Bigg Boy Auto is a full-service preventive maintenance and diesel repair center. We perform high quality, guaranteed service you can trust at a fair price. We repair Ford 6.0, 7.3, 6.4 & 6.7 engines. We do everything from front to rear on your Ford truck including 6.0 head gasket, injectors, bullet proof kits, head studs, A/C service and Brakes.
Power Stroke is a line of diesel engines found in Ford Diesel trucks, Ford Excursion SUVs, Ford Econoline vans, and Ford LCF commercial vehicles. The V8 engines were produced by Navistar International Corp. until 2010 when Ford decided to build their diesel engine completely in-house. The Power Stroke engines compete primarily in the United States full-size pickup truck market with the Duramax V8 from General Motors/Isuzu and the B series straight 6 from Cummins.
Common problems associated with the Power Stroke engine.
- HPOS (High Pressure Oil System)
- The EGR (Exhaust Gas Recirculation) Cooler.
- Oil Cooler.
- EGR Valve.
- FICM (Fuel Injection Control Module)
- Fuel Injectors.
- Cylinder Heads.
- Poor Fuel Economy.
- Fuel Dilution of the Engine Oil.
- Cylinder Washing.
- Leaking Radiator.
- Fuel-Water Separator Issues.
- DPF Clogging.
- Wire Chafing at High Pressure Fuel Pump (HPFP)
- Cracked Exhaust Up-pipe Expansion Joints.
The 7.3L Power Stroke diesel was made available for 1995 models in Ford Econoline vans, the SUV Ford Excursion and Ford heavy duty pickups. It effectively replaced the 7.3 IDI with which it shared nothing other than displacement size.
The Power Stroke is an electronically controlled, direct injection engine with a 4.11 in (104 mm) bore and 4.18 in (106 mm) stroke creating a displacement of 444 cu in (7.3 L). It has a 17.5:1 compression ratio, and has a dry weight of approximately 920 lb (420 kg). This engine produced up to 250 hp (190 kW) and 505 lb·ft (685 N·m) of torque in automatic-transmission trucks during the last years of production, and 275 hp (205 kW) and 525 lb·ft (712 N·m) of torque in manual-transmission trucks. The oil capacity is 15 quarts (17.03 liters). The oil pan holds 12 quarts (14.20 liters) while the top end holds an additional 3 quarts (2.84 liters).
The 1995 to 1996/97 DI Power stroke had “single shot” HEUI (hydraulically actuated electronic unit injection) fuel injectors and ran a high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors. This generation of Powerstroke utilized a HPOP with a 15° swash plate angle. 1995-1997 trucks used a cam driven fuel pump, whereas the 1999-2003 trucks used a frame rail mounted electric fuel pump. The California trucks in 1996 and 1997 had split shot fuel injectors; other trucks didn’t get split shot injectors until 1999. Single shot injectors only inject one charge of fuel per cycle, whereas the split shot injector releases a preliminary light load before the main charge to initiate combustion in a more damped manner. This controlled injection helps reduce the sharp combustion ‘knock’.
It utilizes a single turbocharger with a turbine housing size of 1.15 A/R. In 1999, an air-to-air intercooler was added to cool the charged air from the turbo for increased air density. The cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGT). Eventually, the turbine housing was changed to a .84 A/R housing and a wastegate was added. With larger injectors, the HPOP output was increased by utilizing a 17° swash plate angle to meet the requirements of the new, higher flowing injectors.
The 7.3 L DI Power Stroke was in production until the second quarter of model year 2003 when it was replaced by the 6.0L because of its inability to meet newer emission requirements. Due to its popularity, nearly 2 million 7.3s were produced from International’s Indianapolis plant.
The 7.3 L DI Power Stroke engine is commonly referred to as one of the best engines that International produced.
