2013 Ford F350 6.7 Belt Diagram
6.7L Powerstroke Information
After the problematic 6.0L and 6.4L Powerstroke engines, Ford severed ties with International Navistar and built their own Powerstroke diesel engine, in-house, nicknamed the "Scorpion". The Scorpion 6.7L Powerstroke diesel engine entered Ford's Superduty lineup in 2011 and hasn't left since. Upon its release, it produced 390 horsepower and 735 lb-ft of torque. Shortly after, Ford actually issued an update that adjusted factory tuning, bringing the trucks to 400 horsepower and 800 lb-ft of torque. Although the numbers are impressive, Ford also managed to make the 6.7L Powerstroke their most emissions-friendly diesel to date and increase fuel economy dramatically. How did they pull this off? I'll give you all the 6.7L Powerstroke specifications below and explain what made this diesel engine so special, that it's still used in Ford's Superduty trucks 10 years after it was introduced.
6.7L Powerstroke Performance Specifications
Ford had to get their diesel engine right. After the problems with both the 6.0 and 6.4, buyers were losing confidence in Ford's Superduty lineup. To improve engine durability, Ford's "Scorpion" 6.7L Powerstroke engine features a CGI or Compacted Graphite Iron block. It's a stronger material than cast iron, and is more resilient to extra horsepower and torque. The block itself has a deep-skirt design, and Ford removed the bed plate that was present on the 6.4 and 6.0L Powerstroke engines. Nodular iron main caps keep the crankshaft mounted firmly in place by six bolts each.
The forged-steel connecting rods have proven themselves capable of withstanding more horsepower and torque than most diesel owners will ever see being produced from their trucks. The connecting rods share a similar design to that which is found on Cummins powered diesel trucks. By clocking the large bearing journals, the large end of the rod can fit into the block. Cast-Aluminum pistons are also used on the 6.7L Powerstroke and include offset pistons pins and a single oil cooling galley.
Reverse Flow Heads
One of the most interesting features of the 6.7L Powerstroke is the use of cast-aluminum reverse-flow cylinder heads. Air enters through the valve covers and exits from the lifter valley. As a result, the 6.7L Powerstroke benefits from reduced turbo lag.
Overall, the 6.7 has 32 valves, equating to 4 valves per cylinder. Four rockers and four pushrods are also found per cylinder. Unlike the previous 6.4L Powerstroke, No rocker bridges are used. This is believed to be one of the reasons this engine is so quiet.
Cooling System
Another one of the 6.7l Powerstroke's unusual specifications is the use of two distinct cooling systems. The primary cooling system is responsible for cooling the engine. A secondary cooling system is used to cool a new air-to-water intercooler, transmission fluid, fuel cooler, and EGR system. To circulate the coolant, two separate belt-driven pumps are used. While this is slightly more complex than traditional cooling system designs, I like that the EGR cooling is kept separate from engine cooling. On the 6.4L and 6.0L Powerstroke coolant frequently broke down because of it's exposure to extreme heat in the EGR system. Particles would then travel through the cooling system and be exposed to everything else. This system keeps coolant separate.
The Air-To-Water intercooler not only saves a tremendous amount of space, but it also offers superior cooling characteristics. The 6.7L Powerstroke's air-to-water intercooler provides it with cooler, denser air while simultaneously reducing boost-drop compared to typical air-to-air intercoolers.
6.7L Powerstroke Turbochargers
Two different turbochargers are used on 2011-2016 6.7L Powerstroke-equipped trucks. The original turbocharger was a series sequential, variable-geometry turbocharger that was used until 2015. 2015 and 2016 6.7L Powerstrokes use a Garrett GT37 turbocharger.
2011-2014 SST Turbochargers
This turbocharger is pretty small compared to the turbochargers used in the LML Duramax or 6.7L Cummins. Despite it's small design, performance is pretty impressive. This turbocharger is waste-gated and uses two small compressor wheels, two air inlets, and a ball bearing center cartridge. Essentially, the single sequential turbocharger performs similar to a compound turbocharger set-up. Unfortunately, this turbo frequently causes problems on early 6.7L Powerstrokes. You can find out more about 6.7L Powerstroke turbocharger failures here.
