Ford (Photo credit: Paul Robert Lloyd)
One of the most important aspects of any engine is the oil pump that keeps the engine running smoothly. The 6.0L power stroke engine is especially in need of this kind of oil pump because of the rigors these types of vehicle are usually put through. For most drivers of 6.0L power stroke engine, a high pressure oil pump is the best way to ensure long engine life.
Those who use a 6.0L power stroke engine for work purposes will benefit most from having a high pressure oil pump. Vehicles that are used on a daily basis or travel great distances feel the wear and tear of use more than vehicles used on a causal basis. This is also true if a vehicle runs a higher RPM and needs an oil pump that can keep up. This is when the engine needs the extra lubrication that a high pressure oil pump provides.
Older vehicles also benefit from high pressure oil pumps by extending the life of parts already present in the engine. Some older vehicles already have oil pressure issues present, and a high pressure oil pump can take eliminate these issues and keep a vehicle running for thousands of more miles.
Not having a high pressure oil pump can lead to problems throughout the whole engine and even result in engine failure. If a 6.0L power stroke engine is used on a regular basis, the engine works to constantly keep all operations running smoothly. An oil pump that is not able to handle this task will lead to certain parts of the engine not receiving proper lubrication. This can lead to problems such as an engine overheating or seizing, leaving the vehicle unable to be driven. Having a high pressure oil pump takes this worry out of the equation and allows drivers to enjoy their vehicles even longer.
6.0L Ford #5 (Photo credit: jcurtis4082)
The 6.0 Powerstroke Injector was introduced by Ford Trucks in 2003 when there was an urgent need to replace the 7.3L high emissions. Although the 6.0 has had a rocky start and has undergone various difficulties, it was considered to be groundbreaking engineering. The 6.0L Power Stroke provided an exhaust gas recirculation system as well as a more advanced and second generation fuel injection system, until problems begin to arise.
The Powerstroke 6.0L injector was designed to meet the guidelines for cleaner and more efficient burning with a diesel engine. The 6.0L offered better performance and better fuel mileage. Ford pressured International to quickly get the changes made for their 2003 truck engines, which resulted in a variety of problems, including problems with the software in the first engines off of the line, which created problems in the injection system. This resulted in unreliable emergency vehicles that had the new 6.0L and several lawsuits filed against the Ford Motor Company. It was found that technicians were not correctly trained for working on the new engines, so they could not adequately solve problems that came up with the engine.
Drivers and owners began experiencing problems with the emissions system, in that the exhaust system was not recirculation properly, which caused clogging and the system to run too hot. Overtime the clogging and overheated system caused larger problems such as head gasket failure. It was concluded that these problems were the result of poor planning. The idea for the 6.0L Power Stroke was based on the International VT365, but it was designed for light to medium size trucks, such as delivery trucks and passenger vans. Light duty and heavy duty engines have different emissions standards, which were taken into account during the development of the 6.0L Power Stroke.
There were a number of lawsuits filed against the Ford Motor Company and International for the 6.0L Power Stroke, but Navistar, a division of International, took the brunt of lemon law filings and lawsuits. Eventually the Ford Motor Company and International parted ways. Lemon laws continue to allow dealerships to make repairs on the engine a specific number of times, but then the manufacturer has to take the vehicle back, so Ford is continuing to deal with problems from the 6.0L. Ford no longer provides an in-house manufacturing of Power Stroke diesel engines as a result of their lessons learned.
Rebuilt 302 (Photo credit: aresauburn™)
Every vehicle has a different need in terms of how oil is pressurized. The oil pump is used in internal combustion engines in order to circulate the engine oil under pressure, which helps to lubricate the bearings and also assist in cooling the engine.
What’s more important, especially in high pressure oil pumps (HPOPs), is that the pressurized oil takes on another role – used as hydraulic fluid. This will then power a variety of small actuators under the hood of various systems.
Inside of the 7.3 Power Stroke engine, the high pressure oil pumps will be used to power variable valve timing systems, the timing belt and tappets in the camshaft. The 7.3 L diesel engine was introduced in 1994 when Ford released its new model year of Econoline vans and Heavy Duty pickup trucks. This new engine replaced the 7.3 IDI turbo, which was completely different in all regards except for the displacement size.
The Power Stroke engine has a lot going on because it is electronically controlled with a direct fuel injection. The engine has been placed inside of manual and automatic transmission trucks. The models released in the mid-1990s had hydraulically actuated fuel injectors and the high pressure oil pump was used to create the needed pressure so the fuel injectors could fire as they were supposed to.
The Powerstroke was responsible for utilizing a HPOP with a 15 degree swash plate angle. With the controlled injection, it was possible to reduce the ‘knock’ common with the sharp combustion.
