More Power
10-17-2006, 13:16
2008 Ford 6.4L Powerstroke
As most of you know by now, Ford will be introducing a new 6.4L V-8 diesel engine to replace its current 6.0L PSD, which was introduced during the 2003 model year. 2003 was a catastrophe for Ford’s diesel program. The tremendous success Ford experienced with the 7.3L came to a sudden and abrupt halt with the six point oh.
I believe the 6.0 was designed during a time when Ford’s competition was the Dodge 5.9L ISB and the GM 6.5L TD; meaning it didn’t have to reach far to remain on top. GM was very good at keeping a lid on the Duramax – having been penciled onto a napkin as early as 1996. The first prototype Duramax 6600 stuttered to life in early 1998 – in Japan, and was followed by more than 2-1/2 years of durability and production testing before being released to the public. I first heard about the Duramax as early as mid 1998, but not until mid 1999 did I learn that the Duramax would be 6.6L in displacement and learn of the power/torque specs for this new engine. Ford’s 6.0 was not designed to compete with the Duramax, which may have contributed to the problems experienced by the new Ford PSD – in an attempt to.
Ford’s new 6.4L PSD corrects those mistakes. This one was designed to do “one better” than the Duramax, and offer enough growing room to remain competitive for the foreseeable future – as well as provide a better platform to meet current and future emissions regulations. Yes, the new PSD is gunning for top dog status. Early specs put the brand new 6.4L PSD at 360 horsepower and 650 lb-ft of torque. This equals the 2007 LLM Duramax, but I’d expect some juggling of the final numbers for each engine before being released for sale to the public. Having “The Most Powerful” diesel engine is a powerful marketing tool.
The 6.4L will be the first production light-truck diesel to receive dual-stage twin turbos. The smaller variable nozzle turbo is there to provide a quick spool-up – to improve drivability and reduce tailpipe smoke. The second stage turbo is larger, and is there to provide the airflow necessary to maximize performance and efficiency in the mid to high power/rpm levels. This provides for a relatively flat torque curve from the mid-teens to beyond 3000 rpm.
Back in 2000, numerous bulletin board discussions (other than ours) focused on the aluminum heads used by the Duramax, saying aluminum doesn’t belong on a diesel engine (and a lot worse). What goes around comes around. According to a recent article in Truck Trend magazine, Ford’s new 6.4L PSD is getting aluminum cylinder heads – just like the Duramax. As we’ve learned, aluminum heads offer a number of distinct advantages over cast iron in areas such as weight reduction, improved durability, high EGT tolerance, crack resistance, better cooling and emissions reductions just to name a few. All diesel engines could be running aluminum heads before too long. The Duramax has proven the viability of aluminum.
Also according to Truck Trend, Ford’s 2008 plan calls for continued use of their TorqueShift 5-speed automatic, though I would expect some movement in that area to overcome the brand name recognition and durability reputation of the Allison 1000 automatic used by GM.
Competition is what has produced the trucks we drive now, which are all far beyond what we expected in the early 90’s. Competition will continue to drive the diesel pickup industry, and provide better trucks for everyone, no matter what brand tickles your fancy.
Jim
As most of you know by now, Ford will be introducing a new 6.4L V-8 diesel engine to replace its current 6.0L PSD, which was introduced during the 2003 model year. 2003 was a catastrophe for Ford’s diesel program. The tremendous success Ford experienced with the 7.3L came to a sudden and abrupt halt with the six point oh.
I believe the 6.0 was designed during a time when Ford’s competition was the Dodge 5.9L ISB and the GM 6.5L TD; meaning it didn’t have to reach far to remain on top. GM was very good at keeping a lid on the Duramax – having been penciled onto a napkin as early as 1996. The first prototype Duramax 6600 stuttered to life in early 1998 – in Japan, and was followed by more than 2-1/2 years of durability and production testing before being released to the public. I first heard about the Duramax as early as mid 1998, but not until mid 1999 did I learn that the Duramax would be 6.6L in displacement and learn of the power/torque specs for this new engine. Ford’s 6.0 was not designed to compete with the Duramax, which may have contributed to the problems experienced by the new Ford PSD – in an attempt to.
Ford’s new 6.4L PSD corrects those mistakes. This one was designed to do “one better” than the Duramax, and offer enough growing room to remain competitive for the foreseeable future – as well as provide a better platform to meet current and future emissions regulations. Yes, the new PSD is gunning for top dog status. Early specs put the brand new 6.4L PSD at 360 horsepower and 650 lb-ft of torque. This equals the 2007 LLM Duramax, but I’d expect some juggling of the final numbers for each engine before being released for sale to the public. Having “The Most Powerful” diesel engine is a powerful marketing tool.
The 6.4L will be the first production light-truck diesel to receive dual-stage twin turbos. The smaller variable nozzle turbo is there to provide a quick spool-up – to improve drivability and reduce tailpipe smoke. The second stage turbo is larger, and is there to provide the airflow necessary to maximize performance and efficiency in the mid to high power/rpm levels. This provides for a relatively flat torque curve from the mid-teens to beyond 3000 rpm.
Back in 2000, numerous bulletin board discussions (other than ours) focused on the aluminum heads used by the Duramax, saying aluminum doesn’t belong on a diesel engine (and a lot worse). What goes around comes around. According to a recent article in Truck Trend magazine, Ford’s new 6.4L PSD is getting aluminum cylinder heads – just like the Duramax. As we’ve learned, aluminum heads offer a number of distinct advantages over cast iron in areas such as weight reduction, improved durability, high EGT tolerance, crack resistance, better cooling and emissions reductions just to name a few. All diesel engines could be running aluminum heads before too long. The Duramax has proven the viability of aluminum.
Also according to Truck Trend, Ford’s 2008 plan calls for continued use of their TorqueShift 5-speed automatic, though I would expect some movement in that area to overcome the brand name recognition and durability reputation of the Allison 1000 automatic used by GM.
Competition is what has produced the trucks we drive now, which are all far beyond what we expected in the early 90’s. Competition will continue to drive the diesel pickup industry, and provide better trucks for everyone, no matter what brand tickles your fancy.
Jim