2015-2016 Garrett GT37 Turbochargers
In 2015, Ford replaced the SST turbocharger with Garretts G37 variable geometry turbocharger. It's a more basic non-wastegated design. The G37 is the preferred turbocharger on 6.7L Powerstroke trucks because it offers improved high-altitude performance and exhaust braking. The G37 turbocharger also experiences significantly less failures than the previous single sequential turbocharger.
6.7L Powerstroke Fuel Injection
The 6.7L Powerstroke's common rail fuel injection system features a Bosch CP4.2 injection pump and piezoelectric injectors. This fuel system not only offers impressive performance, but it also makes the engine extremely quiet. In 2015, Ford improved the 6.7L Powerstroke's fuel injection system. The CP4.2's stroke was improved, adding more fuel flow. The Piezo-electric injectors nozzle tips were also improved, offering a finer fuel spray. These changes, along with the revised turbocharger design are responsible for the 15′ and later 6.7L Powerstroke's higher horsepower and torque numbers.
6.7L Powerstroke CP4.2 Injection Pump Failures
Similar to the LML Duramax, when the CP4.2 injection pump fails, it sends shrapnel into the entire fuel system resulting in expensive repairs. That means you could have to clean your entire fuel system and replace the injectors and injection pump. Pay special attention to the fuel you put into your 6.7l Powerstroke. The CP4.2 is very sensitive to bad fuel or fuel contamination of any sorts. Replace your 6.7L Powerstroke Fuel filters often.
Emissions Reduced And Reliability Increased
Ford's 6.7L Powerstroke featured new specifications that made it superior to the previous 6.0L or 6.4L Powerstroke. A new emissions system called Selective Catalytic Reduction helped reduce emissions by up to 80% compared to the 2010 model. By injecting diesel exhaust fluid into the exhaust stream, emissions are reduced before they enter the Diesel Particulate Filter. This causes the amount of "regens" to dramatically decrease. Regeneration requires fuel to be used to increase exhaust gas temperatures and burn off remaining diesel particulates (Soot) from the filter. By reducing the amount of regenerations that occur, you improve overall fuel economy too.
The exhaust gas recirculation system (EGR) was a nightmare for 6.0L and 6.4L Powerstroke owners. The design was susceptible to frequent clogs and malfunctions that could result in expensive repairs. Ford's 6.7L Powerstroke features an improved EGR design. The new EGR Valve regulates exhaust gases before they reach the EGR Coolers to help decrease sludge build-up and clogging. The two EGR Coolers are also housed in the same casing and can expand and contract to decrease chance of failure. Ford succeeded in improving the EGR system as EGR related failures are far less common on the 6.7 than previous Powerstroke generations.
