Ford Power Stroke engine

The first engine to bear the Power Stroke name, the 7.3L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8. Introduced in 1994 as the replacement for the 7.3L IDI V8, the Power Stroke/T444E is a completely new engine, 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 the IDI diesel, the Power Stroke was offered in three quarter ton and up versions of the Ford F-Series/Ford 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 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 capacity is 15 US qt (14 L; 12 imp qt). The oil pan holds 15 US qt (14 L; 12 imp qt) while the top end 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).

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 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 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 the sharp combustion 'knock' as well as lower NO_x emissions by creating a more complete burn.

The '94.5-'97 engine utilizes a single 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 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 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, 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 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.[5]

The 6.4L Power Stroke was introduced for the 2008 model year, known as the Slug. It was the first engine introduced to the light truck market that utilized dual turbochargers from the factory. This was the first Power Stroke to 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, though the engine proved to be comparatively strong and reliable. The engine was ultimately retired after the 2010 model year, as Ford replaced it with its own in-house built 6.7L Power Stroke.

The engine has a 3.87 in × 4.13 in (98.3 mm × 104.9 mm) bore and stroke, resulting in 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 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 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 the engine (known as a "regeneration" in the F-Series) 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 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".

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).[8] but shortly after production started, Ford announced that they made an update to the 6.7L diesel. 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.[9] The 2015 engines are rated at 440 hp (328 kW) and 860 lb⋅ft (1,166 N⋅m).[10] Ford claims the bump in horsepower is from a new turbo, new injector nozzles and exhaust improvements. For 2017, the torque had risen to 925 lb⋅ft (1,254 N⋅m) at 1800 rpm, Horsepower remains the same.[11] To compete with the Duramax and Cummins engines from GM and Ram, Ford has 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 Powerstroke in 2017, and for 2018 the Cummins motor had a 10 lb⋅ft (14 N⋅m) torque gain over the Powerstroke if the Powerstroke's output hadn't been increased for model year 2018. The engine will be available for Blue Bird Vision school bus. As of 2020, 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.

The 3.2 L Power Stroke 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 3.2 L 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 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 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 iron and the connecting rods are forged. The block itself is an extra rigid, gray cast iron with a closed deck.[14] 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 1,500-2,750 rpm. The Euro Duratorq 3.2 makes 197 hp (147 kW) and 350 lb⋅ft (475 N⋅m) of torque.

A 3.0 liter Power Stroke turbo-diesel V6 was introduced in the new 2018 Ford F-150 as a medium duty engine to compete with the Ram 1500 EcoDiesel V6. The 3.0-liter Power Stroke diesel generates 250 hp (186 kW) and 440 lb⋅ft (597 N⋅m) of torque, paired with a Ford-GM 10-speed automatic transmission, providing a towing capability of 11,440 lb (5,189 kg). EPA-estimated fuel efficiency ratings are 30 mpg_‑US (7.8 L/100 km; 36 mpg_‑imp) highway, 22 mpg_‑US (11 L/100 km; 26 mpg_‑imp) city, and 25 mpg_‑US (9.4 L/100 km; 30 mpg_‑imp) combined.[15]

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

Ford E-Series (full-size vans)

• 1995–2003 7.3 L
• 2004–2010 6.0 L

Ford Excursion (full-size sport utility vehicles)

• 2000–2003 7.3 L
• 2003.5–2005 6.0 L

Ford F-Series (full-size pickup trucks)

• Mid-1994–Mid-2003 7.3 L[16]
• Mid-2003–2007 6.0 L
• 2008–2010 6.4 L
• 2011–present 6.7 L
• 2018–present 3.0 L (F-150 only)

Ford F-Series (medium duty trucks)

• 2016–present 6.7 L[17]

LCF (low cab forward)

• 2005–2010 4.5 L

Ford Transit

• 2015–present 3.2 L

• In South American models, the Ford Ranger 2001 up to 2012 use a Power Stroke engine in their diesel versions. A 2.8L diesel engine was developed by Navistar/International Engines from an inline-four Land Rover Defender diesel 2.5L engine, with 130 hp (97 kW) (waste gate) or 133 hp (99 kW) (VNT). A 3L common rail four valves per cylinder and 160 hp (119 kW) (waste gate turbo) became the electronic version of the Power Stroke. It has only the block and connect-rods in common with 2.8 L Power Stroke
• The above-detailed 3.2L Duratorq I5 is branded as Power Stroke in US-spec Ford Transit vans.
• 4.5 liter Powerstroke was a v6 powerstroke with the same turbo design as a 6.4 liter. The geometry of the engines is the same as the 6.0l minus 2 cylinders. The 4.5l 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⋅m) of torque.

• Ford engines
• Ford Modular engine

• Powerstroke Diesel home page
• Navistar International
• Power Stroke Diesel Specs