As time went on, engines were producing more horsepower and had to reduce the exhaust gas temperature. To ensure this happened, the HPOP output increased significantly with a 17 degree swash plate angle, which also allowed for injectors capable of a higher flow.
High pressure oil pumps are nothing new. While they are used in a variety of ways, it is up to the engine design to determine what kind of pressure the oil pump needs to be capable of. The higher the performance of the engine, the more stress will be placed on the lubricating system. This means that the oil pump needs to be impressive enough to lubricate without causing engine damage.
So what is an IPR valve, and what is it’s purpose? Well, IPR stands for Injection Pressure Regulator, and to give the logical answer to it’s function, it regulates the injection pressure. Although that is a technically accurate answer (such as you might get from a certain software supplier), it does not really answer the question. So what is an IPR valve really for?
Function of the IPR valve
Controlled by the PCM (Powertrain Control Module), the IPR regulates the oil bypass circuit of the high pressure pump. Located on the back of the high pressure oil pump, this electromagnetic valve opens and closes to allow high pressure oil into the injectors. The PCM controls fuel delivery to the injectors by altering the IPR duty cycle, which adjusts fuel pressure through the injector nozzles.
The IPR has only two settings:
- Open – full return to sump
- Closed – full flow to injectors
Installing a high pressure oil pump sounds extremely difficult but it can be fairly simple. The first thing that you will need to do is check to make sure that you take the proper steps to avoid any serious injuries that can occur. Once the proper safety measures have been taken, you can proceed to installing the high-pressure oil pump.
First, you will want to prepare and collect all of the engine oil that the pump contains. The oil will be located in the back. Once you have done this, you can safely remove the end plug and get rid of the o-ring. Keep in mind that the port will still drip a little oil, so use a rag or a container to collect the excess.
Now you can remove each of the high pressure oil hoses. There should be two. Using the special tool that is figure No.6, use the quick release method to remove both of the fittings. Once you have done this, you can get rid of the discharge fittings and the o-rings. Once you have removed the spring, make sure that you check the assemblies with the needle nose pliers.
Make sure that both of the fittings and end plug ports are clean. In order to clean them properly, make sure that you use a bake-cleaning product. Now you can apply the Locite 680 sealant. This sealant should only be used on the first three threads on each of the discharge fittings as well as the end plug. Not it’s time to install the discharge fittings to the pump. Once you have done this, install each of the high-pressure hoses. Make sure that you have installed the end plug and torque. Now you can start the engine and check for any leaking oil. If you need to, check and correct the oil level. Keep in mind that cleaning these items properly is critical for the proper performance. Make sure that you clean each item thoroughly to ensure high quality performance.
The 2014 Chevrolet Cruze hits dealerships this summer equipped with a 2.0L turborcharged diesel that gets up to 46 MPG on the highway. The engine, designed in Italy and built in Germany, brings European diesel technology to the States in the form of low particulate matter and nitrogen oxide emissions. The diesel also leaves behind the noisy rattlers of the past, instead offering a quiet purr that’s almost unnoticeable.
Fans of renewable energy will be happy to hear that the Cruze diesel runs on B20, a blended fuel that uses certain crops for 20 percent of the mix. It seems as if the Cruze was designed to appeal to a broad base of buyers, ones that want the ability to use renewable energy, those get great gas mileage and diesel engine lovers.
The diesel engine is widely accepted and used in Europe where gasoline taxes are high, making fuel efficiency a priority among automakers. Diesels are known for their high gas mileage when compared to a gasoline engine, and modern technology makes them run more cleanly than ever before. The combination of turbocharging with the latest in fuel injection takes away the dirty exhaust and smell of the older engines. But will Americans pick up on the advantages of this engine?
As it currently stands, Volkswagen does a brisk business in selling their diesel cars in the U.S. Diesel models accounted fo
Chevrolet Cruze second generation (J300). Français : Une voiture Chevrolet Cruze de seconde génération. (Photo credit: Wikipedia)
r almost 23 percent of Volkswagen sales in March, 2013 alone. There is a distinct set of consumers that are willing to pay the premium for the efficiency and gas mileage of this type of engine. The Chevy Cruze is poised to compete against hybrids and VW, potentially bringing even more awareness of the diesel engine as an alternative to gasoline and electric to the car buying public.
Chevrolet Cruze (Photo credit: Wikipedia)
It was Jackie DiMarco’s turn in the hot seat when she took part in a Reddit AMA, short for “Ask Me Anything.” DiMarco is Ford’s chief engineer for the F-150.
While she said had fun, some Reddit users weren’t thrilled with many of her answers. One posted that the entire Q & A session came across like a commercial. Others echoed that sentiment.
Ford posted a comment denying that the AMA was a commercial to promote the F-150. The auto maker said the truck has experienced good sales for an extended period, adding that the company thought Reddit users would enjoy finding out about DiMarco’s background and career.
