To power the next generation of its F-Series Super Duty pickups in 2011, Ford Motor Co. has designed, tested and will now manufacture its own 6.7-L turbocharged V-8 diesel engine. The new powerplant will replace the Navistar-built engines Ford has used in its F-Series pickups since 1979.
The new Ford diesel, which will be manufactured at its Chihuahua Engine Plant in Mexico, is said to be based in part on the OEM’s experience from its diesel joint venture with PSA Peugeot Citroën in Europe. That includes meeting stringent new diesel emissions requirements with an aftertreatment package that combines a diesel particulate filter (DPF) with a selective catalytic reduction (SCR) system in a single unit. The engine will also be compatible with biodiesel up to a B20 fuel blend (20% biodiesel and 80% petroleum diesel).
Ford promises improved torque, horsepower and fuel economy from the new engines. Power and torque ratings for the V-8 diesel are yet to be released, but the company did note that due to the use of a compacted graphite iron (CGI) engine block and aluminum cylinder heads, the engine is about 160 lbs. lighter than its predecessor.
On the new V-8, what Ford called a “unique inboard exhaust and outboard intake architecture” reduces overall exhaust system volume, which leads to better throttle response. Additionally, the OEM said that a reduced exhaust system surface area minimizes heat transfer to the engine compartment and improves NVH (noise, vibration, harshness). To further reduce NVH, the new Ford V-8 diesel is also equipped with a single-sequential turbocharger, which is center-mounted on a pedestal low in the back of the engine’s “valley.”
The Honeywell turbocharger’s unique design, according to Ford, allows it to deliver the benefits of a twin-turbocharger system in a smaller, more efficient package. In particular, the OEM noted, it simultaneously provides the faster response of a small turbocharger and a larger turbocharger’s ability to compress and force more air into the engine for more power.
The high-pressure Bosch fuel system on the new Ford engine injects fuel at more than 29,000 PSI and delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors to spray fuel into the piston bowl. The direct-injection system is calibrated and phased for optimum power, fuel efficiency and NVH reduction as well, Ford said.
The architecture of the new Ford V-8 diesel, the company added, makes service work on all major engine components easier, potentially reducing downtime. For example, the body/cab no longer has to be removed from the frame to access the turbocharger. Also, the high-pressure fuel pump, exhaust gas recirculation (EGR) components and thermostats are directly accessible from the front of the vehicle.
Ford also said it went to great lengths to make sure its new diesel successfully met industry standard 250,000-mile durability requirements. In part, it operated test models at maximum speed continuously for 30 days and simulated 2,600 below-zero engine starts, equaling roughly 10 years’ worth of use in arctic conditions.
“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 vice president 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.”
