Welcome aboard Adam. Since the big release is right around the corner, can you give us any hints of what comes next (job 2)? Any ideas in the pipeline you can share? Any possibility of offering the motor with different HP ratings? Maybe a de-tuned version that might get better MPG's for fleet customers?

Will there be / is there any difference in the urea additives? Any benefit to one brand over another?

 

This guy just doesn't realize what he is in for here. Glad to have a True Blue member here to shed share some insight into the new products.

Pass along to the structures guys if they have ever addressed the way water runs off the roof right onto the door switches when the windows are down.

 

Just wondering what happened.. I read a lot of questions but no answers? did scorp.v8 leave? or is he answering some where else???? No disresect intended but what happened.????

 

how about showing some love for those that stick by ford and telling us some secrets to the 6.0 i put close to 6000.00 this yr about 1800 of that was just to diag why should we believe that after 2 first yr gen engines that ford has solved a problem that they deny is there to begin with not trying to be a poopoo buttttt!!!!!!!!!!!!!!!

 

I'd like to hear some thoughts about the underlying design philosophy for the new Power Stroke.

Why does the exhaust come out the top?

What features were designed in for durability, ease of maintenance and economy?

Why is this engine going to be better than the Duramax or Cummins (aside from it comes in a better looking wrapper)?

Can we also discuss the new gas engine? What have you done there that will make me run down and trade in my '07 5.4L ?

 

bet he has printed a bunch of these to sit down with his team to decide what he can answer and do it accurately.

 

all good questions. we should stick to this "style" of questions. maybe he can copy and paste the questions along with his answers, it would be easier to follow...or invite him over to the never ending gas vs diesel or auto vs. manual threads. i'm looking foward to his replys.

 

Great questions. It's clear everyone has a deep appreciation for their trucks and is passionate. Seeing as I'm a lonely gearhead and have spent the bulk of my life with powertrains, I'm going to focus my time there (but will poke on my truck buddies to get some of your other questions answered). I'm going to try and get in everyday for the next week or so, but with 3 active kids and work demands, not sure I'll be able to respond to everything. I liked the idea of repeating the questions, so here are a couple I'll start with and add more as we go on...

I'd like to hear some thoughts about the underlying design philosophy for the new Power Stroke.
We wanted to set the new standard for diesel engines in this segment and build upon our already strong product, the 2011 Superduty is all about reliability and capability. Reliability, meaning the engine is the most durable and easiest to maintain. Capable, meaning the best tow ratings (torque/hp) and most fuel efficient. My team and I benchmarked all the competitive engines, including European engines in commercial truck and passenger cars to make sure we understood our opportunities. We set aggressive targets from there and designed in features and technology that delivered on those expectations.

Why does the exhaust come out the top?
In additon to the items I mentioned above, we wanted to surprise and delight the customer, so we made sure the truck felt very responsive and was quite... the in-board exhaust (exhaust out the top of the valley)helped with both. The overall exhaust system volume in this configuration is 1/2 of our competitors, leading to very quick throttle response (less air to move) and very quiet (less radiated surfaces to make noise).

What features were designed in for durability, ease of maintenance and economy?
Durability was a key point for us, we know the truck if your life-line, so we paid special attention to make sure were robust in every aspect. Key design features to take note: 6 heads bolt to improve overall cylinder head sealing, dual water jackets in the cylinder head to improve cooling, individual rocker arms and push rods in the valvetrain to ensure robust valve timing, EGR valve mounted AFTER the cooler to avoid coking/sticking, etc...
Ease of maintenance was also up there, you can service every part of the motor without having to remove the cab! Not only that, if you do need to service it (which by the way, I hope you never have to do), we have made it much easier. As an example, the Turbo repair has been reduced by almost 5 hours versus today.
Fuel economy... weve heard you load and clear on this one. I can't give you exact figure yet, but we will be class leading here. Our new combustion system is cleaner and more efficient, leading to less regen cycles (meaning better fuel) and a better in-cylinder burn (meaning lower emission and better fuel efficiency).

Why is this engine going to be better than the Duramax or Cummins (aside from it comes in a better looking wrapper)?
Thanks for the comment, we took pride in not only making sure we designed the package for function and maintanence, but it's also pleasing to the eye. As I mentioned earlier, we spent a lot of time benchmarking GM, Cummins, the Europeans and set ourselves very aggressive targets to set the new standard in the industry. The proof is in the final product, and I cant wait for more material to get out there after the press drive in March, but the next generation Powerstroke and our 2011 truck is the most refined and confidence inspiring truck EVER.

 

ScorpV8,

Great responses to some fantastic questions, thank you sir.

When the 6.2L and the 6.7L were developed, were they tested with the older five (5) speed transmission as well as the new six (6) speed?

Additionally, how much of a benefit will the operator recieve from the six speed transmission?

Thanks,

Tim

 

His answer was kind of cryptic if you don't understand how a turbo diesel works. The short answer is to reduce turbo lag. Exhaust gasses coming out of the engine is what spins the turbocharger, by moving the exhaust port to what used to be the intake manifold, the exhaust gasses come out of the motor directly below where the turbo sits. That instantaneous shot of exhaust means the turbo spools quicker.

This is really something that should have been done as soon as the started putting turbos on diesels because it makes sense. Ford had to design an engine from the ground up, so they were free to incorporate these types of ideas. International (the old powerstroke) has just been improving (or trying to) and redesigning based upon previous motors.

 

Good point Chris; after reading the idea it makes one wonder why no one did it sooner.. I would say Ford is on the right track with this new motor...

 

Because every single one of them has been involved in moving to the next generation of motor, which of course started before the common turbos of today. Ford had to start at the beginning and luckily had someone there that did something because it worked well, not because that's the way it's always been done.

If the class leading MPG's become a reality, I'd suspect market share to jump almost as much as it did with the intro of the "Powerstroke". And of course if that happens, look for others (the other V-8 manufacturer) to re-design their motor trying to catch up (again).

 

Agreed. When I first read about the exhaust port layout, it was one of those "smack your forehead", wondering why no one had done it before. I didn't even consider the NVH reduction benefit.

 

all i think anyone really cares about, is after 100,000 miles what will we have to do to keep it running good. do they think they have the other 2 beat i for one want to see more real testing and some honest answers every engine has a flaw lets hear about that so we know what we are getting into it would be a nice change!!!!!!

 

I'm not sure that is a fair question. It assumes that the engineers at Ford know an engine is a bad design and release it anyway. That isn't the case.

Has Ford ever dropped a real bad engine on the public? The 6.0L PSD was an IH product, not Ford. Ford never released anything like the Chevrolet Vega engine or the 350 CID Oldsmobile diesel engine.

The worse design flaw I can think of (aside from very early flathead V-8 engines) was the FE engine as used in trucks (360/390 CID) which tended to need valve jobs more often than comparable GM and Mopar gasoline engines.