• Sep 10th 2009 at 9:58AM
  • 21
2011 Ford "Scorpion" Power-Stroke 6.7-liter diesel V8 - Click above for high-res image gallery

As the official vehicle of the South, the Texas State Fair has become the prime venue for automakers to show off new pick-up trucks. In two weeks, Ford will use the fair to debut the 2011 Super-Duty range, which will receive the new 6.7-liter Power-Stroke (aka Scorpion) diesel V8. At a product briefing in Dearborn this week, Ford showed off the new engine and told us the updated big trucks would start production in the second quarter of 2010.

Ford also shared a few more details on the engine, but declined to reveal power and torque figures. However, we know a bit more about the new turbocharger, specifically the intake ducting feeding the turbo's inlets is designed to provide some passive flow control. Take a quick trip back to basic auto-shop class and you'll remember that the turbo has two smaller compressor wheels mounted back-to-back on a common shaft. At light load conditions, the shape of the inlet directs most of the flow to a single compressor. As the flow rate builds, it get redirected into the second compressor allowing more power to be produced. More after the jump.

[Source: Ford]

One of the most important technical features of the new engine, aside from the inboard exhaust architecture, is the common rail fuel injection system. This Bosch supplied system uses third generation piezo-electric injectors and operates with fuel pressures of 30,000 psi. It's high pressure and precise pulse control allow the system to perform up to five individual injection pulses per power cycle. At idle, the system uses three pulses, two pilots and one primary pulse.

After showing us a cut-away of the engine, we were taken out to a garage where a prototype truck equipped with the new engine was sitting at idle. As we approached the truck it was remarkably quiet with none of the clatter that we've become accustomed to from big, oil-burning trucks. We stood next to the truck talking in normal voices, something that's all but impossible with the current Navistar supplied engine.

To demonstrate just how effective the multi-pulse control strategy is at reducing noise, an engineer switched the engine over to a traditional single pulse control map. All of a sudden, the traditional diesel was back with all of its racket. After a couple of minutes, the engine was switched back to the new control scheme. An equally impressive part of the demonstration came when the hood of the truck was opened. Surprisingly, no acoustic insulation was mounted on the underside of the hood. What we were hearing was un-damped noise and production Super-Duty diesels won't carry any sound insulation under the hood.

The 6.7-liter Power-Stroke is the first Ford diesel certified to run on B20 biodiesel. It turns out the only special changes that Ford had to make for biodiesel compatibility were new seals and a fuel pressure switch. The pressure switch detects when there is excessive fuel line pressure that may be caused by contaminated fuel.

in late 2007 and early 2008, as fuel prices began to climb up to their summertime peaks, the sales of Super-Duty diesels fell off precipitously. We asked Ford if they expect the new engine to help that situation and learned some interesting things from the discussion. The fall in diesel truck sales was largely attributed to a reduction in individual sales where the majority of buyers opt for diesels. Among fleet buyers, who previously picked up around 30 percent of Super-Dutys, diesels accounted for about 30 percent of sales and that largely held steady. The low share of diesels was due to fleets typically opting for lower purchase cost and didn't require towing.

However, the non-fleet individual purchasers needed trucks for towing and the vast majority went diesel. These were the same people who dropped out of the market when fuel prices skyrocketed taking the share of sales from 70 percent to about 50 percent. Ford expects these sales to recover somewhat as the economy and vehicle sales increase in the coming years and expects the efficiency and improved output of the Scorpion to help.

I'm reporting this comment as:

Reported comments and users are reviewed by Autoblog staff 24 hours a day, seven days a week to determine whether they violate Community Guideline. Accounts are penalized for Community Guidelines violations and serious or repeated violations can lead to account termination.

    • 1 Second Ago
      • 6 Years Ago
      The Texas State Fair has become "the official vehicle of the South?"
        • 6 Years Ago
        LOL, that's what I read too.

