• Aug 31st 2009 at 12:01AM
  • 26
2011 Ford "Scorpion" Power-Stroke 6.7-liter diesel V8 - click above for high-res image gallery

Ford's ongoing issues with its long-time heavy duty diesel engine supplier, Navistar, will soon be coming to an end. The 2011 edition of the Ford Super Duty pickups will get an all-new, in-house designed diesel V8 code-named Scorpion. So, now, if Ford has any durability issues with its big diesels it will have no one to blame but itself.

Officially the Scorpion retains the Power Stroke badge, but that and eight cylinders in a V-configuration are all that are carried over. The Scorpion engine picks up a variety of technologies that have been appearing on other recent engines both gas and diesel fueled, as well as adding a few new tricks, particularly the turbocharger. The biggest change for the architecture is the move to an inside-out layout. Since the early days of the V-engine configuration, most examples have had the intake system mounted in the valley between the banks with the exhaust on the outside. Like BMW's new turbocharged gas V8 and GM's currently-on-the-shelf Duramax 4500, the Scorpion switches this around. Read on after the jump to learn more.


[Source: Ford]

A turbocharger uses the engine's exhaust gases to spin up a turbine which in turn drives a compressor that pushes more air into the engine thus making more power. The beauty of the system is that it consumes very little energy under light load conditions and allows smaller engine displacements for improved efficiency most of the time. When extra power is needed, the turbo helps expand the engine's operating range on-demand. Therein lies the rub, in the on-demand part.



Turbos, of course, are not immune to physics and most people have heard of turbo-lag. That's the time delta between when the driver pushes the accelerator and all that "on-demand" power actually becomes available. There are two main causes of lag. One is the time it takes for the exhaust gases to actually get from the cylinder to the turbocharger and apply pressure to the turbine. Over the years, engine designers have attempted to address this by moving the turbo physically closer to the exhaust ports. This is problematic on a V engine with two sets of exhaust ports because the exhaust has to be plumbed around the engine to the turbo. One solution is to mount two turbos, one on each cylinder bank with very short exhaust manifolds. This however, adds cost, weight and complexity.

The alternative is the inside-out layout. By essentially reversing the flow direction through the cylinder heads with the exhaust exiting in the valley, extremely short manifolds can be used to feed a single turbo mounted on top of the engine. In this way, the turbo spins up much more quickly, delivering compressed air to the intake runners which wrap around the ends of the cylinder heads to the outboard-mounted intake ports.

The other source of lag is the turbo itself. Any device that rotates at speeds up to 100,000 rpm will be subject to the limits of inertia. The larger the rotating mass, the more energy it takes to spin it up to speed. The radius of the mass also impacts the inertia. The previously mentioned, sequential turbo systems combat this by using a smaller turbo for light load, low speed conditions. As the exhaust flow energy increases it is diverted to a larger turbo with more capacity. Another solution has been to use a variable vane turbo where adjustable venturis in the inlet tract are used to increase the velocity of the exhaust stream. This helps to spin up the turbo faster.



The Scorpion features a brand new turbocharger design from Honeywell that we will likely see in many more applications in the coming years. It combines the principle of the sequential turbo approach with the variable vane system. However, instead of two separate turbochargers, two smaller diameter are mounted in one housing on a common shaft. The smaller diameter reduces the rotational inertia of the system while still allowing for sufficient flow capacity at higher speeds. It also eliminates the extra plumbing complexity of a dual turbo setup.

Besides performance, the new architecture affords a number of other benefits. The turbo plumbing on the current Navistar-supplied PowerStroke engine means that the cab has to be removed from the frame to access the turbocharger. With the turbo now sitting directly on top of the engine that is no longer an issue and assorted other components are also now more accessible.

Beyond the new turbo technology and layout, most of the rest of the engine is becoming increasingly common place. In order to meet the latest emissions standards, the Scorpion features many of the same technologies found on the latest light duty diesels. The Bosch common rail fuel injection system operates at 30,000 psi and the piezo-electric injectors can provide up to five pulses per power cycle. The multiple fuel pulses spread the power delivery and reduce the combustion temperature. The effect is that the engine runs cleaner, producing less soot and NOx, while using less fuel and producing more power at the same time.

