2 0 1 5 F O R D F 6 5 0 H A U L E R 325 HP Cummins 6.7L Diesel Allison 3000 Series 6. 2 0 1 5 F O R D F 6 5 0 E X T R E M E 4 X 4 P I C K U P. 2 0 1 5 F O R D F 6 5 0 E X T R E M E 4 X 2 P I C K U P. Starting at 2 0 1 5 F O R D F 6 5 0 X L T P I C K U P 88,200. 2014-2015 Ford F-650 Truck Features & Specifications.

But letвЂ™s face it while dead-on reliable, the 7.3L was noisy, laggy and underpoweredвЂ”especially by todayвЂ™s standards. With a reputation that precedes it, the 7.3L has long been known as an engine that will run forever. Ram trucks first offered a 3.0L EcoDiesel engine for the Ram 1500 in 2014.This one should be interesting! After comparing the 7.3L to the 6.0L, the 6.0L to the 6.4LВ and even the 6.4L to the 6.7L Power Stroke, itвЂ™s time to pit the two most revered Power Strokes ever built against each other: the 7.3L vs. G Green-colored engine coolant approved to Ford specification ESE-M97B44-A (Motorcraft Premium Antifreeze/Coolant)In early 2018, Ford announced it will be offering the first F-150 diesel with a Power Stroke engine, while Chevy revealed shortly after that a 3.0L Duramax diesel engine will be available for the redesigned 2019 Silverado 1500.

With specs like that, theres no limit to what you can get done in a day.To those not on the prowl for a new (or new-ish) truck, the 6.7L is a much more expensive path to owning a diesel-powered Ford. The.2015 Ford F-Series Super Duty Tow Ratings Engine with Automatic Transmission Axle Ratio GCWR (lbs.) F-250/350 SRW 4x2 F-350 DRW 4x2 F-250/350 SRW 4x4 F-350 DRW 4x4 F-250/350 SRW 4x2 F-350 DRW 4x2 F-250/350 SRW 4x4 F-350 DRW 4x4 F-250/350 SRW 4x2 F-350 DRW 4x2 F-250/350 SRW 4x4 F-350 DRW 4x4 F-450 DRW 4x42020 f250 vibration when towing Tow hooks front, two (2) Trailer Tow Package. 6.7L Power Stroke V8 Turbo Diesel. However, first-generation turbo problems and emissions-related issues are a source of common complaints.These specs are achieved with a SOHC valvetrain with roller-rocker shafts which enables a layout that optimizes airflow. ItвЂ™s powerful, responsive and has also proven more reliable than its 6.4L and 6.0L predecessors.

Additionally, the 6.7LвЂ™s heads not only feature four valves per cylinder, but four rockers and four pushrods (no valve bridges). TheyвЂ™re secured to the 6.7LвЂ™s CGI block via six 12mm diameter head bolts per cylinder. This keeps turbo efficiency high (namely responsiveness) and engine compartment heat low. Its cast-aluminum heads bring in airflow through the valve covers and expel exhaust gases into manifolds located in the lifter valley. However, the reverse-flow cylinder heads manufactured for the 6.7L (right) were a first for the diesel pickup segment. Reverse-Flow Four-Valve Cast-Aluminum HeadsCast-iron, two-valve cylinder heads utilizing six head bolts per cylinder kept the top-end of the 7.3L simple and reliable (left).

Needless to say, most of the 6.7L Power StrokeвЂ™s problems (usually with higher miles) are emissions-related. All of the components above add complexity and function in extremely harsh environments. This includes the use of exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC), diesel particulate filter (DPF, shown above) and selective catalytic reduction (SCR), which calls for the use of diesel exhaust fluid (DEF) to curb NOx emissions the EGR system canвЂ™t. However, 2010 is a long way from 1994 in terms of emission standardsвЂ”and the 6.7L Power Stroke had the book thrown at it in order to meet the NOx and particulate matter requirements implemented between 2007-2010. Born in an age when the stringent EPA standards present today werenвЂ™t even on the table (and NOx was measured in grams per mile instead of milligrams), all that was required of the 7.3L to be emissions compliant was the use of a catalytic converter. EmissionsEmissions components is one area where the 7.3L shines, definitively, over the 6.7LвЂ”primarily due to its lack of them.

CP4.2 (6.7L)No HEUI here, just diesel fuel. However, the HEUI system itself is exceptionally hard on the engine oil, with 3,000-mile change intervals being recommended amongst most end-users. Unlike the 6.7LвЂ™s fuel injection pump, the HPOP on the 7.3L is extremely reliable, rarely self-destructing in the event of a failure. The HPOP isnвЂ™t timed to either the crankshaft or the camshaft. 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 rails between 500 psi and 3,000 psi. Instead of having a fuel injection pump, the 7.3L utilizes a high-pressure oil pump (HPOP).

Low-pressure diesel fuel is supplied to the injectorвЂ™s fuel inlet (located lower in the body) by the lift pump, which maintains 45 to 65 psi depending on the application (mechanical vs. 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 7.3LвЂ™s cylinder heads) through its poppet valve near the top of the injector body. When the CP4.2 expires, itвЂ™s known to implode and send metal fragments into the injectors, as well as back to the fuel tank, and can cost as much as $10,000 in repairs. Unlike the 7.3L however, the CP4.2 must be timed with the crankshaft and camshaft and is more prone to failure (usually in the event of aeration or contaminated fuel). The twin piston pump can produce as much as 30,000 psi worth of injection pressure in the 6.7L application and is extremely efficient.

By comparison with the 7.3L, the dual pilot event capability of the piezo injectors makes it night-and-day different in the noise department. Common-Rail Piezoelectric Injector (6.7L)Firing on fuel alone, the eight-hole Bosch piezoelectric common-rail injectors in the 6.7L Power Stroke can carry out as many as five injection events per combustion event. Available in either single-shot (вЂ™94.5-вЂ97) or split-shot designs (вЂ™99-вЂ03), the 7.3L injectors are the primary reason this engine is so loud.

Surge issues are common on вЂ™99-вЂ™03 turbochargers, which is attributed to a different style compressor wheel than what was found in the вЂ™94.5-вЂ™97 turbo (and a simple wheel swap from the old turbo into the new one solves the surging issue), but each turbo is known to be reliable up to roughly 35 psi of boost. Beginning in вЂ™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. However, a non-wastegated Garrett TP38 with a 1.15 A/R exhaust housing and a divided T4 turbine inlet flange was used on вЂ™94.5-вЂ™97 engines found in F-series trucks, while a wastegated version of the TP38, fitted with a divided V-band style turbine inlet flange and a 0.84 A/R exhaust housing came mounted on early вЂ™99 mills. 7.3L Turbo: Fixed Geometry GarrettA fixed-geometry, journal bearing turbocharger with a 60mm (inducer) compressor wheel and 70mm (exducer) turbine wheel was found on all 7.3L Power Strokes. The preciseness of the pilot, main and post injection events provide for considerably quieter operation, vastly more power output and cleaner particulate matter emissions.

2015 Ford Diesel Specs