How Easy is It to Get the Down Pipe Off on the 2000 73 Turbo Diesel in a F350 2 Wheel Drive
7.3L vs. 6.7L: Which Power Stroke Is Really Amend?
This ane should be interesting! After comparison the 7.3L to the 6.0L, the vi.0L to the six.4L and fifty-fifty the six.4L to the 6.7L Power Stroke, it'south time to pit the ii most revered Power Strokes always built against each other: the 7.3L vs. the 6.7L. With a reputation that precedes it, the seven.3L has long been known as an engine that will run forever. But let's face up it; while dead-on reliable, the 7.3L was noisy, laggy and underpowered—peculiarly by today'south standards. Enter the 6.7L Ability Stroke, with its CGI cake, 4-valve aluminum heads, common-runway injection, variable geometry turbocharger and air-to-water intercooler. Information technology's powerful, responsive and has as well proven more than reliable than its 6.4L and 6.0L predecessors. However, first-generation turbo problems and emissions-related issues are a source of common complaints.
To those not on the cruise for a new (or new-ish) truck, the 6.7L is a much more expensive path to owning a diesel fuel-powered Ford. Fifty-fifty though the vi.7L Power Stroke can run circles around the 7.3L with or without a trailer in tow, the 7.3L yet enjoys a loyal following. If y'all're of limited ways, don't demand to tow 15,000 pounds or more than on a regular basis and don't heed the clatter of an quondam-school diesel, the 7.3L is your workhorse. If you've got money in the banking company and mountains to movement, the 6.7L is well-nigh likely the better option for you. Follow along as we point out the primal differences in these radically dissimilar engines. From the blazon of metallurgy they're built from, to the polar reverse turbo and injection technologies they utilize, to why each version worked/works so well in the diesel truck segment.
If this doesn't satisfy your sweet tooth for Ford diesels, bank check out the individual history lessons we've put together on the vii.3L and half-dozen.7L.
Let's Compare the Difficult Facts
| 7.3L Specs | 6.7L Specs | |
| Production: | 1994.5-2003 | 2011-present |
| Displacement: | 444 ci | 406 ci |
| Bore: | iv.11 inches | 3.90 inches |
| Stroke: | iv.18 inches | 4.25 inches |
| Block: | Cast-iron | Deep-skirt, compacted graphite iron (CGI) |
| Rods: | Forged-steel ('94.5-'01), powdered-metal ('01-'03) | Powdered-metal |
| Pistons: | Cast-aluminum | Cast-aluminum |
| Heads: | Bandage-iron with half dozen caput bolts per cylinder (with sharing) | Cast-aluminum, opposite-period with vi 12mm head bolts per cylinder (with sharing) |
| Compression Ratio: | 17.5:i | 16.two:1 |
| Valvetrain: | Overhead valve, two valves per cylinder, hydraulic lifters | Overhead valve, four valves, four rocker artillery and four pushrods per cylinder |
| Injection Organization: | Hydraulic electrical unit injector (HEUI) | Bosch high-pressure level common-runway |
| Emissions: | Catalytic converter | Exhaust gas recirculation (EGR), diesel oxidation catalyst (Physician), diesel particulate filter (DPF), selective catalytic reduction (SCR) |
| Manufacturing plant Horsepower: | 210hp at iii,000 rpm ('94.5) to 275hp at two,800 rpm ('01-'03) | 390hp at 2,800 rpm (initial launch) to 450hp at 2,800 rpm ('18+) |
| Manufacturing plant Torque: | 425 lb-ft at two,000 rpm ('94.5) to 525 lb-ft at one,600 rpm ('01-'03) | 735 lb-ft at 1,600 rpm (initial launch) to 935 lb-ft at i,800 rpm ('eighteen+) |
Power Stroke Patriarch vs. Country-of-the-Fine art Powerhouse
The former human being and the new kid on the block. Designed, tested and manufactured at different points in history (and nether unlike testing parameters), the 7.3L and 6.7L are two completely different Power Strokes. The seven.3L was based on a cast-iron cake and built at Navistar'southward Indianapolis, Indiana engine constitute, whereas the 6.7L'due south crankcase is made from compacted graphite iron (a much stronger yet lighter casting cloth) and is assembled at Ford's Chihuahua, United mexican states facility (some 250 miles south of El Paso, Texas). The vi.7L makes utilise of cross-bolted chief bearing caps that feature six fasteners apiece, while the 7.3L utilized iv-bolt mains with no cross bolts.
