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6.7L Power Stroke vs. 6.7L Cummins

Which Is Better? The Modern Marvel V-8 Or The Old-School I-6?

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Even though the design of the new 6.7L Power Stroke and Cummins are fundamentally different, the '11 model year will mark the first time two light-truck manufacturers' diesel engines will share the same displacement. This, however, is where the similarities end. With 40 percent of its hard parts carried over from the 5.9L, the 6.7L Cummins remains a tried-and-true engine platform. On the other side of the fence is the all-new, in-house built, 6.7L Power Stroke from Ford, which shares absolutely nothing with its 6.4L predecessor.

6.7L Cummins
Based on a 20-year-old, cast-iron block and head platform, the 6.7L Cummins engine has high-horsepower potential and million-mile durability on its side. And not only that, when it debuted in '07, it already met the stringent 2010 emissions standards-thanks to a much-improved combustion cycle, in which particulate matter (PM) and NOx issues were solved in-cylinder, eliminating the need for selective catalytic reduction (SCR, or urea injection). But even with its electronics and emissions-control devices, the 6.7L Cummins remains much simpler than the competitions' V-8s.

6.7L Power Stroke
Packing 390 hp and 735 lb-ft from the factory is a statement unto itself, but the new Power Stroke features a lot of firsts in the 3/4-ton and 1-ton diesel segment. For starters, its twin-inducer turbocharger, air-to-water intercooler, and reverse-flow cylinder heads are a first in this segment. However, these are only the most eye-opening nuances. Let us remind you that, for noise and durability purposes, the engine features four rocker arms and pushrods per cylinder-also a first. Only time will tell how durable this new Power Stroke will be, but it sure looks promising on paper.

6.7L Cummins
Displacement: 408 ci
Bore x Stroke (inches): 4.21 x 4.88
Configuration: Inline-six
Compression Ratio: 17.3:1
Engine Block: Deep-skirt cast-iron
Cylinder Heads: Cast-iron
Valvetrain: Four overhead valves (OHV), two rocker arms, and two pushrods per cylinder
Oil Capacity: 12 quarts
Injection System: Bosch electronic high-pressure common-rail (26,000 psi max.)
Injection Pump: Bosch CP3
Injectors: Bosch solenoid
Turbocharger: Holset single variable nozzle (VNT) exhaust housing, single inducer
Charged Air Cooling: Air-to-air
Emissions Equipment: Exhaust gas recirculation (EGR), diesel particulate filter (DPF), and in-cylinder regeneration events
Biodiesel Compatibility Rating: B20
Horsepower: 350 hp at 3,013 rpm
Torque: 650 lb-ft at 1,500 rpm
Engine Weight: 1,190 pounds

6.7L Power Stroke
Displacement: 406 ci
Bore x Stroke (inches): 3.90 x 4.25
Configuration: V-8
Compression Ratio: 16.2:1
Engine Block: Deep-skirt, compacted graphite iron (CGI)
Cylinder Heads: Aluminum, reverse-flow coolant circuit
Valvetrain: Four overhead valves (OHV), four rocker arms, and four pushrods per cylinder
Oil Capacity: 13 quarts
Injection System: Bosch electronic high-pressure common-rail (30,000 psi max.)
Injection Pump: Bosch CP4.2
Injectors: Bosch piezo
Turbocharger: Garrett single sequential (SST) with variable-geometry (VGT) exhaust housing, two compressor wheels, and two inducers
Charged Air Cooling: Air-to-water
Emissions Equipment: Exhaust gas recirculation (EGR), diesel oxidation catalyst, selective catalyst reduction (SCR) utilizing urea injection, and diesel particulate filter (DPF)
Biodiesel Compatibility Rating: B20
Horsepower: 390 hp at 2,800 rpm
Torque: 735 lb-ft at 1,600 rpm
Engine Weight: 970 pounds

SOURCES
Ford Motor Company
P.O. Box 685
Dearborn
MI  48126
800-392-3673
www.ford.com
Cummins Inc.
500 Jackson Street
Columbus
IN  47201
812-377-5000
www.cummins.com
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