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Ford introduces second-generation 6.7L Power Stroke V8 Diesel for F-Series Super Duty; Gen 1 hits 500,000 mark

Second-generation 6.7-liter Power Stroke V8 diesel. Click to enlarge.

Ford introduced the 2015 F-Series Super Duty lineup at State Fair of Texas, featuring a second-generation 6.7-liter Power Stroke V8 turbo diesel engine and increased towing capabilities.

Ford introduced the 6.7-liter Power Stroke V8 turbo diesel in 2011. (Earlier post.) A key Ford innovation on the original 6.7-liter Power Stroke V8 turbo diesel was its reverse-flow layout. The advanced design places the exhaust inside the engine’s V-shape while the air intake is positioned on the outside of the V. This segment-exclusive design naturally improves a variety of attributes:

  • Shorter airflow from the exhaust system to the turbocharger sitting between the engine’s cylinder banks improves turbo responsiveness.

  • Positioning the turbo inside the engine’s valley helps isolate the engine’s hottest temperatures, improving performance and efficiency, while also reducing noise, vibration and harshness.

Ford engineers built upon the benefits of this design as they upgraded the Power Stroke. One improvement is a larger GT37 turbocharger that replaces the previous GT32 model, enabling more airflow to the engine to produce more power beyond today’s 400 horsepower (298 kW) and 800 lb-ft (1,085 N·m) of torque.

GT37 turbo. The GT37 features a single, larger 88-millimeter compressor wheel that replaces the GT32’s dual-sided compressor design. The compressor forces air into the engine’s cylinders to improve performance—especially at high altitude where the air is thinner than at sea level. The turbine size is increased to 72.5 millimeters from 64 millimeters, so exhaust gases have a larger surface area to spin the turbo, providing extra power. The wastegate and the wastegate controls are eliminated, because the turbo operates at lower peak pressures than the GT32.

The original designers of the current Power Stroke V8 diesel forecasted needs for higher output. This facilitated the larger turbocharger, increasing airflow and creating more power. We’ve dramatically improved performance while reducing overall engine complexity by focusing on the turbo system

—David Ives, Power Stroke technical specialist

A further benefit of the larger turbo is improved engine exhaust braking, manually controlled by a push-button switch on the dashboard. Extra braking power helps reduce wear and tear on wheel brakes and requires less manual brake application from the driver, especially on downhill grades.

Fuel system improvements. Turbo changes drove improvements to the fuel delivery system, specifically a new high-pressure fuel pump and fuel injectors. The pump’s cam stroke is increased to deliver more fuel when desired for increased power. All-new injector tips better atomize the fuel, resulting in improved combustion that enables lower noise, vibration and harshness. Other benefits include cleaner emissions and a reduction in the buildup of fuel deposits on the valves over time.

In addition, a new exhaust temperature sensor enables more accurate fuel control, which improves both durability and driveability—especially when towing.

Even though the fuel system delivers extra fuel as needed to provide more power, other efficiency improvements enable the 2015 Ford F-Series Super Duty pickup to deliver performance comparable to today’s best-in-class fuel economy, according to Ford.

Further enhancements to Ford Power Stroke diesel include:

  • Ford-designed and -engineered 6R140 TorqShift six-speed transmission uses a new torque converter to manage increased horsepower and torque

  • New polymer coating on main bearings for improved wear-and-tear durability and lower friction

  • Improved crankshaft fillet design—the transition point between the crankshaft’s journals—to increase crankshaft power carrying capability

  • Increased crankshaft damper weight to reduce rotating forces on the crankshaft when the engine is performing at peak power levels

  • New five-layer head gasket to handle wider range of engine firing pressures resulting from more powerful engine performance

  • Added material to the engine’s cylinder heads, exhaust manifold and valvetrain to handle increased power levels

  • Redesigned turbo oil and cooling lines to improve sealing

  • Piston assembly upgrades to increase load-bearing capability

  • New four-layer exhaust manifold gasket for improved durability

Gen1 Power Stroke hits 500,000 mark. Ford also announced that the 500,000th first generation 6.7-liter Power Stroke V8 turbo diesel engine was installed into a new 2014 Ford Super Duty F-350 Lariat at Kentucky Truck Plant.

