). Another use for sliding-vane turbochargers is as a downstream exhaust brake , so that an extra exhaust throttle valve is not needed. The mechanism can also be deliberately modified to reduce the turbine efficiency in a pre-defined position. This mode can be selected to sustain a raised exhaust temperature to promote "light-off" and "regeneration" of a diesel particulate filter (this involves heating

2812-505: The aid of a borescope to confirm the changeover between the 2001 and 2002 model years. 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 models did not use any form of exhaust aftertreatment, such as a catalytic converter , as emissions were not enforced on diesel motors; however, by mid-year 2002, Ford began installing catalytic converters as part of

2886-453: 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 cracked or warped cylinder head. In contrast, the 7.3 and 6.7 have six head bolts per cylinder while the 6.0, 6.4/VT365, and IDI 7.3 only have four. Numerous PCM recalibrations, attempts to "detune"

2960-458: The carbon particles stuck in the filter until they oxidize away in a semi-self-sustaining reaction - rather like the self-cleaning process some ovens offer). Actuation of a VGT for EGR flow control, or to implement braking or regeneration modes in general, requires hydraulic actuators or electric servos. VGTs offer improved transient response over conventional fixed geometry turbochargers. This makes VGTs ideal for use in vehicles where power demand

3034-441: The deadhead design (AE code injector). The California trucks from 1996 and 1997 have a 120 cc (7.3 cu in) split-shot fuel injectors; other trucks did not get split-shot injectors until 1999. 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

Ford Power Stroke engine - Misplaced Pages Continue

3108-461: The effective aspect ratio (A/R ratio) of the turbocharger to be altered as conditions change. This is done with the use of adjustable vanes located inside the turbine housing between the inlet and turbine, these vanes affect flow of gases towards the turbine. The benefit of the VGT is that the optimum aspect ratio at low engine speeds is very different from that at high engine speeds. If the aspect ratio

3182-440: The engine (which is called a DPF Regen or regeneration) to burn off soot that 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. The 6.4L has had one recall (safety product recall 07S49 was released on March 23, 2007) that addresses

3256-433: The engine was ultimately retired after 2010 and replaced by the 6.7L Power Stroke. While warranty claims began to show a level of unreliability similar to the previous 6.0L Power Stroke, the 6.4L Power Stroke has proved to be capable of handling elevated boost levels needed to generate high horsepower and torque. The engine has a 3.87 in × 4.13 in (98.3 mm × 104.9 mm) bore and stroke, resulting in

3330-409: The engine, fuel injector stiction (caused by lack of maintenance and proper oil changes), along with several other drivebility and quality control problems, have plagued the 6.0. 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

3404-435: The engine, such as piston oil flow design for improved temperature control and oil pump design, were also improved to enhance durability even further. The LML engine was significantly updated for 2011 to comply with the new federal emissions standards for diesel engines, provide better engine rigidity, and further noise reduction. The engine gained new 29,000 PSI piezo injectors as well as a completely reworked fuel system which

3478-459: The engine. The new engine control software makes the engine capable of 400 hp (298 kW) at 2,800 rpm and 800 lb⋅ft (1,085 N⋅m) at 1,600 rpm while achieving better fuel economy and without any physical changes to the engine. The 2015 engines are rated at 440 hp (328 kW) and 860 lb⋅ft (1,166 N⋅m). Ford claimed the bump in horsepower is from a new turbocharger, new injector nozzles, and exhaust improvements. For 2017,

3552-429: The exhaust manifold pressure until it exceeds the inlet manifold pressure, which promotes exhaust gas recirculation ). Although excessive engine backpressure is detrimental to overall fuel efficiency , ensuring a sufficient EGR rate even during transient events (such as gear changes) can be sufficient to reduce nitrogen oxide emissions down to that required by emissions legislation (e.g., Euro 5 for Europe and EPA 10 for

3626-433: The exhaust to reduce NOx. The engine features a variable-geometry turbo which allows for intake airflow 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

3700-450: The 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 (2003.5–04.5) 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 model HPOP gears were known to be weak, and develop stress cracks in