However, the engine still needs extra help down stream. The after-treatment system kicks off with the usual oxidation catalyst which eliminates unburned hydrocarbons and also increases the exhaust temperature. The increased temperature helps improve the efficiency of the selective catalytic reduction system. The SCR is the increasingly-common urea injection. A solution of 2/3 water and 1/3 urea is injected into the exhaust stream where the urea decomposes into ammonia which reacts in a second catalyst to turn NOx into nitrogen and water. Finally the exhaust passes through a particulate filter to trap most of the remaining soot.

Finally, Ford has sought to reduce the mass and improve the durability of the new diesel. Ford and Peugeot were the first automakers to use compacted graphite iron for diesel engine blocks for their jointly-designed 2.7-liter V6 that debuted back in 2003. Since then, Audi has also used the material for some of its diesels including the V12 used in the R10 TDI race car. The CGI block has double the strength of typical gray iron and better fatigue resistance. This allows Ford to make the block lighter with thinner walls without sacrificing durability. Ford claims the engines have been run continuously on the dynamometer for the equivalent of 250,000 miles without problems.



The aluminum cylinder heads have dual water jackets to ensure they stay cool enough to withstand 2,600 psi combustion pressures. Also aiding the weight reduction measures is the use of a push-rod valve-train. In spite of the cam in block layout, the Scorpion still has four valves per cylinder as we saw in a Ford patent filing several months ago.

So far, Ford isn't releasing much in the way of specifications for either power or efficiency of the new engine other than to say that it is both more powerful and more efficient than the engine it replaces. It will be debuting on the refreshed 2011 Super Duty pickups that we will learn more about soon.

There is one last little tidbit that fleet users will be happy to learn about. Like the 2010 version of GM's 6.6-liter Duramax, the 6.7-liter Power Stroke will be fully compatible with B20 biodiesel blends, addressing one of the issues some current Power Stroke operators have had. Because the current engine injects some fuel into the exhaust stream for particulate filter regeneration, the use of B20 has caused damage to some engines. This will no longer be true for the new engine.


PRESS RELEASE:

All-new Ford-engineered, Ford-tested, Ford-built diesel maximizes 2011 Super Duty's productivity

* An all-new 6.7-liter Power Stroke® V-8 turbocharged diesel engine – debuting in the
2011 Ford F-Series Super Duty® – will deliver significant improvement in torque, horsepower and fuel economy, enhancing productivity and further strengthening its
position as the class leader for towing and payload
* Extensive durability testing put the new Power Stroke diesel engine through the equivalent
of 250,000 miles

* Industry-first single-sequential turbocharger with double-sided compressor wheel delivers fast throttle response along with the volume of air boost needed for maximum power; new engine also is biodiesel compatible up to B20



dearborn, Mich., Aug. 31, 2009 – A new era in Ford diesel technology arrives with the Ford-engineered, Ford-tested and Ford-manufactured 6.7-liter Power Stroke V-8 turbocharged diesel engine.

Debuting in the next-generation F-Series Super Duty truck, the new diesel engine will deliver significant improvements in torque, horsepower and fuel economy while adding more fueling flexibility and easily meeting stringent new emissions requirements.

The new diesel 6.7-liter engine also shares the Super Duty's legendary reliability and durability while delivering best-in-class towing and payload.

"This all-new diesel engine has been so extensively tested both in the lab and in the real world that we're confident we're giving our customers the most reliable and productive powertrain available today," said Derrick Kuzak, group vice president of Global Product Development. "Our Super Duty customers demand reliability and durability in their trucks so they can deliver the best results for their business and their customers. That's exactly what this engine delivers."

The diesel engine team made improvements and changes throughout the engine architecture to deliver on aggressive horsepower, torque, emissions and fuel economy targets. The 6.7-liter Power Stroke uses an "inboard exhaust" architecture, an automotive-industry first for a modern production diesel engine. It combines the best of proven technology with new, patented approaches backed by an extensive laboratory and real-world testing regimen to assure customer satisfaction.

