2020 Ford 6.7 engine changes
Lead Driver
Joined: Jan 2010
Posts: 6,600
Likes: 84
I'll assume (speculate) the CP 4.2 isn't going anywhere considering Ram Trucks are using it for the 2020 HO 6.7L at 29,000 psi. I think that covers the big three with the 4.2 now but I don't specifically know what GM is doing with the Duramax for 2020.
Lead Driver
Joined: Sep 2006
Posts: 5,665
Likes: 164
From: Cartersville, Ga
Its staying around and they are increasing pressure to over 30k. GM uses a Denso system.
Lead Driver
Joined: Jan 2010
Posts: 6,600
Likes: 84
Thanks for the correction. I didn't know the L5P changed to the Denso HP4 but I see that now.
Senior User
Joined: Apr 2010
Posts: 451
Likes: 0
From: Panama City, FL area
from past experience, I can say I am comfortable with the 4th year production run of the gen II 6.7 so I bought a 2019 last week. The gen II 6.7 was introduced in 2015 with a ton of fixes for the gen 1 6.7 introduced in 2011 which already had a tone of fixes based on 6.0 and 6.4 lessons learned.
from past experience, I can say I would not be comfortable with a 1st year production run of any new major engine change. The first year 6.4 and 1st year 6.7 were disasters.
from past experience, I can say I would not be comfortable with a 1st year production run of any new major engine change. The first year 6.4 and 1st year 6.7 were disasters.
FTE Legend
Joined: Mar 2017
Posts: 31,976
Likes: 9,200
From: Western NY
Good for you! How many miles and still stock? My 16 has the hop. I plan on starting a thread when I do some stuff if it helps. Keep on trucking, Thom.
Super Moderator
Joined: Dec 2011
Posts: 13,353
Likes: 6,143
6.7L Power Stroke® Diesel 3rd Generation Engine Build Features and Facts
~
See more (powertrain only so far) information about the new 2020 Ford Super Duty here: https://www.ford-trucks.com/forums/1...different.html
~
- Fuel
- New, higher pressure (2,482 BAR, 36,000 PSI) fuel injection system (2019 was 2,068 bar, 30,000 psi)
- This 20% increase in injection pressure increases fuel atomization for more complete burn
- A more complete burn increases fuel economy, and reduces emissions
- Updated high pressure fuel pump to produce increase in common rail pressure
- New fuel rails and lines to support more pressure and flow than ever before
- New piezo fuel injectors capable of injecting up to 8 times per single power stroke
- New fuel spray pattern built into the injector tips
- Pistons
- New 1 piece forged steel pistons to withstand higher combustion pressures with less friction
- Openings cut into steel piston skirts to reduce weight to match mass of aluminum piston of prior year
- Smaller wrist pin used to support the piston
- New low tension piston rings (lowest tension in the segment) to reduce friction against cylinder walls
- Piston rings fitted in tighter (closer tolerance) ring lands on the new steel piston
- New split stream piston cooling jets shoot oil simultaneously at the underside of the piston crown and the wrist pin
- Highest concentration of heat found in the underside of the crown of the piston, but high friction at the pin
- Rods
- New connecting rods (longer, to make up for shorter pistons, and stronger, to withstand higher pressure)
- New connecting rod bearings (still investigating if IROX polymer coated or if different nitrided coating used, such as Ion Plasma)
- Turbo
- New, smaller frame, Honeywell turbocharger with lower inertia, for faster response
- New turbine wheel
- New compressor wheel
- New dual axis variable vane precision support mechanics to support tighter clearances without wear
- Redesigned vane kit supports vanes on both sides of the plates, instead of just a guide slot on one side
- Prior version (2019 and earlier, to 2015) vanes were pinned on only one side, with one axle
- Double axle turbo vanes allowed to run closer to the housing, which improves efficiency and performance
- The closer the vanes ride the wall of the housing, the less internal air leakage, and the more flow efficiency
- New 100% electrically actuated, electrically driven variable vane geometry controller with 4 bar linkage
- Prior year vane geometry controller was electro-hydraulic, where the hydraulic actuation is slow to respond in very cold weather
- Fully electronic actuator is more responsive in cold weather, thereby increasing turbo response by reducing lag time
- Engine core
- New engine block, with structural enhancements
- New cylinder head casting, revising cooling passages and enhancing strength.
