changes to 2020 6.7 PSD
Posting Guru
Joined: Aug 2007
Posts: 1,902
Likes: 26
From: BA, OK
Here is a copy of post 21 from that thread Larry is talking about.
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
6.7L Power Stroke® Diesel 3rd Generation Engine Build Features and Facts
~
- 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
Thread Starter
|
Cargo Master
Joined: Feb 2005
Posts: 2,905
Likes: 187
Here is a copy of post 21 from that thread Larry is talking about.
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
6.7L Power Stroke® Diesel 3rd Generation Engine Build Features and Facts
~
- 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
Thread Starter
|
Cargo Master
Joined: Feb 2005
Posts: 2,905
Likes: 187
I use Optilube in mine and drain it regularly. There are still lots of horror stories here and all over the net about them failing and not just from water in the fuel. If Ford has a new and improved CP4 for the 2020 I would like to know about it and consider putting one on my '16
Post Fiend
Joined: Nov 2001
Posts: 6,748
Likes: 119
From: Tallassee, ALabama
You have to remember Forums and the Internet tend to magnify a problem. The same story or problem by a single individual might be repeated on multiple websites and in multiple forums on a single website.
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Cargo Master
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Hotshot
Joined: Oct 2006
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From: Texas
But don’t the lawyers want to start class action lawsuits over everything they can??? I think there sould be a class action lawsuit over too many class action lawsuit!!!! LOL
Post Fiend
Joined: Nov 2001
Posts: 6,748
Likes: 119
From: Tallassee, ALabama
Not sure it truly bullet proofs the fuel system but tries to circumvent parts of the fuel system to avoid metal in the various parts/injectors/etc and provide lubrication to the HPFP.
Posting Guru
Joined: Aug 2007
Posts: 1,902
Likes: 26
From: BA, OK
I have not seen any class action suits on the Ford HPFP but there is one on the GM CP4 in progress or attempting to start one.
Not sure it truly bullet proofs the fuel system but tries to circumvent parts of the fuel system to avoid metal in the various parts/injectors/etc and provide lubrication to the HPFP.
Not sure it truly bullet proofs the fuel system but tries to circumvent parts of the fuel system to avoid metal in the various parts/injectors/etc and provide lubrication to the HPFP.
https://dockets.justia.com/docket/ca...cv06967/334859
https://www.carcomplaints.com/news/2...-lawsuit.shtml
Edit: The one in Texas I am thinking of is the GM lawsuit which appears to include Ford.
https://www.hbsslaw.com/cases/ford-c...on-pump-defect
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