Benefits of the new 6.7-liter Power Stroke V-8 turbocharged diesel engine include:

o First use of a compacted graphite iron (CGI) engine block in a Super Duty-class vehicle in North America; stronger than regular gray cast iron, Ford has successfully used CGI in engine blocks in products around the world. The block structure was optimized for reduced weight and maximum strength to meet the demands of higher torque and horsepower
o Unique inboard exhaust and outboard intake architecture, an automotive-industry first for a modern production diesel engine, reduces overall exhaust system volume, which leads to better throttle response for the customer; additionally, reduced exhaust system surface area minimizes heat transfer to the engine compartment and improves NVH (noise, vibration, harshness)
o The new engine architecture enables easier service work for all major engine components, potentially reducing down time. On turbocharger service, for example, the body/cab no longer has to be removed from the frame to access the turbo; also, the high-pressure fuel pump, EGR (exhaust gas recirculation) components and thermostats are directly accessible from the front of the vehicle
o Honeywell's single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on a single shaft. The unit is uniquely center-mounted on a pedestal low in the back of the valley for improved NVH. This turbocharger design allows the single unit to deliver the benefits of a twin-turbocharger system in a smaller, more efficient package, combining 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
o The high-pressure Bosch fuel system injects fuel at up to 30,000 psi. The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors to spray fuel into the piston bowl. The direct-injection system is calibrated and phased for optimum power, fuel efficiency and NVH
o Aluminum cylinder heads for reduced weight; the mid-deck construction with dual water jackets provides increased strength and optimal cooling; also, six head bolts, instead of four as found on other engines, help improve sealing and maintain cylinder integrity even with the higher firing pressures; overall the engine is about 160 pounds lighter
o Compatible up to B20 fuel, allowing greener fueling options of up to 20 percent biodiesel and 80 percent petroleum diesel

"Our Super Duty customers are no-nonsense, no-compromise individuals," said Barb Samardzich, vice president, Global Powertrain Engineering. "Those are the attributes our team took to heart when engineering this all-new diesel engine so we can deliver 'Built Ford Tough' capability, reliability and enhanced productivity."

Rugged block and proven components
The capability and reliability found in the new 6.7-liter diesel engine starts with the engine block. The new Power Stroke's block is made from compacted graphite iron (CGI), which is about twice as strong as regular gray cast iron. While this is the first use of a CGI block in North America in this class of vehicle, Ford has successfully used the material in engine blocks in other products around the world.

"Using a CGI block is the perfect solution for the new 6.7-liter Power Stroke," said Adam Gryglak, lead 6.7-liter diesel engineering manager. "It provides the strength necessary for the increased torque and horsepower produced by our new engine, and it also offers significant weight savings."

The diesel engine's deep-skirted block and main bearing caps are cross-bolted for additional stiffness and to aid NVH. The cylinder heads mirror the engine's attributes as a whole, with lighter weight combined with increased robustness: The cylinder heads are made of aluminum to save weight and, for improved sealing, feature six head bolts per cylinder versus the four head bolts found on other engines.

The cylinder heads, which feature dual water jackets, are capable of firing pressures approaching 2,600 psi. The tall water jacket works as a manifold, flowing high-velocity water for cooling and adding to the structural robustness in the head to handle the higher firing pressures. Crankshaft durability is improved through Ford's unique undercut and fillet roll treatment to relieve stress.

The valvetrain features patented dual hydraulic lash adjustors, which improves the performance and reliability of the valvetrain by using two pushrods per cylinder instead of the conventional single pushrod, with individual rocker arms. Other proven components round out the engine hardware, including fractured-split connecting rods and a fuel system capable of generating 30,000 psi to feed the common-rail direct-injection fuel system.

The oil pan, which bolts to the transmission, also acts as a structural member for improved powertrain stiffness and adds to Ford's legacy of virtually bulletproof lower-engine architecture.

'Built Ford Tough' testing protocol to ensure durability
The testing protocol developed for the 6.7-liter Power Stroke V-8 turbocharged diesel incorporates the most rigorous engine tests found in Ford globally to ensure 250,000-mile durability. Extensive CAD (computer-aided design) and CAE (computer-aided engineering) work was completed to identify any potential challenges before hardware was created, which not only is time efficient but also helps ensure quality at the outset. Further, a comprehensive examination of warranty and quality tools was used to determine the expected failure modes for every component and system.