3774-469: The issue. With the new HPO system design also came a snap-to-connect (STC) fitting. Some models had the issue of the STC fitting's prongs breaking, causing the fitting to lose its sealing property and again, a no-start condition for the engine. Another frequent (but not always catastrophic) issue with the HPO system is the injection pressure regulator (IPR) screen. The IPR screen is located in the engine valley with

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3848-414: The joints. Leaking of the up-pipes causes the engine to lose boost and cause exhaust gas temperatures to increase. The EBPV exhaust back-pressure valve (EBPV) was also prone to failure; it could close when cold and get stuck on causing a jet engine like noise coming from the exhaust. Most of the issues that came out of these motors were due to poor electrical connections. The UVCH (under valve cover harness)

3922-410: The level of coordination required to keep the vanes in the most optimal position for whatever state the engine is in. However, there are aftermarket VGT control units available, and some high-end aftermarket engine management systems can control VGTs as well. In trucks, VGTs are also used to control the ratio of exhaust recirculated back to the engine inlet (they can be controlled to selectively increase

3996-534: The lifter valley) with dual water jackets, six head bolts per cylinder, and 29,000 psi (1,999 bar) high-pressure common rail Bosch fuel system. The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors spraying fuel into the piston bowl. This engine also supports B20 biodiesel , allowing fueling options of up to 20 percent biodiesel and 80 percent petroleum diesel. Garrett's single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on

4070-417: 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 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 6.4 L also has

4144-626: 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 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. Head Gaskets – Ford/International used four Torque to Yield (TTY) cylinder head bolts per cylinder for

4218-443: The potential for flames to come from the tailpipe of the truck. 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 from what is becoming known as a "thermal event". The 6.7L Power Stroke debuted in the 2011 Ford Super Duty (F-250 through F-550) trucks, replacing

4292-491: The production of the 1,000,000th Duramax V8 at its Moraine facility, followed by the 2,000,000th on March 24, 2017. RPO LB7 (engine code "1") was first introduced in 2001 and continued until early 2004. It is a 32-valve design with high-pressure common-rail direct injection and an experimental composite design cylinder head. The following trucks use the LB7: The LLY was introduced in 2004 and completely replaced

4366-482: The sharp combustion 'knock' as well as lower NO x emissions by creating a more complete burn. 1994.5–1997 engines utilize a single turbocharger, non-wastegated, with a turbine housing size of 1.15 A/R. For 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

4440-546: The start of the 2011 calendar year and is mated to the 6-speed Allison transmission . The LMM was the only Duramax offered for model years 2007–2010. A version was used in the Trident Iceni. Emission controls: Applications: The 6.6L Duramax diesel engine (VIN code "L") is used on 2010 interim and 2011 Chevrolet Express and GMC Savana vans and 2011 Chevrolet Silverado/GMC Sierra HD trucks with RPO ZW9 (chassis cabs or trucks with pickup box delete). The LGH engine

4514-495: The tachometer does not move, the CPS is most likely bad. The fuel filter/water separator also tends to be a minor failure point across the trucks. The aluminum filter housing can crack, causing fuel leaks. 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

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4588-434: The teeth resulting in gear failure, thus causing a no start issue for the engine. Early models also had the ICP sensor located on the HPOP cover. 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 late-2004 engine update, bringing a new HPOP design, along with relocation of

4662-494: The top end (due to the HPOP) holds an additional 3 US qt (2.8 L; 2.5 imp qt), making for a total of 18 US qt (17 L; 15 imp qt) of oil contained within the engine. The 1994.5 to 1996/97 DI Power Stroke has "single shot" HEUI (hydraulically actuated electronic unit injection) fuel injectors which were AA code injectors unless from California where as they received AB code injectors. It ran

4736-473: The torque had risen to 925 lb⋅ft (1,254 N⋅m) at 1800 rpm, while horsepower remained the same. To compete with the Duramax and Cummins engines from GM and Ram, Ford increased output for the 2018 model year to 450 hp (336 kW) 935 lb⋅ft (1,268 N⋅m). Previously, the Duramax motor had a 5 hp (4 kW) gain over the Power Stroke in 2017, and the Cummins engine for 2018 would have had