- New engine block, with structural enhancements
- New front cover
- New low pressure oil system pump changed from gerator type to gear driven type, size increased
- Intake
- New intake manifold, now a two piece design
- Material swaps... what used to be composite is now cast aluminum, and what used to be cast aluminum is now composite
- Lower intake manifold (non pressurized) is composite plastic to insulate better and reduce weight, as it operates in a cooler environment
- Upper intake manifold (pressurized) is now aluminum to provide heat protection since it rides over top of the turbo, in a much hotter immediate environment
- Other changes
- Crankcase ventilation filter and oil separator housing is now composite plastic (this housing was cast aluminum in prior year)
- Service interval for crankcase filters changed (interval difference unspecified... still investigating)
- New larger oil cooler / oil cooler the same (equally empowered sources at Ford reported conflicting information on the oil cooler)
- What didn't change
- EGR cooler cooler carries over unchanged (revisions were made in 2nd gen)
- New turbo still maintains all of the exhaust braking functionality as previous turbo
- Entire engine upgrade package was weight neutral... no change in weight, despite 25 more HP and 115 more ft lbs of TQ
- Industry Diesel Oil Standard remains as the older CJ-4, not CK-4. Ford recommends using Ford's proprietary oil specification.
See more (powertrain only so far) information about the new 2020 Ford Super Duty here: https://www.ford-trucks.com/forums/1...different.html
More Turbo
Joined: Dec 2018
Posts: 535
Likes: 23
From: Arkansas
Very informative list, however I find it difficult to believe they still spec CJ-4 as many companies don't even make this formulation anymore. I am not disagreeing, however I think it is relatively ignorant on Ford's part not to spec CK-4. Or make engines and parts that are able to handle all formulations of CK-4 oil. Rumor has it the 19+ Cummins in the Ram pickups doesn't spec just any old oil anymore either. Will have to search harder to find specs / facts on this.
Super Moderator
Joined: Dec 2011
Posts: 13,353
Likes: 6,143
The oil caps on Ford's 2020 6.7L pre production presentation displays said "CJ-4".
Let me verify the API designation Ford published for production, and I will be certain to report back if there is any change.
Note that Ford strongly recommends using oil that meets a specific FORD specification, irrespective of API designation. There are new CK oils that meet Ford's specification.
Let me verify the API designation Ford published for production, and I will be certain to report back if there is any change.
Note that Ford strongly recommends using oil that meets a specific FORD specification, irrespective of API designation. There are new CK oils that meet Ford's specification.
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More Turbo
Joined: Dec 2018
Posts: 535
Likes: 23
From: Arkansas
The oil caps on Ford's 2020 6.7L pre production presentation displays said "CJ-4".
Let me verify the API designation Ford published for production, and I will be certain to report back if there is any change.
Note that Ford strongly recommends using oil that meets a specific FORD specification, irrespective of API designation. There are new CK oils that meet Ford's specification.
Let me verify the API designation Ford published for production, and I will be certain to report back if there is any change.
Note that Ford strongly recommends using oil that meets a specific FORD specification, irrespective of API designation. There are new CK oils that meet Ford's specification.
