Can you get the new 6.0 with a manual tranny?

 

Yes!!

 

[updated:LAST EDITED ON 05-Jun-02 AT 07:49 AM (EST)]I just read a artical that said the new 6.0 is camless! 160 fewer parts then 7.3? no cam, push rods, valve springs, lifters, ect. There is 70% fewer emissions, and by 2007 all of International diesels will be camless and 90% cleaner burning,in fact thay said oderless

 

6.0 is not camless.....maybe in the future but not now.

 

>6.0 is not camless.....maybe in the future but not now.

I just check with Ford. As of yet no 6.0 to be had and doesn't know about the design.

here you can read the artical yourself, http://www.findarticles.com
when the site comes up type in navistar!!

From what I read 6.0 is going to be camless!!

I can't see redesigning the 6.0 twice in such a short amount of time.
stranger things had happen tho.
let me know what you pull from the artical!
over and out

 

The 6.0L will NOT be camless. It will be a 32-Valve with a variable-vane turbo. 325hp and 550 ft/lbs of torque.

The camless engine will not be available until at least 2006.

 

Gseeders- Here is a cut/paste of Fords OFFICIAL announcement of the new 6.0 Diesel.


FORD ANNOUNCES NEW 6.0-LITER POWER STROKE® DIESEL TRUCK ENGINE

DEARBORN, Mich., May 28, 2002 - Ford Motor Company today announced it will introduce an all-new 6.0-liter V-8 diesel engine and a heavy-duty 5-speed automatic transmission beginning in early 2003 for its F-Series Super Duty pickup and Ford Excursion sport-utility vehicle.

The new, more powerful, cleaner 6.0-liter Power Stroke® Diesel and new 5-speed TorqShift® automatic transmission will combine to make a best-in-class 325 horsepower at 3,300 rpm and 550 foot-pounds of torque at 2,000 rpm.

The new diesel will offer up to 10 percent better fuel economy and 20 percent lower emissions. The new diesel also has reduced noise levels and has improved speech intelligibility while driving by more than 20 percent.

"Truck customers are demanding more power, better NVH and increased fuel economy," said Dave Szczupak, vice president, Powertrain Operations, Ford Motor Company. "By combining best-in-class power, towing capability, fuel economy and more refinement, we are delivering the package our customers want."

Richard Fotsch, president of International Engine Group, an operating company of Navistar International Corporation and manufacturer of the new Power Stroke Diesel added: "This is a real step forward in diesel technology for our truck customers. We continue to improve performance while at the same time improving fuel economy and meeting clean-air goals."

6.0-Liter Power Stroke Diesel: 32-valve V-8 diesel
The new 6.0-liter Power Stroke V-8 engine is a direct injection, 32-valve diesel with an all-new cast-iron block and cylinder heads. The engine employs a single, block-mounted camshaft in a compact over-head valve (OHV) design, with hydraulic-valve lash adjustment. This proven configuration provides a low-friction and durable valvetrain system and is ideal for engines with a normal operating range of less than 4,000 rpm. This design provides maintenance-free longevity, quiet operation and optimized performance over the life of the engine.

First shown in concept form at the North American International Auto Show in January, as the engine powering Ford's Mighty F-350 Concept Truck, the new 6.0-liter Power Stroke Diesel incorporates a number of diesel engine innovations, including:

Electronic Variable Response Turbocharging (EVRT™): A system that helps ensure exceptional turbo boost over a wide range of engine revolutions for impressive grade climbing capability, high-altitude performance and towing capability. EVRT employs a set of vanes that automatically adjust to optimize the airflow within the turbo.

Tow-Haul Mode: The new powertrain features a "tow-haul mode" that, once activated, can help increase a driver's feeling of control when towing large loads up and down steep grades and automatically minimizes shifts and maximizes available torque. Upon descent, the tow-haul mode utilizes engine braking to help extend brake-life and improve driver control.

Hydraulic Rail Fuel Injection: Fuel injectors are actuated by a high-pressure hydraulic rail system that generates injection pressures up to 26,000 psi. The high-pressure fuel is quickly atomized as it is released into the combustion chamber, generating a clean and efficient combustion event.
Pilot Injection: By delivering small quantities of fuel into the combustion chamber prior to the main injection event, the combustion process is both smoother and quieter.

Exhaust-Gas Recirculation (EGR): Cooled exhaust gases are re-circulated back into the combustion chamber, lowering the burning temperature of the combustion event and, as a result, reducing oxides of nitrogen (NOx).

Ease of Maintenance: The oil filter is located on top of the engine, so it can be easily removed. An innovatively designed oil cartridge, similar in concept to a printer cartridge, keeps oil self-contained during a filter change and the engine free of dripping oil during routine maintenance.

Diesel market leadership
"The Power Stroke Diesel is the best-selling engine, gas or diesel, in this segment," said Tim Stoehr, Ford Division Super Duty marketing manager. "Two out of every three F-Series Super Duty trucks we build have a Power Stroke engine. Ford has been offering diesel engines since 1982 and has been the dominant player in the segment. We expect the new 6.0-liter will be very well received, not only by our own customers, but by competitive customers as well."

