The Ford diesel program since 1982 has been in a partnership with International Harvester, IH has supplied the long block assemblies and then Ford fitted their own injection system to it. The earliest versions were naturally aspirated and had some cavitation problems, they didn't make a lot of power but got phenomenal fuel mileage and outside the cavitation issue were very reliable.
Mid 1995 Ford introduced the PowerStroke which had a new injection system and turbocharger and made some serious torque numbers. They had some minor issues with them with oil leaks and cam sensors, but were a pretty reliable engine and made good power. In mid 1998 they added an intercooler which brought more power yet and introduced it as a '99 model with the SuperDutys.
The engines I refer to are the 6.0 PowerStroke introduced in '03 and the 6.7 which came in '07. Both were designed to meet the EPA requirements of those periods, the 7.3 couldn't be made to conform. The 6.0 had a variable vane turbo which had a habit of grenading and contaminating the engine crankcase. Fred Pickering has had 3 of them that I know of in his fleet blow, one on the way home from the dealer brand new! In the quest to play the horsepower race with the other manufacturers, they have raised the RPMs beyond what IH ever intended and have seen a high failure rate as a result. I've driven an IH 4200 with the 365 which is the same engine as the 6.0 PowerStroke built to IH specs and it runs very well. Ford tweaked them for horsepower numbers and lost reliability as a result.
The 6.7 has a dual turbocharger system in place to meet emissions requirements and generates a tremendous amount of heat under the hood. It also has an exhaust gas recirculation emissions system that regenerates by injecting raw fuel into the exhaust to burn out collected soot. There were problems with this system too, if you look around youtube you'll find videos of these trucks shooting flames out the tailpipe as they regenerate. There has been a pretty high failure rate on these engines too, and a number of them have caught fire due to the high heat retention.
The Ford diesel program since 1982 has been in a partnership with International Harvester, IH has supplied the long block assemblies and then Ford fitted their own injection system to it. The earliest versions were naturally aspirated and had some cavitation problems, they didn't make a lot of power but got phenomenal fuel mileage and outside the cavitation issue were very reliable.
Mid 1995 Ford introduced the PowerStroke which had a new injection system and turbocharger and made some serious torque numbers. They had some minor issues with them with oil leaks and cam sensors, but were a pretty reliable engine and made good power. In mid 1998 they added an intercooler which brought more power yet and introduced it as a '99 model with the SuperDutys.
The engines I refer to are the 6.0 PowerStroke introduced in '03 and the 6.7 which came in '07. Both were designed to meet the EPA requirements of those periods, the 7.3 couldn't be made to conform. The 6.0 had a variable vane turbo which had a habit of grenading and contaminating the engine crankcase. Fred Pickering has had 3 of them that I know of in his fleet blow, one on the way home from the dealer brand new! In the quest to play the horsepower race with the other manufacturers, they have raised the RPMs beyond what IH ever intended and have seen a high failure rate as a result. I've driven an IH 4200 with the 365 which is the same engine as the 6.0 PowerStroke built to IH specs and it runs very well. Ford tweaked them for horsepower numbers and lost reliability as a result.
The 6.7 has a dual turbocharger system in place to meet emissions requirements and generates a tremendous amount of heat under the hood. It also has an exhaust gas recirculation emissions system that regenerates by injecting raw fuel into the exhaust to burn out collected soot. There were problems with this system too, if you look around youtube you'll find videos of these trucks shooting flames out the tailpipe as they regenerate. There has been a pretty high failure rate on these engines too, and a number of them have caught fire due to the high heat retention.
What kills diesels is the smoker crowd. The greenies see these guys out there with twin 6" stacks on a late 90s Ram, belching tons of smoke, then suddenly all diesels are these noisy dirty things. While NOx is a problem with diesels, it's just as much of a problem with the pet hydrogen engines. At least biodiesel is a net-gain process, rather than hydrogen or alcohol.
What's funny is that nearly any emissions equipment, except for an EGR and PCV in a gas engine, decreases fuel mileage.