Ok, I don't know if anyone has seen this before, but International released a new version of the 6D also known as our 6.0. It's got up to 660 ft/lbs of torque and 340 hp. So what did they change and can it be updated to our 6.0's?

 

Interesting that it is only available to the defense market. I'm guessing no emissions equipment. -Mike

 

I believe that's a Military spec engine. Which means it's used for off-road/out of country applications....thus we can't have it. Thank you EPA.

It does add some creditbility to Ford's pushing the engine to 325Hp & 560Ft/Ibs when you compare it to the 365VGT specs.

 

It's complies with emissions. If you look at the pictures of it, there is an EGR cooler on it.

 

If the engine meet on-highway emissions it would have been offered to the general public and the 6.4L wouldn't have been the next nightmare in the SuperDuty series.

 

Good eye, catching the EGR. But it is not listed as available in any application other than military. I like the idea of dropping in something fully-sorted and factory built. But then, there is nothing saying that it is finally fully-sorted. And I'm sure it is not cheap. -Mike

 

I'm more curious what changes they made and if any of the can be retrofitted to our trucks. From the pictures, the intake is different and the EGR cooler sits above it, not below like on ours.

 

I'll throw my two cents into it. First off, NOTHING on that engine looks even remotely similar to anything in our F-series pickup applications. In fact, the valve covers and rocker arm carriers look like that of the Maxxforce 7 engines (a. k. a. the 6.4L). That along with the engine rear cover that utlizes the SAE bellhousing bolt pattern suited to bolt up to most Allison transmissions and oil pan from a medium duty truck application which is completely different (18.0 litres versus 15 litres last time I checked). The main point here is, there is NOTHING that is to die for, on that engine that you couldn't achieve with the existing engines in your trucks. EVERYTHING pertaining to horsepower/torque output has entirely to do with PCM calibration. Let's not forget, on medium duty applications, Maximum Governed No-Load Engine speed is limited to only 3000 RPMs on these engines, as opposed to 3900 RPMs for you pickup drivers. To put things into perspective, a 2010 E-Series with a 6.0L diesel engine doesn't have anything that a 2007 F-series with all the updates doesn't have already. The main thing here is CALIBRATION.

 

I realize that a lot is in the calibration. Just curious how they solved some of the short comings of the 6.0.

 

Who said they did and where's the proof?

 

Nobody can provide any proof, but having a new EGR valve and cooler is a step in the right direction.

I can't tell from the picture, but I have to wonder if this engine has the same head bolts as the 6.4.

 

Wondering that myself. If they are the same as a 6.0 how could they reach 660 ft/lbs.

 

IIRC the IH 6.0 for OTR trucks had a "measly" 2XX HP 600 ft/lb torque rating WAY back. It's allllll about the PCM calibration.

 

My 06 is rated at 575 ft./lbs as per label on valve cover. I always understood that the 6.0 was at it's design limits and couldn't reliably handle more power. Here they are up to 660 ft./lbs and basically the same hp. I understand that this motor doesn't have a lot in common anymore with our 6.0's, but it is a 6.0 and I just curious as to what changes they made.

 

Root cause was the oil cooler not the egr/egr cooler.