Other benefits of the 6.7-liter Power Stroke V8 turbocharged diesel engine include:

  • Compacted graphite iron engine. Stronger than cast iron, the block structure is optimized for reduced weight and maximum strength to meet the demands of higher horsepower and torque

  • The advanced inboard exhaust and outboard intake architecture reduces overall exhaust system volume, which leads to better throttle and turbo response for the customer; additionally, reduced exhaust system surface area minimizes heat transfer to the engine compartment and improves noise, vibration and harshness performance

  • Engine architecture enables easier service work for all major engine components, potentially reducing downtime

  • Turbocharger is uniquely center-mounted on a pedestal low in the back of the valley for improved NVH control

  • High-pressure fuel system injects fuel at more than 29,000 psi. The system 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 performance

  • Aluminum cylinder heads for reduced weight; the mid-deck construction with dual water jackets provides increased strength and optimal cooling; six-head bolts, instead of four as found on other engines, help improve sealing and maintain cylinder integrity

  • Compatible up to B20 biodiesel


Richard C Burton

Great! Ford diesels in my experience are the noisiest and dirtiest diesel truck engines out there!! An entirely new and smaller diesel would have been much more useful and environmentally sound. Who needs MORE than 400 horsepower?! in a pickup truck- get real,its an ego boost-how fast do you need to go up hills with your 5th wheel?!

Dave Murphy

Use the Fitch Fuel Catalyst with this engine and fuel line heaters in cold weather and it will run better. Ams oil is good for 8% better mileage too.


@Dave Murphy
Do you believe in scams like those you mentioned? On what grounds?

Account Deleted

In 2012, Ford sold 119,338 super duty trucks (1 ton and up), GM sold 111,555, and Chrysler 77,583 - over 300,000 total. Most are commercial trucks and says 80 percent of all domestic one-ton trucks are sold with a diesel. Though, significantly less numbers than half-ton pickups which are the most popular selling vehicles in the USA, the super duty trucks could be a great opportunity to do something like an EREV, e.g. Chevy Volt or Via Motors - both Bob Lutz ideas.


1. This engine architecture is used by BMW and Audi for many years (not in diesels mostly), so what is new again...?
2. @gryf Both Bob Lutz creations are too expensive and less efficient than advertised otherwise they would overflow the market. ...and there are many reasons for that. Even the general idea is right it does not mean that it is (was) implemented correctly.

Account Deleted

The electrification of the automobile is progressing well and economies of scale will occur. Audi, BMW, Ferrari, McLaren, Porsche, Renault, Nissan, Honda and others are making enormous progress. Not just for economy or government regulations, look at the Audi R18 etron quattro (winner of Lemans 2012, 2013) or the Porsche 918 for example. Of course, there will be some nostalgia for the old ICE, if you caught on TV Jeremy Clarkson (Top Gear) driving a V-12 Aston Martin through the English countryside you get the idea. As an old engineer I liked the old cars too.


@ Richard C Burton As no disrespect a commonly referenced term in the diesel world, Horsepower is what sells engines torque is what wins races. The commonly used reference is referring to the power produced by the engine, to get horsepower you first have to establish a torque figure. Diesels are meant for work not play or anything else the current figures on the 6.7 PSD are 400/800 you have to factor the power loss through the automatic transmission in also.

As torque is found low in the power band versus the high end commonly defined in horsepower figures. As for the older Fords which used HPOP (high pressure oil pump) and HUEI (hydraulically activated, electronically controlled, unit injector) which had substantially fuel bar pressure and between the 7.3 94-97 and 99-03 and 6.0 03.5-07 the variances are substantial.

94-97 used a AA all trucks and non-California
AB- late 1996 California, all 1997 California, most 97-98 E-series, 1999 (early) F-series
99-03 AD all trucks and vans

03.5-07 Used HEUI style injectors that for every injection pulse by plunger and fuel barrel it could inject 5 times per injection pulse.

The reason Fords are loud is the low pressure fuel system they used until the 6.4 which utilized a common rail injection system aka a Bosch cp3 which is a upgrade from a HPOP/HUEI system. For the 6.7 and all MY2011+ trucks use a Bosch cp4.2 the reason the new 6.7 PSD is so quite it utilizes a reversed head design and air to water intercooler. As for the smell it could be many things fuel quality or winter fuel which causes the truck to lose 2-4 MPG+, power, smoke more and have more "compression ignition knock" I hope I was helpful.

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