        I mean I know trucks are getting big, but large enough to hold a State Fair in?
      • 6 Years Ago
      Ford please release the diesel F150.
      • 6 Years Ago
      The 6.7L Scorpion engine will produce 400 HP and 725 lb-ft. Edmunds broke this last week...
      • 6 Years Ago
      Uh, it's the State Fair of Texas, not the Texas State Fair. The largest state fair in the US, by the way, held at Fair Park in Dallas, the largest collection of Art Deco buildings in the US, built for the 1936 Texas Centennial Exposition.

      And the AB posting engine still sucks.
      • 6 Years Ago
      Speaking of the State Fair of Texas, Abel Gonzales' "Deep Fried Butter" made David Letterman's Top Ten list last night:

      • 6 Years Ago
      • 6 Years Ago
      Stuff one in that Bronco Concept of a few years ago and I'd be all over it.
      • 6 Years Ago
      Need I remind everyone this is a BLOG not a car magazine, and that you're all readers, not PROOFreaders? Jesus.
        • 6 Years Ago
        Don't forget "it's" in 'It's high pressure and precise pulse control allow the system to perform up to five individual injection pulses per power cycle.'

        And the bizarre sentence fragment mashup 'The low share of diesels was due to fleets typically opting for lower purchase cost and didn't require towing.'

        Okay, enough nitpicking I guess.
      • 6 Years Ago
      The info about individuals ordering most of the Diesels and dropping out of the market during the touch financial times is very interesting. Perhaps this is why both Ford and GM killed their light duty Diesel engine projects.

      I wonder what the actual financials are on Diesel engines in trucks. Fleets generally like low running costs and they like high resale values too. Diesels are supposed to excel at both of these, but fleet buyers aren't having any of it?
        • 6 Years Ago
        I'm in the construction industry and I have a few friends that run some pretty big outfits (well over 100 pieces of equipment). Anyway, many of them went from buying exclusively 3/4 ton and 1 ton trucks to buying half ton trucks and mid size trucks. The two biggest reasons are initial price and fuel economy.

        For example, you can buy a stripped Chevy 1500 extended cab/8ft bed truck, with the 5.3L, for $25,000 easy. The same truck in a 2500 with a diesel is $36,000. When you're buying 10 or more trucks at a time, that $11,000 can really start to add up. They'll pay it for chassis cab dump trucks and the like that need to be heavy duty, but 1/2 tons are built so well now that they're just fine doing things a stronger truck was needed for just a few years ago.

        With that in mind, the same guys I talk to are also big diesel guys. Most of them only bought diesel trucks for their fleets previously and love diesel, but because they can't get it in a 1500 or get it for a reasonable price in a 2500, they're stuck. To them a reasonably priced and reliable diesel engine that can be shared between 2500, 1500, and mid-size truck platforms, as well as vans, would be their holy grail.

      • 6 Years Ago
      Ford had better hope they don't screw this one up like they did the 6.0. I know that's asking a lot...but in their quest to do everything wrong, Ford may inadvertently do something right.
        • 5 Years Ago

        The majority of issues with the 6.0 at launch were due to faulty injectors. International didn't have this issue with their 6.0's and they have a decent records of reliability (plus they tuned down the power and used only a single turbo). The bad injectors caused a mess of issues with the engine and turbos and was traced back primarily to a single (overpaid/ underskilled) worker whos job was testing injectors. He damaged them all removing them from the test setup after they had tested good. By the time ford had found the issues, it was too late - the stigma was already there and they had to move on to a new engine design (IMO they should have stuck out the 6.0 and made continuous improvements). By the last couple years of production the 6.0 was the most reliable and efficient pickup diesel available- too little too late. Wikipedia on powerstroke will support my statement.

        I don't think Ford will screw this up - since the market melt these guys have been shook up and have been making tremendous strides in innovation and quality- they have an opportunity here to get ahead a bit, I think they take it seriously.
      • 6 Years Ago
      Nice diatribe. You're out of here. Adios amigos.
    • Load More Comments
    Share This Photo X