Customer data, including driving styles, road types and vehicle usage (towing and payload), also played a key role in developing the testing program that best replicated Super Duty use.

Components were torture-tested in the laboratory with a regimen designed to exceed what even the harshest user might dish out. Engines literally ran continuously for hundreds of hours. Finally, a battery of in-vehicle, real-world tests validated the work done in the laboratories.

The strict testing work also ensured the new engine is B20 compatible, which allows customers an environmentally responsible fueling option of using blends up to 20 percent biodiesel
and 80 percent petroleum diesel. Durability cycles were run on multiple blends of diesel fuel to ensure the robustness of the system.


"These cross-functional tests give us the full spectrum of Super Duty customers – from those who run their trucks at maximum power with a maximum load for long periods to those who use them more in a start-stop mode," said Ed Waszczenko, lead engine durability engineer.

All-new design for all-new engine
One of the obvious visual differences in the new 6.7-liter Power Stroke V-8 turbocharged diesel engine is the layout of the pipes. The exhaust manifolds, for example, reside in the valley of the engine instead of outboard, while the intake is outboard of the engine. The cylinder heads are essentially flipped around in comparison with previous V-8 engine architectures.

This unique layout – an automotive-industry first for a modern production diesel engine – has several advantages. First, the overall exhaust system volume is reduced, meaning air can be fed to the single turbocharger quicker for faster spool up and reduced lag, resulting in improved throttle response for the customer. The improved packaging also places components that need to be in cooler air away from hot exhaust pipes, resulting in better thermal management and, by extension, better fuel economy.

"The physical size of the system is smaller, but more importantly, the air-handling part of the system is considerably smaller and that translates directly into the responsiveness of the engine," said Gryglak, noting that the volume of the exhaust system feeding the turbocharger is smaller by about 50 percent because of the inboard architecture.

Combining two turbochargers in one package
The single-sequential turbocharger – an industry first – is key to the new diesel engine's performance. The unit has two compressor wheels driven off one turbine impeller. This approach combines the benefits of a single inertia wheel – faster response without lag –
with the thrust of a larger turbocharger, with the ability to force more compressed air into the engine for more power.
The engine's smaller exhaust volume combined with a corresponding smaller intake volume and smaller turbocharger creates a system that is quicker to boost, more responsive and better able to deliver horsepower and torque, especially at the low end, when the customer demands it.

The turbocharger includes an advanced variable nozzle turbine, which enables variable vane pitch angles, driving optimal turbine power to achieve optimal boosting levels for all operating conditions. The single shaft ensures the transition is seamless. The unit – compact in dimensions – is uniquely center-mounted on a patented pedestal low in the back of the valley instead of hung off the block, which helps balance the system and aids NVH characteristics.

Combustion system clean and powerful
The combustion system is the heart of the new 6.7-liter Power Stroke V-8 turbocharged diesel engine and in many ways encapsulates the careful balancing act the Ford team achieved in terms
of power, fuel economy and reduced emissions. The key factor in the next round of federal emissions standards, which begin in 2010, is the reduction of oxides of nitrogen (NOx). To help reduce NOx, the new Power Stroke burns cleaner, thanks to an innovative way Ford developed to cool the exhaust gas recirculation (EGR) to efficiently recycle the combustion gases in the system.

Ford's system runs the engine with the least amount of oxygen possible in order to reduce NOx without degrading performance and fuel economy. Ford's solution runs the EGR through a two-step process utilizing separate cooling sources, something not typically seen. The end result is the EGR is brought into the intake at a lower temperature, which means more of it can be utilized, creating greater efficiency throughout the system.

A unique piston bowl design and the high-pressure fuel-injection equipment are huge enablers in achieving the balance of power and lower emissions. The system can deliver up to five injection events per cylinder per cycle, while eight holes in the injector spray fuel into the bowl.

The compressed-air ignition unique to diesels is aided by pilot fuel injections before the piston reaches the top, allowing the charge to heat up even hotter than what you get under normal compression.

"Then when the main injection occurs, we can mitigate NVH because we have a slower ignition process," said Gryglak. "When the fuel burns, it doesn't burn with a traditional pop or bang.
The direct-injection system is calibrated and phased for optimum power, fuel efficiency and NVH."