The 7.3 L (444 CID) Power Stroke was replaced by the 6.0 L (365 CID) beginning in the second quarter of the 2003 model year. The 6.0L Power Stroke was used in Ford Super Duty trucks until the 2007 model year but lasted until 2009 in the Ford Econoline vans (Model year 2010). The engine has a 3.74 in (95 mm) bore and 4.13 in (105 mm) stroke creating a displacement of 365 cu in (6.0 L) or 5954 cc. It utilizes a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb·ft (773 N·m) torque with an 18:1 compression ratio, with fuel cutoff at 4200 rpm. Many of the 6.0 L PowerStroke engines experienced problems, and it is speculated to have cost Ford millions of dollars in warranty repairs and buy backs. They led to many recalls and the repurchase of at least 500 trucks, particularly in the first year.
- Fuel Injection system: Split Shot HEUI (Hydraulic Electronic Unit Injectors)
- Valve Train: OHV 4-valves per cylinder, 32 valves total (16 intake valves, 16 exhaust valves).
- Turbo configuration: Single Variable Vane Geometry (VGT)
A major problem with the 6.0L was the torque-to-yield head bolts, which in an overboost condition would lead to a blown head gasket, and eventually a cracked cylinder head. The 7.3L and 6.7L Power Stroke engines both have 6 head bolts per cylinder (the 6.9L and 7.3L International Harvester IDI engines had 5 head bolts per cylinder). By contrast, the 6.0L only has 4 head bolts per cylinder.
Electrical & Fuel
Numerous PCM recalibrations, fuel injector stiction along with several other driveability and QC problems have plagued the 6.0 as well. The FICM (Fuel Injection Control Module) has been a problem, where low voltage in the vehicle’s electrical system due to failing batteries or a low-output alternator can cause damage to the FICM. In addition, the placement of the FICM on top of the engine subjects it to varying extreme temperatures and vibration causing solder joints and components to fail; mostly in the power supply itself. The FICM multiplies the voltage in the fuel injector circuit from 12 to 48-50 volts to fire the injectors. Low voltage can eventually cause damage to the fuel injectors.
The 6.4L Power Stroke was introduced for the 2008 model year. Strict emissions regulations and the overall questionable reliability of the 6.0L were the primary factors that presented a need for a new clean slate engine. Quieter and cleaner than its predecessors, the 6.4L Power Stroke was the first engine introduced to the light truck market that utilized dual turbochargers from the factory. This was the first Power Stroke to use a diesel particulate filter (DPF) in order to nearly eliminate particulate emissions (soot). The new DPS and active regeneration system greatly hindered the engine’s fuel economy capability, though the engine proved to be comparatively strong and reliable. The engine was ultimately retired after the 2010 model year, as Ford replaced the engine with its own in-house built 6.7L Power Stroke for 2011 and on.
The engine has a 3.87 in (98 mm) bore and 4.13 in (105 mm) stroke, resulting in a total calculated displacement of 387 cu in (6.3 L) or (6333 cc). Despite having to meet emission regulations, the new engine was able to increase horsepower and torque ratings to 350 hp (261 kW) and torque to 650 lb·ft (881 N·m) at the flywheel. Horsepower and torque are achieved at 3,000 rpm and 2,000 rpm respectively. It also features a compound VGT turbo system. Air enters the low-pressure turbo (the smaller of the two) and is fed into the high-pressure turbo (the larger of the two), then directed into the engine or intercooler. This system is designed to result in reduced turbo “lag” when accelerating from a stop. The series-turbo system is set up to provide a better throttle response while in motion to give a power flow more like a Naturally aspirated engine. The 6.4 liter also has a Diesel Particulate Filter (DPF) and dual EGR coolers which are capable of reducing exhaust gas temps by up to 1000 degrees before they reach the EGR valve and mix with the intake charge. The Diesel Particulate Filter traps soot and particulates from the exhaust and virtually eliminates the black smoke that most diesel engines expel upon acceleration. The engine computer is programmed to periodically inject extra fuel in the exhaust stroke of the engine (known as a “regeneration” in F-Series) to burn off soot that accumulates in the DPF. This engine must run on Ultra Low Sulfur Diesel (ULSD) fuel which has no more than 15 ppm sulfur content; using regular diesel fuel will result in emission equipment malfunctions and violate manufacturer warranties.