Cast-Iron Two-Valve Heads vs. Reverse-Menses Four-Valve Cast-Aluminum Heads
Cast-atomic number 26, two-valve cylinder heads utilizing six head bolts per cylinder kept the tiptop-end of the 7.3L simple and reliable (left). However, the reverse-period cylinder heads manufactured for the 6.7L (correct) were a get-go for the diesel pickup segment. Its cast-aluminum heads bring in airflow through the valve covers and expel frazzle gases into manifolds located in the lifter valley. This keeps turbo efficiency high (namely responsiveness) and engine compartment heat low. They're secured to the 6.7L's CGI block via six 12mm diameter head bolts per cylinder. Additionally, the 6.7L'southward heads not merely characteristic four valves per cylinder, but 4 rockers and four pushrods (no valve bridges). As you can imagine, they handily outflow the 7.3L's heads on the intake side.
Emissions
Emissions components is one expanse where the vii.3L shines, definitively, over the 6.7L—primarily due to its lack of them. Built-in in an age when the stringent EPA standards present today weren't even on the tabular array (and NOx was measured in grams per mile instead of milligrams), all that was required of the seven.3L to exist emissions compliant was the use of a catalytic converter. However, 2010 is a long way from 1994 in terms of emission standards—and the vi.7L Power Stroke had the book thrown at it in order to run into the NOx and particulate matter requirements implemented between 2007-2010. This includes the utilise of exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC), diesel particulate filter (DPF, shown to a higher place) and selective catalytic reduction (SCR), which calls for the use of diesel exhaust fluid (DEF) to adjourn NOx emissions the EGR system tin't. All of the components above add complexity and office in extremely harsh environments. Needless to say, most of the 6.7L Ability Stroke's problems (commonly with higher miles) are emissions-related.
HPOP (7.3L)
The 7.3L'due south one area of complexity exists in its hydraulic electric unit of measurement injector (HEUI) organization, an injection organization that depends on highly pressurized engine oil to actuate the fuel side of the injectors. Instead of having a fuel injection pump, the seven.3L utilizes a high-pressure oil pump (HPOP). The HPOP is responsible for producing the amount of oil volume the HEUI system needs, while the injection pressure regulator (IPR) on the back side of the HPOP pressurizes the oil in the track between 500 psi and iii,000 psi. The HPOP isn't timed to either the crankshaft or the camshaft. Unlike the 6.7L's fuel injection pump, the HPOP on the 7.3L is extremely reliable, rarely cocky-destructing in the event of a failure. However, the HEUI system itself is exceptionally hard on the engine oil, with three,000-mile change intervals existence recommended amongst most stop-users.
CP4.2 (half-dozen.7L)
No HEUI here, just diesel. Modern day, common-rail technology is employed on the 6.7L Power Stroke and at the heart of the system is a CP4.ii loftier-force per unit area fuel pump from Bosch. The twin piston pump tin can produce equally much equally 30,000 psi worth of injection pressure level in the six.7L application and is extremely efficient. Different the vii.3L however, the CP4.two must exist timed with the crankshaft and camshaft and is more prone to failure (ordinarily in the effect of aeration or contaminated fuel). When the CP4.2 expires, it's known to implode and send metal fragments into the injectors, every bit well as back to the fuel tank, and tin cost as much as $10,000 in repairs.
HEUI Injector (7.3L)
Massive in size, the HEUI injector used in the 7.3L takes in high-pressure oil (from the oil rails integrated into the 7.3L'due south cylinder heads) through its poppet valve near the top of the injector body. Low-pressure diesel is supplied to the injector'southward fuel inlet (located lower in the torso) by the lift pump, which maintains 45 to 65 psi depending on the application (mechanical vs. electric lift pump). Then, through a process of pressure multiplication (where the intensifier piston on the oil side of the injector measures vii.1 times larger than the area of the plunger) high-pressure oil pressure is effectively taken from 3,000 psi (oil side) to 21,000-plus psi at the injector nozzle (fuel side, in-cylinder). Available in either single-shot ('94.v-'97) or split-shot designs ('99-'03), the 7.3L injectors are the primary reason this engine is and then loud.
Mutual-Track Piezoelectric Injector (6.7L)
Firing on fuel lone, the 8-hole Bosch piezoelectric common-track injectors in the vi.7L Power Stroke can carry out every bit many as five injection events per combustion event. By comparing with the 7.3L, the dual pilot upshot capability of the piezo injectors makes it night-and-day different in the noise section. They're also capable of delivering considerably more than fuel book in-cylinder, and at a much quicker injection rate. The preciseness of the pilot, master and mail service injection events provide for considerably quieter operation, vastly more power output and cleaner particulate matter emissions.
7.3L Turbo: Fixed Geometry Garrett
A stock-still-geometry, journal bearing turbocharger with a 60mm (inducer) compressor bicycle and 70mm (exducer) turbine cycle was institute on all vii.3L Power Strokes. Even so, a non-wastegated Garrett TP38 with a ane.15 A/R frazzle housing and a divided T4 turbine inlet flange was used on '94.5-'97 engines constitute in F-series trucks, while a wastegated version of the TP38, fitted with a divided 5-ring style turbine inlet flange and a 0.84 A/R exhaust housing came mounted on early '99 mills. Beginning in '99.5, the updated GTP38 was used, which came with a map width enhancement groove, a larger wastegate and a 1.0 A/R exhaust housing. Surge issues are common on '99-'03 turbochargers, which is attributed to a unlike manner compressor wheel than what was found in the '94.5-'97 turbo (and a simple cycle bandy from the old turbo into the new i solves the surging upshot), but each turbo is known to be reliable upwards to roughly 35 psi of boost.