The new 6.7-liter Power Stroke V-8 turbocharged engine features instant-start glow plugs, allowing quick start even in extremely cold temperatures.

How the new Power Stroke meets new emissions standards
The new 6.7-liter Power Stroke V-8 turbocharged diesel will employ an aftertreatment system to help comply with 2010 federal regulations to reduce nitrogen-oxide levels in diesel emissions by more than 80 percent compared with the previous standard. The Ford aftertreatment system is a three-stage process; a key component is the use of Diesel Exhaust Fluid (DEF).

Injection of DEF to reduce NOx is a proven technology that's been used throughout the automotive industry. Unlike other solutions used to control NOx, the DEF system allows the diesel engine to run at its optimum range in terms of fuel mixture. Some systems require the engine to run richer – which can be harmful to diesel engines – in order to control the NOx.

Step One: Cleaning and Heating – The first step in cleaning the diesel exhaust occurs when the exhaust stream enters the Diesel Oxidation Catalyst (DOC). The role of the DOC is twofold. First, it converts and oxidizes hydrocarbons into water and carbon dioxide. This conversion happens at about 250 degrees Celsius.

Second, the DOC is used to provide and promote heat, using specific engine management strategies, into the exhaust system. Through appropriate thermal management, this heat increases the conversion efficiency of the downstream subsystem(s) in reducing emissions.

Step Two: Knocking Out the NOx – The next step in the process is what's known as Selective Catalytic Reduction (SCR). In this process, the NOx in the exhaust stream is converted into water and inert nitrogen, which is present in the atmosphere and harmless. Before the exhaust gas enters the SCR chamber, it is dosed with DEF, an aqueous solution that is approximately 67.5 percent water and 32.5 percent pure urea.

When heated, the DEF splits into ammonia and carbon dioxide. These molecules are atomized, and vaporized, then enter a mixer that resembles a corkscrew. This twist mixer evenly distributes the ammonia within the exhaust flow. The ammonia enters the SCR module, which contains a catalyzed substrate, and through chemical reactions combines and converts the NOx and ammonia into the harmless inert nitrogen and water. Dosing occurs between 200 and 500 degrees Celsius.

Step Three: Scrubbing Away the Soot – The final part of the cleansing system for the diesel exhaust gas involves the Diesel Particulate Filter (DPF). The DPF traps any remaining soot, which is then periodically burned away, known as regenerating, when sensors detect the trap is full. The regeneration process sees temperatures in excess of 600 degrees Celsius to burn away soot.

Quieter, more refined diesel sound for improved NVH
Customers of the 6.7-liter Power Stroke turbocharged diesel engine will notice a quieter, more refined sound. Improvements to the combustion system, structural integrity of the compacted graphite iron block and the single turbocharger mounted to the engine block account for many of the NVH improvements.

Specific design upgrades were made to both the piston and the piston bowl to optimize the combustion process, which features a two-stage combustion event instead of a single-injection event, causing harsh, sudden and loud combustion. Instead, a starter or pilot injection of fuel begins the compression process before the main injection.

The result is smoother combustion and a more refined sound for the customer. When at idle, two pilot injection events are used to make the firing process even smoother and aid in quietness. The "ticking" of the high-speed injectors also is masked by specially designed covers on the engine.

Mounting the turbocharger from the center housing directly to the block provided several advantages as well in terms of NVH.

"When turbochargers vibrate, it can lead to other parts of the vehicle vibrating," said Scott DeRaad, engine NVH engineer. "The exhaust system, for example, is directly attached to the turbocharger. So when the turbocharger vibrates a lot, the exhaust system vibrates too and that's disturbing to the customer. Bolting the turbocharger directly to the block eliminates that concern."

Using one turbocharger, instead of two operating in series or sequentially, helped solve some NVH challenges as well.

"Having one turbocharger eliminates the air-handling noises – the whooshes – as the engine switches from one turbo to the next turbo," DeRaad said. "Our turbocharger also has ball bearings that pilot the shaft in the turbo, which helps eliminate the potential for the shaft of the turbocharger to gyrate in its housing, which can create noise."

Other improvements include the addition of two resonators in the intake system as well as a third resonator near the air cleaner.

"We've been able to tune the diesel intake system to give us the sound we wanted," DeRaad said. "It's now a nice complement to the engine."

