Someone speculated below about a new 8.1l - wow! That would be one heavy engine. My vote is for the 6.4l instead. I was glad to get away from the 7.3l. With the 6.0l, granted, it has some deficiencies over the 7.3l, but I don't have to worry about front tires cupping or having to shift into 4WD just to get out of wet grass when the bed is empty.

The other day I was at my local CAT dealer to pick up our planting tractor and heard them talking about a new 6.6l ACERT I6. What do you think will ever become of this engine for the light-duty (pick-up) truck market? They said the pick-up market was one of the sectors CAT thought it could sell this engine in to. Right now it is just a Tier III industrial engine.

 

The problem I see is weight! A simple comparison will show what I mean.

International makes this tough since the VT365 is the only engine that is listed by wet weight. Weight including 10.8 Qt of coolant (engine only) and 19 Qt of Oil is 1062 lb. The best estimate of Dry Weight I can come up with is 1000 lb.

International VT365 (6.0L Powerstroke) - 1000 lb Dry (Estimated)

Cummins ISB (5.9L-24V Common Rail) - 962 lb Dry.

CAT C6/C7 6.6L/7.2L - 1295 lb Dry

International DT466 (7.6L) - 1425 lb Dry

Cummins ISC (8.3L-24V Common Rail) - 1530 lb

Of the American engines available the lightest alternative is the 5.9L Cummins. Dodge has an exclusive contract. However there is a persistant rumor that the Cummins will be replaced by a Mercedes Benz Diesel. This would free up Cummins to sell to Ford.

The problem with the CAT (the next lightest) is that it will add 295 lb to the nose without even considering the fact it will likely hold additional amounts of coolant and oil. Im guessing at least a 325 lb gain. I dont think this is livable in trucks below 1.5 Tons. I also expect the hood would have to be extended.

BTW the two best engines on the above list are the DT466 and Cummins ISC in my opinion. I would dearly love to see a DT466 Option on the F-550 SuperDuty.