The 6.4L has had one recall (Safety product recall 07S49 was released on March 23, 2007) that addresses the potential for flames to come from the tailpipe of the truck. This problem arises from the DPF which is part of the diesel after-treatment system. A PCM recalibration has been released to eliminate the possibility of excessive exhaust temperatures combined with certain rare conditions resulting from what is becoming known as a “Thermal Event”.
- Fuel Injection System: High Pressure, Commonrail
- Valve Train: OHV 4-valve
- Compound VGT Turbo
- Diesel particulate filter
- Advanced multi-shot Piezoelectric fuel injection control
The 6.7 L is the first medium-duty diesel designed and built by Ford. It was designed in conjunction with AVL of Austria. During design, Ford engineers codenamed this engine “Scorpion” due to the exhaust manifold and turbo being mounted in the engine’s “valley”. It includes a compacted graphite iron (CGI) block for greater strength while reducing weight, reverse flow aluminum cylinder heads (the exhaust ports are located in the lifter valley) with dual water jackets, six head bolts per cylinder, and 29,000 psi (1,999 bar) high-pressure common rail Bosch fuel system. The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors spraying fuel into the piston bowl. This engine also supports B20 biodiesel, allowing greener fueling options of up to 20 percent biodiesel and 80 percent petroleum diesel. Garrett’s single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on a single shaft. It combines the benefits of a small turbocharger (faster response) and a large turbocharger (ability to compress and force more air into the engine for more power) in one unit. The connecting rods are made by MAHLE.
Emissions controls include exhaust gas recirculation, Denoxtronic based Selective Catalytic Reduction (SCR) solution from Bosch, and a Diesel Particulate Filter (DPF). Output was originally 390 hp (291 kW) and 735 lb·ft (997 N·m). but shortly after production started, Ford announced that they have made an update to the new 6.7L diesel. The new engine control software makes the engine capable of 400 hp (298 kW) @ 2800 rpm and 800 lb·ft (1,085 N·m) @ 1600 rpm while achieving better fuel economy and without any physical changes to the engine. All 6.7L engines already shipped to dealerships or purchased by customers can be upgraded to Fords new specifications with a free software update available at Ford dealerships. 2015 engines are rated at 440 horsepower (330 kW) and 860 lb·ft (1,166 N·m). Ford claims the bump in horsepower is from a new turbo, new injector nozzles and exhaust improvements. 2017 engines saw yet another increase in torque while horsepower remained unchanged. The new engine produces 440hp at 2800RPM and 925lb-ft at 1800RPM.
- Diesel particulate filter
- Valve Train: OHV 4-valve
- Turbo configuration: ‘GT32 SST (Single Sequential Turbocharger)’ –single 64mm turbine and dual-sided compressor
- Fuel Injection System: High-pressure common-rail, Bosch CP4 injection pump, piezo electric injectors.
- Turbo configuration: ‘GT37’ –single 72.5mm turbine and 88mm compressor
- Fuel System: High-pressure common-rail, Bosch CP4.2 injection pump, piezo electric injectors
- Engine: Power Stroke V-8
- Displacement: 6.7L
- Bore and Stroke: 3.90 x 4.25 inches
- Cylinders: 90-degree V-8
- Block: Compacted graphite iron
- Heads: Aluminum (reverse flow)
- Pistons: Forged-aluminum
- Valvetrain: OHV,four valves per cylinder
- Horsepower: 440 at 2,800 rpm
- Torque: 860 lb-ft at 1,600 rpm
- Emissions Equipment: EGR, DPF, SCR
- Engine Dry Weight: 970 pounds