Just as the new 6.7-liter Power Stroke V-8 turbocharged diesel engine is the perfect complement to the 2011 Ford Super Duty, delivering both capability and reliability.

"Developing the new 6.7-liter Power Stroke V-8 turbocharged diesel engine was an awesome endeavor," Gryglak said. "After all the engineering and testing, we're confident this engine will ensure the new Super Duty continues its leadership in capability, reliability and productivity."




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    • 1 Second Ago
  • 26 Comments
      • 5 Years Ago
      Thanks for sharing this post. In their life span ford has built many pickup truck. In terms of performance its good. Ford are very reasonable.Ford are increasing their size of the truck. Fords headlights are also very diffrent. In terms of feature 6.7-liter Power Stroke V-8 diesel engine. Two options in petrol one is a 6.8 liter V10 and other is a 6.2 liter V8.The F-series now provide new interior, comfortable seating with heaters. For more details refer http://www.macktruck.org/2011-ford-f-series-super-duty.html
      • 6 Years Ago
      This is incremental progress for heavy duty commercial vehicles.. This diesel actually meets the US federal T2B5 2010 emissions levels unlike the Jettas that readers post about.

      Thank You for polluting the air as if you were driving 20 other cleaner cars, simultaneously. Why do you brag about being a major polluter with your older dirty Jettas?
      • 6 Years Ago
      I fail to see how this is great, green news.

      What would have been cool is if they reduced displacement, reduced fuel consumption and reduced power output as well.

      Instead, we get the same old bigger is better approach.
        • 6 Years Ago
        Wow, you got slammed. For ABG, I think you questions are valid. It promises to be quite a motor, but they didn't provide any real "green" information. It seems it only got posted here because it's diesel.
      • 6 Years Ago
      New tricks? Push rods? Oh the push rods are new as they did away with them in the old engine and now there back. What was old is new again just like there commercials.

      Yes they could have made this engine 50 years ago but gas was cheap so no need. Yes they need power for these vehicles but they are still not thinking out of the box at all which is what we need from huge corporations that are using up natural resources like no tommarow. Ford or other car manufacturers do not need to make a profit with the government as a partner. So spend the extra money and produce a powerful green power train not more of the same.
        • 5 Years Ago
        Ray no claim was made as to push rodes being new. If you acualy read the article all that was said was "Also aiding the weight reduction measures is the use of a push-rod valve-train." I see no claim that this is in any way some new found technolgy. Basicaly what I have gotten from you people is that you will complain about anything and everything just to hear or read your own thoughts. Well here is an idea for you YOU GET OFF YOUR FAT LAZZY ASSES AND COME UP WITH A BETTER WAY TO DO THINGS. It just pisses me off that people can sit here and bad mouth things as if they have a better way and then offer no real substantial help other then they should have designed this 50 years ago or why are they using this old technology still. So if you have a better way then do it or shut up. Also to all you Euro trash loving America bad mouthing self proclaimed enviro freaks if you love europe and the way they do things then move there and live the way of the european union. See if the rest of us care when you dont make it to the hopital on time in your euro trah van because it just didnt have what it took in an emergancey to get to where it needed to. O and eat my smoke thats rite I drive a big 7.3l and I blow black smoke at all you tree huggers and there isnt anything you can do about it.
        • 5 Years Ago
        What do you mean if it ever stays at $4/gal? It is only a matter of time. Did you know that when the ICE or diesel were in there infancy there were very few gas stations? It is that way for electrics now in there infancy. Soon there will be fast charge stations, soon there will be larger storage capacities in the way of batteries and ultra capacitors but these things will not come from the established auto makers as they are to busy advertising the status quo.

        Did you know 20 years ago GM built a car called the impact that would out accelerate a 5.0 Mustang to 40 mph? They spent a billion dollars in R&D and were not far from a break even point with the limited few they produced. They were scared it might catch on and realized they would loose to much profit in maintenance and repair and so scraped it. Then sold the most important part to the oil companies who in turn had been fighting the advancement of this car any way they could. You go ahead and support things as they are I will support the companies that are innovative beyond petroleum. Nissan has the Leaf, we will see if they are successful with it. Tesla is coming with the Model S. Soon there will be a P U with hauling capacity. The ICE infrastructure did not sprout up overnight nor will the EV infrastructure.

