I'm not sure how true that is - there probably is a little more, but it seems the 6.7L has a couple of limiting factors for additional power development now, including the somewhat weak connecting rods and the CP4.2 fuel pump. I think both of these things need to be upgraded to reach the 500/1000 benchmark everyone is talking about.

 

The upgraded pump in '15 has plenty of room for well past the 500hp mark. Spartan tuned 2015 and '16 trucks are knocking on 600hp with just tuning while maintaining rail pressure.

As to the internals, they will live at the 500hp mark. Proper tuning will take them into the low 700s as has been proven by a few guys on PSA.

 

I love the game Ford played on GM in 11 when they posted deflated numbers, bluffed GM into showing their hand, then pumped theirs up to 400/800.

 

That was classic....

 

With the possible introduction of the L5P Duramax for 2017, I'm sure the opportunity will present itself for Ford to play that trick again. I figured they might increase the displacement of the current 6.6 Duramax, but it sounds like it will remain there. Maybe GM has a few tricks up their sleeves. We shall see. Rumored to be ditching the Garrett chargers for something else along with moving away from Bosch hardware and ECM. It will be fun to watch the race to 1000! Someone's gonna do it and I doubt it will be Ram being they don't have an auto slush box capable of doing it at the moment.

 

It was, but somehow GMs 397 horses and 765 foot pounds were strong ones, because the Duramax always seemed to do very well against Fords "upgraded" numbers. Indeed, TFL Truck just ran a current Duramax Dually up the IKE and it was quicker than the 900lb-ft RAM towing 21k.

 

True, however it could backfire if gm announces 1000 before ford! Should be interesting.

 

Yeah, but who really cares? Well, GM guys do but not me I guess... I wouldn't drive one. It's missing many of the features I want and looks like it does.

 

Dmax does put it power down good

 

GM is not looking for that kind of bump. Take a gander at the Duramax forums. They are painfully optimistic for much lower numbers than that...

 

Delphi did develop a returnless common rail injection, saw some use in Europe, but was plagued with reliably problems. Wouldn't surprise me if they used them. (Hopefully improved...or not)

 

Just wanted to update this. Since the project is moving a little faster, I started a new thread in the 2017 Super Duty section with a new video! Go check it out and feel free to ask questions (I'll answer what I can ).

https://www.ford-trucks.com/forums/1...xperience.html

 

Hmmm...returnless fuel lines had advantages in gasoline engines: less plumbing, and less evap emissions by keeping the fuel cooler. On a diesel engine, aside from less plumbing, what would the advantage be? Diesel does not have the evap problems that gasoline does, and the return circuit actually has the cooler / heater function built in. Perhaps the thought it that the cooler would not be needed on returnless, and the heater could be electric or removed, and thus save some coolant routing as well. Maybe its not a bad idea.

 

2 concerns:

1. DPF Regeneration: Has anyone confirmed a 9th injector yet?

2. F150 Cab in the Super Duty Truck.

What are your impressions?

It would appear to be to small for the Super Duty and too dressed up.

 

Returnless fuel injection system would mean no more metal shavings being shoved back to the fuel tank and through the entire fuel system when the HPFP fails.

I doubt we'll see a 9th injector. GM is the only company using it. I'd prefer it, but cost and complexity are working against us there.....