Some users were dissatisfied because so many questions went unanswered. Responses provided were typically brief. Reddit users even suggested that some answers involving EcoBoost engine design were copy-and-paste jobs from Ford’s marketing collateral. The company responded that all DiMarco’s responses were her own.
A Reddit user asked if the engineer was surprised that GM was one up on Ford as far as comparing the fuel economy of the Silverado/Sierra V8 to that of the EcoBoost V6 on the new F-150. DiMarco offered a best-in-class comment about EcoBoost and information on the peak torque of a typical V8.
Lots of participants had questions and comments regarding diesel and the availability of smaller pickups from the auto manufacturer. DiMarco responded that Ford’s small-truck line has receded from 8 percent of 1994 industry sales to 1.9 percent in 2012. She also remarked that the F-150’s 3.7-liter V6 achieves greater fuel economy than midsize trucks that are also V6s.
The AMA did have a lighthearted side. When a user asked when levitating Fords would be for sale, DiMarco said that she had witnessed a Raptor airborne. A 6’8” user asked why he couldn’t push the seat of his F-150 back farther. DiMarco replied that Ford designs vehicles for the comfort of everybody between females in the 5th percentile to males in the 95th. She told the user he was above that number.
In mid 1994, the 7.3L Power Stroke diesel was introduced.
The Power Stroke is an electronically controlled, direct injection engine with a 4.11 in (104 mm) bore and 4.18 in (106 mm) stroke creating a displacement of 444 cu in (7.3 L). It has a 17.5:1 compression ratio, and has a dry weight of approximately 920 lb (420 kg). This engine produced up to 250 hp (190 kW) and 505 lb·ft (685 N·m) of torque in automatic trucks during the last years of production, and 275 hp (205 kW) and 520 lb·ft (705 N·m) of torque in manual trucks.
The 1994.5 to 1996/97 DI Power stroke had “single shot” HEUI (hydraulically actuated electronic unit injection) fuel injectors and ran a 15° high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors.
1994.5-1997 trucks used a cam driven fuel pump, whereas the 1999-2003 trucks used a frame rail mounted electric fuel pump. The California trucks in 1996 and 1997 had split shot fuel injectors whereas the rest of the trucks didn’t get split shots until 1999.
In 1999, an air to air intercooler was added to cool the charged air from the turbo making it more dense. The cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGTs). Eventually, the turbine housing was changed to a .84 A/R housing and a wastegate was added. With larger injectors, the HPOP was advanced to 17° to change fueling characteristics.
The 7.3 L DI Power Stroke was in production until the middle of model year 2003 when it was replaced by the 6.0L. Due to its popularity, nearly 2 million 7.3s were produced from International’s Indianapolis plant.
The 6.0 L engine was introduced midway through the 2003 model year. The 6.0L Powerstroke engine was then used by Ford trucks until 2008. The engine has a 3.74 in (95 mm) bore and 4.13 in (105 mm) stroke creating a displacement of 365 cu in (6.0 L) or 5954 cc. It utilizes a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb·ft (773 N·m) with an 18:1 compression ratio, with fuel cutoff at 4200 rpm, but having a redline of 4500 rpm only attainable with aftermarket performance programming.
Find Ford Powerstroke Parts
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You park your truck and notice leaking oil coming from the underside. Keeping calm, you pop the hood and check all the normal places where there might be a leak. Then you notice oil gathered on the high pressure oil pump (HPOP). You scratch your head and take out your wallet, knowing the plug where the oil is leaking from is non-serviceable as you wonder how much a new pump will cost.
Put Your Wallet Away And Replace The Plug
You can replace the manufacturer’s short-threaded plug with a longer threaded plug with a little time and effort. Most repair HPOP kits will give you the new plug, an O-ring and Loctite packet. Here are some easy instructions to repair your high pressure oil pump.
Step 1: Remove the pump from your vehicle so you can work on it. Lay it on a flat and stable surface with the nose down and the injector pressure regulator facing upward.
Step 2: Remove the injector pressure regulator with a 1-1/8 inch deep well socket and take out the old non-serviceable plug with a 13mm wrench. Find and remove the small plastic check ball.
Step 3: If your stock pump was made in a model year before 1996, you will not see a metal edge filter in the pump. All models from 1996 to 2003 will have the edge filter. Push the edge filter all the way inside past the pocket that holds the check ball.
Step 4: Place the check ball into the injector pressure regulator hole so it rests in the pocket. Place a small amount of Loctite on the plug.
Step 5: Use the 13mm wrench to install the new plug in the plug hole. Never over-tighten the plug as the o-ring boss thread makes contact with the metal.You’ll know that you’ve installed everything correctly when you see the plug hold the filter and check ball in place.
Step 6: Replace the injector pressure regulator and reinstall the high pressure oil pump in your vehicle.