        In the interest of full disclosure, I own three V8's. One of them is a one ton work van. For 90% of my commuting when not working I own a EV. I have fully disclosed it and all it's problems so far on the web site below. Keep in mind that when the ICE was first invented they had to stop at horse troughs to cool there engines as the radiator had not been invented, in those days a EV could actually go further with out stopping.

        http://www.evalbum.com/1892
        • 5 Years Ago
        I am going to be laughing at you real hard when diesel hits $4/gal. You will have to decide weather you want to ride your bike or take the bus to watch that football game 20 miles away with your friends. You keep praising Ford for making a better mouse trap.

        There are big electric trucks that are coming out from small companies that will haul just as much as a diesel but Ford already has there infrastructure in place to make money off of people like you that are duped into perceived value.

        Biodiesel will not be produced until gas gets over 4/gal as it can not be manufactured cheaply enough to compete with out government subsidies. You fail to see the future and soon you will pay for it when the economy recovers and China and India drive the price up on your precious diesel. Mean while I will be going down the road for nearly free as I paid upfront to a new innovative company.

        "The valvetrain features patented dual hydraulic lash adjustors, which improves the performance and reliability of the valvetrain by using two pushrods per cylinder instead of the conventional single pushrod, with individual rocker arms. Other proven components round out the engine hardware, including fractured-split connecting rods and a fuel system capable of generating 30,000 psi to feed the common-rail direct-injection fuel system."

        What part of patented do you not call new?



        • 5 Years Ago
        If it makes you feel better laugh hard as hard as you want. I have plenty of options open to me if it ever stays 4 dollars a gallon. As for you buying into a new innovative company good for you I hope they don't fail talk about being duped. O and can you even name one of these so called "big electric trucks that are coming out from small companies that will haul just as much as a diesel” Cause I can and most of them can only go short distances before needing recharged and it isn’t like it would be as easy as pulling into a Texaco and zapping the battery. Sure they can carry a lot and they have no emissions but 90 miles at a time how long would it take you to travel from California to the east coast because I am sure I could go there and back by the time you got half way there. Ok so it cost me more money than you but I’ll make more in the long run going back and forth so until a truck that can haul and go the distance is available ill stick to my reliable truck. These trucks can’t do the job and if you think that you are failing at life. These trucks are far from cost effective at the moment for long distance driver like me. I would gladly welcome a new vehicle that can do everything that my truck can and for as far.
      • 6 Years Ago
      This will be interesting for one end user of the Ford diesel. Fire departments. The Ford F-series is the staple of every fire department for brush trucks to rescue trucks and beyond. It will be interesting to see how they deal with a new, unproven product.
        • 6 Years Ago
        ...This will be a better engine than the one it replaces... therefore if the Fire Dept. hasnt
        had any real problems with the current one... they will has even less problems with the new one.

        Also re: No green news, while no specifics, they did say it will be more efficient. You have to read the whole article.
        I have driven the 2006 F250 Turbo Diesel and it didnt seem to have problems with power, so I wish they had put it (Power vs. Efficiency) all towards efficiency.
      • 6 Years Ago
      To Nick: I cant listen to any more of the...europe is so much better...crap. The boundary conditions are different, distances are smaller, streets are not as wide and the gas is alot more expensive. A 2l diesel in an ambulance does work just fine - but not as long, thats a fact. Would an american customer accept that a truck engine reaches its end at...lets say 150k miles? Europeans would. Successful engines are designed for its specific purpose and boundery conditions of its defined market and this Scorpion is going to be a great success. By the way - I dont work for Ford and I dont drive one, but am european.
      • 6 Years Ago
      They make diesels for trucks but still nothing for cars...
        • 6 Years Ago
        How slow did you go?
        • 6 Years Ago
        I just drove my 2009 Jetta TDi to Chicago and averaged 52mpg on the highway.
        • 6 Years Ago
        No, I want to know.
        My brother's 2006 Jetta diesel [DSG] doesn't come close to that, unless he were to drive like 50mph.
      • 6 Years Ago
      bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . . bla . . . .




