Longevity of the detuned 6.7 Powerstroke

It's good to see Ford use it's medium duty engine and transmission in these commercial trucks, but it's even better that Ford moved the assembly plant to Ohio.

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I've been seeing these trucks in flat bed configuration hauling building supplies to job sites.

When I bought my Class 5 last year, the 6.7 PSD was putting out 300 hp and the 6.7 CTD was putting out 325 hp. What is interesting that they are now offering three different tunes for the Class 6 and 7 trucks. Seeing the low numbers in both Ram's and Ford's real working trucks just reaffirms to me tuners are for mall crawlers and racer boys - Not for people seeking a reliable working tool.

Most FICM issues in the 6.0 PSD were due to insufficient input power delivery due to low/weak batteries or poor contact at the connectors, although some failures were traced to ambient heat issues. EGR or oil cooler failures require replacement of both units to prevent cascading failures. What I have just written about the 6.0 has been well documented since at least 2006 and there should be no excuse for any shop to do only half the repair job resulting in repeated failures. Although there was Ford tune on the this engine, it was not their design. I doubt any of the 6.7 PSD shares components with the earlier engines.

One of my big problems on the 6.0 powerstroke has been the Fuel Injection Control Module (FICM). I went through two of them in 20,000 miles at $800 a piece. Detuning the engine doesn't do anything to help the electronics that are used to control it.

Most of the rest of the issues on my engine didn't start showing up until it was near 100,000 miles. At that point a lot of them were related to the emissions. I had a series of cascading failures after the EGR cooler got clogged. No coolant going through the cooler caused the cooler to melt allowing coolant to enter the combustion chambers and blow a head gasket. The clogged EGR cooler also prevented oil flow through the engine oil cooler.

I'm hoping that Ford has addressed these issues in their new engines.

Here is a Link to a page that describes some of the engine upgrades. The injection pump has been addressed. Somewhere I've read that the new pump has a longer stroke.

That is NOT very detuned. Most rigs in the past of that size started out with 200-225hp motors with torque in the 600-800 range. So from an HP standpoint, as noted, best in class.

That 500K mile range is on par with the T444E, B5.9/6.7, The Navistar V8 motors doing the same work etc. in class 6 and 7 rigs doing local delivery type work, school bus's etc. Reality, not a lot to brag about IMHO.

Marty

If they put a CP3 on it, that would be good news for current CP4.2 owners. There are post about converting the Duramax to CP3's.

Chris

Do you think it's still got the dreaded CP4.2? That's pretty detuned power numbers.

Thanks!

Jeremiah

Good time for RAM to enter the 6/7 class truck field! Given that they have taken over the 4/5 field they could have this area also.

Chris

SO at what point does that need to be done?

My guess is they don't have to remove the cylinder head or oil pan to replace the entire fuel system for $10,000 when the HPP **** the bed.