2011-2014 vi.7L Turbo: Variable Geometry Garrett GT32 SST
While three subtly dissimilar turbochargers were found aboard the 7.3L, two significantly different turbos have graced the 6.7L Ability Stroke. Outset generation engines ('eleven-'14) were equipped with the problematic Garrett GT32 SST, a twin compressor wheel, dual ball bearing and wastegated variable geometry turbo. The compressor bicycle inducers measured merely 46mm and the turbine wheel's exducer checked in insufficiently smaller than other wheels used in like applications (i.e. Duramax and Cummins), which hampered flow at high rpm. Its restrictive nature often leads to shaft speeds exceeding 150,000 rpm, which culminates in overspeeding. Thanks to the factory programming of the 6R140 transmission, lugging the engine in sixth gear with the converter locked can yield considerable compressor surge.
Bigger and Amend VGT ('15-present 6.7L)
Sticking with Garrett, nonetheless moving away from the restrictive, problematic GT32 SST, Ford changed over to a GT37-based charger for 'xv model year 6.7L Power Strokes and hasn't looked back. While some of the off-idle thrust from the abundance of torque offered by the restrictive GT32 was gone, the GT37 variant is still a responsive VGT, merely its single 61mm (inducer) compressor bicycle and larger turbine allows for considerably more airflow at high rpm. Not surprisingly, many '11-'14 Super Duty owners have establish themselves converting over to the 'xv-newer style turbo organisation in one case their GT32 SST bites the grit. When comparing the performance of the fixed geometry turbo aboard the 7.3L Power Stroke with the VGT units used on the vi.7L, there is hardly anything good to say. The VGTs respond better at every engine speed, provide for more low-rpm torque to be produced and as well benefit from having both oil and coolant circulating throughout the middle section.
Air-to-Air Intercooler ('99-'03 seven.3L) vs. Air-to-Water Intercooler (6.7L)
Building on the efficiency of the VGTs used on the vi.7L, unmatched charge air cooling can exist found in the 6.7L's air-to-water intercooler. A starting time for the diesel truck segment, Ford's air-to-water unit uses coolant from the engine's secondary cooling organisation to keep intake charge dense and EGT inside check—and it works very well. Past comparison, the early vii.3L Power Stroke didn't come equipped with an intercooler ('94.5-'97), while '99-'03 engines came with a conventional air-to-air unit. Before even considering how much more efficient information technology is, the nether hood space saving alone makes the 6.7L'south air-to-h2o intercooler the clear winner in our book.
High-Mile Reliability (vii.3L)
With regular maintenance, the 7.3L can hands outlive its B50 life of 350,000 miles, and nosotros've seen countless trucks with more than 400,000 on the odometer. Smaller, knick-knack items such equally camshaft position sensor failure, a malfunctioning frazzle dorsum pressure valve (EBP), burned up UVCH harnesses or leaking up-pipes are common, but catastrophic engine failure is extremely rare. Unlike its 6.0L successor, which besides used HEUI injection (albeit a different version from a split supplier), the vii.3L's HPOP and injectors hold up exceptionally well as long every bit you perform regular maintenance. Injector overhaul is predicted at 200,000 miles, but nosotros've seen twice that amount on dozens of trucks.
High-Mile Reliability (half-dozen.7L)
After years of production, the six.7L Power Stroke has proven information technology can tempest by the 200,000-mile mark with few repairs. Provided you attach to Ford'south recommended service intervals, at that place is no reason this engine won't see 300,000 or fifty-fifty 400,000 miles. Of special business organization is making sure the CP4.2 high-pressure level fuel pump always sees quality fuel that's as free of air and contaminants as possible, and that both fuel filters are inverse at or before the suggested interval. The biggest hindrance in a 6.7L owners' pursuit of high miles boils downwardly to emissions organisation-related failures. EGR valves, EGR coolers, the DPF and/or SCR systems and the various sensors throughout the emissions-control systems can all lead to forced repairs, from minor to cataclysmic. Like the seven.3L, in that location are countless tales of this engine holding upwardly in harsh environments, such as the Texas oil fields, cross-country hot-shotters and along North America's pipelines.
More From Driving Line
- Get the most out of your 7.3L or 6.7L with our budget diesel fuel mods!
What Others Are Reading
mazincusithedeweese1.blogspot.com
Source: https://www.drivingline.com/articles/73l-vs-67l-which-power-stroke-is-really-better/
Komentar
Posting Komentar