      "as well as adding a few new tricks, particularly the turbocharger."

      yeah... right....

      like the ancient principle of increasing the amount of fuel to burn each stroke.

      yawn . . . . . . .

      Turbocharging was already applied in serial production some, what.. almost FORTY YEARS ago ...


      Careful use of terms - like " new tricks " - would be commendable.

      'Turbocharged' fossil fuel burners are dinosaurs, and

      should be evaluated as such.

        • 6 Years Ago
        It's clear that you didn't actually read the article, but scanned it for items you could naively criticize.
      • 6 Years Ago
      what is this 'news' item doing here on a green site?
      and so long an article???
      have you been paid to bring this item?
      if not GET IT OUT OF HERE

      and breaking news!?!?!?!?!?

      is this fox news now???
      • 6 Years Ago
      Considering how "well informed" ABG readers claim to be, there are some rather naive comments on here. This engine is going into super duty trucks which are used by people who need to tow and haul heavy loads. These trucks also form the basis of many first responder and emergency vehicles, as such they accumulate hundreds of thousands sometimes millions of miles over their lifetime. The fact Ford is building a more efficient and cleaner engine in house is big news. Not every vehicle used can be a Prius or a Tesla. Do you folks have any idea how much an ambulance weighs for example? I suspect most folks will be more concerned about an ambulance arriving with all of the life saving equipment intact, than how much fuel it is burning along the way.
        • 6 Years Ago
        Throwback:

        You make it sound like this engine is only going to be used in ambulances and fire trucks, which is far from reality. In reality, >99% of these engines will be in civilian pick-up trucks used for showing off in the neighborhood, not even used for towing anything.

        And your claim that this engine will make ambulances "arriving with all of the life saving equipment intact", what the hell does that mean? An ambulance could do a fine job with a much smaller engine, as a matter of fact ambulances are not allowed to pass the speed limit and never have to accelerate like a sports car (for the safety of its occupants). In Europe, Ambulances are converted vans with 2-3L motors, and you know what? They work just fine.
        • 6 Years Ago
        Nick, these engines will be going into F250 and above trucks. Not sure where your 99% number comes from, but most heavy duty Ford trucks are bought by people/ businesses who need them. Sure, some are bought by people who just like to drive a diesel truck but most folks who by a super duty tow and haul heavy loads. This engine is going into ALL of Fords heavy duty trucks up to the F450 which is used for dump trucks and other heavy equipment use. Why build multiple diesel engines when one will do? The people and business that buy these trucks want a durable and reasonably fuel efficient truck. Now Ford has built an engine which is also cleaner, why is that a bad thing? My comment about the Ambulances was just to illustrate where the majority of these engines end up, in emergency vehicles. There is a reason why the Super Duty has been the top selling heavy duty truck for 20 odd years. No, I don't work for Ford or drive a SD.
        • 6 Years Ago
        @ Nick:

        With the diesel option on a pickup truck rising to $8000 - $10,000 because of all the extra emissions crap, more and more people who don't need a diesel aren't checking the box anymore.

        And most Americans wouldn't fit in a Eurovan once you fit all the equipment inside.
      • 6 Years Ago
      There are millions of full sized heavy duty trucks on the roads. Even though some people could do with a smaller vehicle, many actually use the trucks payload and towing capabilities. People in the construction and oilfield for example are not going to dowsize to little electric vehicles. SO, with such a large number of trucks on the road, a small increase in efficiency saves a LARGE amount of fuel. Same goes for semi trucks. If you dont think this article is GREEN enough for you just imagine these new engines doing the equivelent of replacing thousands of passenger cars with your beloved prius.
      • 6 Years Ago
      I agree with everyone here, this is a waste of time.... They should have made this engine, 20 years ago, only instead of the behemoth 6.7 litre; they should have gone with the 4.4 litre. In any case, it's OLD technology. Why are the car manufacturers still sucking up to the oil and gas companies? Why can't Ford or any other major manufacturer get off their own A$$ and make a fuel efficient light duty diesel or much better yet, a plug-in hybrid pickup truck?
      Let's see if Chrysler actually does something with the bailout bucks with respect to their rumored Dodge 1500 plug-in hybrid....
      If I had the time and the money, I'd build one in my garage....
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