4810-516: The valvetrain and reduce NVH, and to increase low-end durability, the crankshaft is cast iron and the connecting rods are forged. The block itself is an extra rigid, gray cast iron with a closed deck. The power figures for the 3.2L Power Stroke are 185 hp (138 kW) at 3,000 rpm and 350 lb⋅ft (475 N⋅m) at 1,500–2,750 rpm. The Euro Duratorq 3.2 makes 197 hp (147 kW) and 350 lb⋅ft (475 N⋅m) of torque. The 3.0 L Power Stroke turbo-diesel V6, codenamed "Lion,"

4884-536: Was changed to a .84 A/R and a wastegate was added halfway through the 1999 model year . The 1999 engine also received 140 cc (8.5 cu in) injectors, up from 120 cc (7.3 cu in) in the early model engine. With the larger injectors, the HPOP capability was increased by utilizing a 17° swash plate angle to meet 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 seen with

4958-667: Was equipped with a 2.2-litre Chrysler K engine with a Garrett turbo called the VNT-25 (because it used the same compressor and shaft as the fixed-geometry Garrett T-25). In 1991, Fiat incorporated a VGT into the Croma 's direct-injected turbodiesel. The Peugeot 405 T16 , launched in 1992, used a Garrett VAT25 variable-geometry turbocharger on its 2.0-litre 16-valve engine. The 2007 Porsche 911 Turbo has twin variable-geometry turbochargers on its 3.6-litre horizontally-opposed six-cylinder gasoline engine. In 2007, Acura introduced

5032-413: Was introduced for the 2008 Ford Super Duty (F-250 through F-550), and was the first engine introduced to the light truck market that utilized dual turbochargers directly from the factory. Additionally, this was the first Power Stroke to use a diesel particulate filter (DPF) to reduce particulate matter emissions from the exhaust. The new DPF and active regeneration system greatly hindered fuel economy and

5106-461: Was introduced in 2018 for the 2019 Chevrolet Silverado MD and International CV trucks. Specifications for the L5D are 350 hp (261 kW) at 2,600 rpm and 700 lb⋅ft (949 N⋅m) at 1,600 rpm. Variable-geometry turbocharger Variable-geometry turbochargers ( VGTs ), occasionally known as variable-nozzle turbochargers ( VNTs ), are a type of turbochargers , usually designed to allow

5180-458: Was introduced in the 2018 Ford F-150 to compete with the Ram 1500 EcoDiesel V6. The engine has a bore and stroke of 84 mm × 90 mm (3.31 in × 3.54 in) with a compression ratio of 16.0:1, and generates 250 hp (186 kW) at 3,250 rpm and 440 lb⋅ft (597 N⋅m) of torque at 1,750 rpm, paired with a Ford–GM 10-speed automatic transmission . It provided

5254-508: Was now powered by the Bosch CP4 pump, that also now supports up to 20% biodiesel mixtures and a urea injection (to reduce nitrogen oxides) with a 5.3 gallon DEF tank. This engine has a fuel injector in the exhaust tract, to allow raw fuel injection during the particulate filter recycling routine. The RPO LML engine is rated at 397 hp (296 kW) at 3,000 rpm and 765 lb⋅ft (1,037 N⋅m) of torque at 1,600 rpm. The L5P Duramax

5328-420: Was prone to losing contact with either glow plugs or injectors which caused rough starts or a misfire depending on the year. 1994–1997 engines have two connectors going into each bank, whereas 1999–2003 engines had one connector going into each bank; troubleshooting the harness was easier for the 1994–1997 engines. The 7.3 L DI Power Stroke was in production until the first quarter of model year 2003, when it

5402-503: Was replaced by the 6.0 L. Nearly 2 million 7.3 L DI Power Stroke engines were produced in International's Indianapolis plant. The 7.3 L DI Power Stroke engine is commonly referred to as one of the best engines that International produced. The 7.3 L (444 cu in) Power Stroke was replaced by the 6.0 L (365 cu in) beginning in the second quarter of the 2003 model year. The 6.0L Power Stroke,

5476-619: 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 Excursion SUVs until after the 2005 models when Ford discontinued Excursion production. The engine has a 3.74 in × 4.13 in (95 mm × 105 mm) bore and stroke creating a displacement of 5,954 cc (6.0 L; 363.3 cu in). It utilizes

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