Ford's proven diesel powertrain - the current F-Series Super Duty 7.3-liter Power Stroke Diesel - also has been improved five times since its introduction in 1994. Beginning this January, Ford began offering a new best-in-class torque Power Stroke 525, which delivers 525 foot-pounds of torque at just 1,600 rpm on automatic transmission-equipped Super Duty models. The updated powertrain, which includes noise reductions, is rated at 250 horsepower. The 7.3-liter Power Stroke Diesel also is offered as an available engine in Ford E-Series cargo and passenger vans.

"These over-8,500 pound pickup truck customers use their trucks for a variety of purposes," said Charlie Freese, chief diesel engineer, Ford Motor Company. "Whether it is for commercial use or for towing horse trailers, boats or custom cars, we want our customers to have enough power and low-end torque to get the job done.

"The F-Series Super Duty with a Power Stroke Diesel is a well-proven combination: 98.9 percent of all trucks with Power Stroke Diesel engines built since 1994 are still on the road," Freese added.

Production
The new 6.0-liter Power Stroke Diesel will be built later this year at Navistar's Indianapolis Engine Plant for high-volume F-Series Super Duty trucks and at its new plant in Huntsville, Ala. for other applications. The 5-speed TorqShift automatic will be built at Ford's Sharonville (Ohio) Transmission Plant.

The new powertrain will be available on mid-2003 model year F-Series Super Duty and Excursion models.



FORD ANNOUNCES NEW TORQSHIFT 5-SPEED AUTOMATIC TRUCK TRANSMISSION

DEARBORN, Mich., May 28, 2002 - Ford Motor Company will introduce a new 5-speed automatic truck transmission called TorqShift® in early 2003.

The 5-speed TorqShift is a newly designed automatic transmission scheduled for production this fall at Ford's Sharonville (Ohio) Transmission Plant, near Cincinnati. The new automatic will be available on mid-2003 model year Ford F-Series Super Duty pickups and Ford Excursion SUV models equipped with Ford's new 6.0-liter Power Stroke Diesel® engine.

The new transmission and diesel engine were announced today by Dave Szczupak, Ford's vice president of Powertrain Operations.

"We are very happy to officially announce that Sharonville will build the new TorqShift automatic," Szczupak said. "This is a very important transmission for Ford Motor Company, for the Sharonville Transmission Plant and for our customers. Combined with our new Power Stroke Diesel engine, this is a powertrain combination that truck customers will love."

With a newly designed 5-speed gearbox and new control system to help provide smoother shifts, the new TorqShift features higher first- and second-gear ratios to launch a truck loaded with cargo more quickly and smoothly.

 

Thanks for the info!! I can't wait for the new camless tho! unless the article is totaly bogus.
many thanks for steering me stright

over and out

 

The information on the camless engine is NOT bogus but the technology has not been perfected yet. They are working on it and when they get it to the point where it is useable over the life of the engine they will introduce it to the public. It will be as revolutionary as electronic fuel injection and electronic ignition for our gassers. They'll be able to vary the valve opening, duration and closing events for the purpose of widening the power band, etc.

 

The technology is there. Aprilia is using it in its 990cc three cylinder Grand Prix motorcycle. Small and high reving. Just a matter of making it last a lifetime in a diesel application.

 

Hey all,

I need some advice...

I'm going to be purchasing a 2002 or 2003 f250 PSD. Should I wait for the new engine or go ahead and buy a 2002? I've heard that the 6.0 is much better technology, but the current PS is tried and true.

Any thoughts?

Bud

 

"but the current PS is tried and true"

Always seemed like good advice...unless you're racing and need an edge.

 

I guess i'm also wondering if the 2003 with the 6.0 will be less expensive than the current 7.3 Liter. I've heard that the costs will be much less in producing this new engine. Also, How easy and cost effective is it to hop the 7.3 up a few horsies and ft-lbs? Do the chip programmers really deliver 80 hp and 150+ ft-lbs to the rear wheels? Is the new engine supposed to be much quieter and get better mileage.. How about weight?

Also, what are the maintenance requirements of a diesel? Service intervals, etc. This will be my first diesel.

Many questions.. I know.. I just want to be informed because I plan on keeping this truck for 20+ years.

thanks

Bud

 

If it is indeed cheaper to build, don't expect anybody to pass that savings on to the consumer.
I've heard that the 7.3L engine weighs #1010 and the 6.0L weighs #980 but I havent been able to verify this. It doesn't look like there is much of a weight savings by just looking at it.

 

20+ years? Cool.

Ok, I needed something bigger than a van, and I can't sleep in a pick up and they cost way too much money. So, I've got this huge shuttle bus.

Now has a Super Chips Micro Tuner. Gain? Oh yeah! I didn't even have to drive it; you could hear it, Even just touching the throttle off idle you could tell it rips.

My thing is just huge, but with this diesel it is actually fun. And I am a motorcycle road racer so I have pretty high standards.

I have used gas engined vans for quite some time. The diesel power is worth the price of admission alone. However, the economy of it is really refreshing too. In some ways, I enjoy going to the pump and laughing at all the gassers.

I haven't had it long enough to say much about maintenance. However, a turbo charged anything requires a bit more patience (I had a Merkur XR4ti - really enjoyed that car). Let it warm up and cool it down, if you want it to last. Just need to be patient.