6.7L Powerstroke Specs (Scorpion)
| Years: | 2011-2016 |
| Engine Design: | V8 |
| Displacement: | 6.7 Liters or 406 cubic inches |
| Bore: | 3.897 inches or 99 mm |
| Stroke: | 4.251 inches or 108 mm |
| Cylinder Head: | Cast Aluminum; 6 head bolts per cylinder |
| Engine Block: | Compacted Graphite Iron or CGI |
| Firing Order: | 1-3-7-2-6-5-4-8 |
| Compression Ratio: | 16.2:1 |
| Fuel Injection: | High Pressure Common Rail; Bosch CP4.2 Injection Pump Bosch Piezoelectric injectors |
| TurboCharger: | 2011-2014: Garrett GT32 single sequential turbocharger (SST) variable geometry turbocharger 2015-2016: Garrett GT37 Variable |
| Valve Operation: | pushrod/rocker arms |
| Transmission(s): | 6R140 Automatic 6-Speed Transmission |
| Weight: | Wet: 1,100 lbs Dry: 990 lbs |
| Engine Oil Capacity: | 13 Quarts or 12.4 Liters |
| Cooling System: | Pressurized Series Flow |
| Emissions Devices: | Diesel Oxidation Catalyst (DOC) Diesel Particulate Filter (DPF) Selective Catalytic Reduction (SCR) Exhaust Gas Recirculation (EGR) |
| Fuel: | B20 Biodiesel Compatible & Ultra Low Sulfur Diesel |
| Fuel Capacity: | 26 Gallon or 37.5 Gallon fuel tanks |
| Horsepower (Varies): | Initial on Release: 390 horsepower 2011-2014 (After Update): 400 horsepower 2015-2016: 440 horsepower |
| Torque (Varies): | Initial on Release: 735 lb-ft of torque 2011-2014 (After Update): 800 lb-ft of torque 2015-2016: 860 lb-ft of torque |
6R140 Transmission Gear Ratios
| Gears: | Ratios: |
| 1st | 3.97:1 |
| 2nd | 2.31:1 |
| 3rd | 1.51:1 |
| 4th | 1.14:1 |
| 5th | 0.85:1 |
| 6th | 0.67:1 |
| Reverse | 3.12:1 |
6.7L Powerstroke Suspension & Steering Specs
Front Suspension
| Type | F-250/F-350 4X2: Twin-I-Beam axle F-250/F-350 4×4: Solid twin-coil monobeam axle F-450 4×2/4×4: Solid twin-coil monobeam axle |
| Axle Rating | F-250/F-350 4×2: 5,250 lbs F-250/F-350 /w 3.31 Axle: 5,600 lbs F-250/F-350/F-450 4×4: 6,000 lbs |
| Springs | Coil Springs |
| Shock Absorbers | 1.38″ Gas Type |
| Stabilizer Bar | Standard |
| Type | Solid Axle |
| Axle Rating | F-250: 6,200 lbs F-350 SRW: 7,280 lbs F-350 & F-450 DRW: 9,500-9,650 lbs |
| Springs | Leaf Springs |
| Shock Absorbers | 1.38″ Gas Type |
| Stabilizer Bar | Standard on DRW pickup; optional in package on SRW pickup |
6.7L Powerstroke Cab Specs
Exterior Cabin Specs
| Specs | Reg. Cab lwb 4×2/4×4 (inches) | Ext. Cab swb 4×2/4×4 (inches) | ext. cab lwb 4×2/4×4 (inches) | crew cab swb 4×2/4×4 (inches) | crew cab lwb 4×2/4×4 (inches) |
| Height f250 srw f350 srw f350 drw f450 drw | See below 76.6/79.2 76.5/80 76.7/79.5 N/a | See below 77/79.5 76.9/80.4 N/A N/A | See below 76.9/79.3 76.7/80.2 76.9/79.7 N/A | See below 77.4/79.7 77.2/80.8 N/A N/A | See below 77.3/79.8 77.2/80.8 77.3/79.9 79.7 |
| width srw no mirrors | 79.9″ | 79.9″ | 79.9″ | 79.9″ | 79.9″ |
| width drw no mirrors | 96.0″ | N/A | 96.0″ | N/A | 96.0″ |
| width with mirrors | 104.9″ | 104.9″ | 104.9″ | 104.9″ | 104.9″ |
| width with mirrors extend- ed | 110.0″ | 110.0″ | 110.0″ | 110.0″ | 110.0″ |