Hotshot
Joined: Jul 2013
Posts: 14,302
Likes: 2,197
6.7L Power Stroke® Diesel 3rd Generation Engine Build Features and Facts
~
See more (powertrain only so far) information about the new 2020 Ford Super Duty here: https://www.ford-trucks.com/forums/1...different.html
~
- Fuel
- New, higher pressure (2,482 BAR, 36,000 PSI) fuel injection system (2019 was 2,068 bar, 30,000 psi)
- This 20% increase in injection pressure increases fuel atomization for more complete burn
- A more complete burn increases fuel economy, and reduces emissions
- Updated high pressure fuel pump to produce increase in common rail pressure
- New fuel rails and lines to support more pressure and flow than ever before
- New piezo fuel injectors capable of injecting up to 8 times per single power stroke
- New fuel spray pattern built into the injector tips
- Pistons
- New 1 piece forged steel pistons to withstand higher combustion pressures with less friction
- Openings cut into steel piston skirts to reduce weight to match mass of aluminum piston of prior year
- Smaller wrist pin used to support the piston
- New low tension piston rings (lowest tension in the segment) to reduce friction against cylinder walls
- Piston rings fitted in tighter (closer tolerance) ring lands on the new steel piston
- New split stream piston cooling jets shoot oil simultaneously at the underside of the piston crown and the wrist pin
- Highest concentration of heat found in the underside of the crown of the piston, but high friction at the pin
- Rods
- New connecting rods (longer, to make up for shorter pistons, and stronger, to withstand higher pressure)
- New connecting rod bearings (still investigating if IROX polymer coated or if different nitrided coating used, such as Ion Plasma)
- Turbo
- New, smaller frame, Honeywell turbocharger with lower inertia, for faster response
- New turbine wheel
- New compressor wheel
- New dual axis variable vane precision support mechanics to support tighter clearances without wear
- Redesigned vane kit supports vanes on both sides of the plates, instead of just a guide slot on one side
- Prior version (2019 and earlier, to 2015) vanes were pinned on only one side, with one axle
- Double axle turbo vanes allowed to run closer to the housing, which improves efficiency and performance
- The closer the vanes ride the wall of the housing, the less internal air leakage, and the more flow efficiency
- New 100% electrically actuated, electrically driven variable vane geometry controller with 4 bar linkage
- Prior year vane geometry controller was electro-hydraulic, where the hydraulic actuation is slow to respond in very cold weather
- Fully electronic actuator is more responsive in cold weather, thereby increasing turbo response by reducing lag time
- Engine core
- New engine block, with structural enhancements
- New cylinder head casting, revising cooling passages and enhancing strength.
- New engine block, with structural enhancements
- New front cover
- New low pressure oil system pump changed from gerator type to gear driven type, size increased
- Intake
- New intake manifold, now a two piece design
- Material swaps... what used to be composite is now cast aluminum, and what used to be cast aluminum is now composite
- Lower intake manifold (non pressurized) is composite plastic to insulate better and reduce weight, as it operates in a cooler environment
- Upper intake manifold (pressurized) is now aluminum to provide heat protection since it rides over top of the turbo, in a much hotter immediate environment
- Other changes
- Crankcase ventilation filter and oil separator housing is now composite plastic (this housing was cast aluminum in prior year)
- Service interval for crankcase filters changed (interval difference unspecified... still investigating)
- New larger oil cooler / oil cooler the same (equally empowered sources at Ford reported conflicting information on the oil cooler)
- What didn't change
- EGR cooler cooler carries over unchanged (revisions were made in 2nd gen)
- New turbo still maintains all of the exhaust braking functionality as previous turbo
- Entire engine upgrade package was weight neutral... no change in weight, despite 25 more HP and 115 more ft lbs of TQ
- Industry Diesel Oil Standard remains as the older CJ-4, not CK-4. Ford recommends using Ford's proprietary oil specification.
See more (powertrain only so far) information about the new 2020 Ford Super Duty here: https://www.ford-trucks.com/forums/1...different.html
grrrrr...you had to post this....bought a 2019 in March . Had I known a gen 3 motor was coming out , I would have waited.
Laughing Gas
Joined: Jan 2010
Posts: 817
Likes: 23
i would Enjoy the 19 and wait a year or two for the changes too tested.
Mountain Pass
Joined: Aug 2014
Posts: 248
Likes: 11
I agree with that statement. The 2020 will be a first production year run like the 2011 was. Hopefully without some of the same issues!
FTE Legend
Joined: Mar 2017
Posts: 31,976
Likes: 9,200
From: Western NY
And just think how far the 17+, especially your 19, has come from the 11 to 16s. You just bought the truck. Drive and enjoy it for awhile. I still like my gens look compared to the 17+. But I'd love to have that stock power level though.
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