| Ground clearance F250 srw F350 srw F350 drw F450 drw | see below 8.5″/8.2″ 8.5″/8.2″ 8.1″/8.0″ N/A | see below 8.5″/8.2″ 8.5″/8.2″ N/A N/A | see below 8.5″/8.1″ 8.5″/8.2″ 8.1″/8.0″ N/A | see below 8.5″/8.1″ 8.5″/8.2″ N/A N/A | see below 8.5″/8.1″ 8.5″/8.2″ 8.0″/8.0″ 8.0″ |
| Load Floor Height F250 srw F350 srw F350 drw F450 drw | see below —— 35.2/36.3 34.7/38.5 35.0/36.4 N/A | see below —— 34.8/35.6 34.4/37.9 N/A N/A | see below —— 34.4/35.4 34.1/38.0 34.3/35.7 N/A | see below —— 34.2/35.1 33.9/37.8 N/A N/A | see below —— 34.1/35.0 33.8/37.7 34.1/35.6 35.4 |
| Cargo Box Height | 20.0″ | 20.0″ | 20.0″ | 20.0″ | 20.0″ |
| Length | 227.6″ | 232.4″ | 248.6″ | 246.8″ | 263.0″ |
| Overhang Rear | 52.4″ | 52.4″ | 52.4″ | 52.4″ | 52.4″ |
| Overhang Front | 38.1″ | 38.1″ | 38.1″ | 38.1″ | 38.1″ |
| wheelbase | 137.0″ | 141.8″ | 158.0″ | 156.2″ | 172.4″ |
Interior Cabin Specs
| Specs | Regular Cab | Supercab | Crew Cab |
| head room (front) | 40.7″ | 40.7″ | 40.7″ |
| shoulder room (front) | 68.0″ | 68.0″ | 68.0″ |
| hip room (front) | 67.6″ | 67.6″ | 67.6″ |
| leg room (front) | 43.3″ | 43.3″ | 43.3″ |
| head room (rear) | N/A | 38.1″ | 40.8″ |
| shoulder room (rear) | N/A | 68.1″ | 68.0″ |
| hip room (rear) | N/A | 67.3″ | 67.6″ |
| leg room (rear)"""""""" | N/A | 31.6″ | 42.1″ |
2011-2016 Ford Superduty Bed/Box Specs
| Specs | Reg. Cab lwb 4×2/4×4 | Ext. Cab swb 4×2/4×4 | ext. cab lwb 4×2/4×4 | crew cab swb 4×2/4×4 | crew cab lwb 4×2/4×4 |
| Volume | 77.3 | 64.1 | 77.3 | 64.1 | 77.3 |
| Length (at floor) | 98.0″ | 81.8″ | 98.0″ | 81.8″ | 98.0″ |
| Width (at floor) | 69.3″ | 69.3″ | 69.3″ | 69.3″ | 69.3″ |
| Width At wheelhouse | 50.9″ | 50.9″ | 50.9″ | 50.9″ | 50.9″ |
2011-2016 6.7L Powerstroke Towing Specs
6.7L Powerstroke tow capacity and tow specifications vary greatly by model year. Take a look at our chart below to determine the max conventional and 5th-wheel tow capacity for your 6.7 model year. For more complete towing information, check out our Guide to Powerstroke Towing.
2011 6.7L Powerstroke Tow Capacity
| 2011 Model Year | Conventional Tow Capacity | 5th-Wheel Tow Capacity |
| F-250 | 12,500-14,000 lbs | 14,300-16,500 lbs |
| F-350 SRW | 12,500-14,000 lbs | 15,600-16,500 lbs |
| F-350 DRW | 15,000-17,500 lbs | 21,300-22,600 lbs |
| F-450 DRW | 17,500 lbs | 24,400 lbs |
2016 6.7L Powerstroke Tow Capacity
| 2016 model year | conventional tow capacity | 5th-wheel tow capacity |
| F-250 | 12,500-14,000 lbs | 15,100-16,600 lbs |
| F-350 SRW | 12,500-14,000 lbs | 15,700-16,500 lbs |
| F-350 DRW | 19,000 lbs | 23,500-26,500 lbs |
| F-450 DRW | 19,000 lbs | 31,200 lbs |
Learn More About The 6.7
Want to learn more about the 6.7L Powerstroke than just specifications? Click on one of the links below or in the sidebar for more resources!
- Guide to 6.7L Powerstroke maintenance
Source: https://dieselresource.com/diesel-resources/2011-2016-ford-6-7l-powerstroke-specifications/
Posted by: eladiadebritossa.blogspot.com
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