All-New Ford-Engineered, Ford-Tested, Ford-Built Diesel Maximizes 2011 Super Duty's...

All-New Ford-Engineered, Ford-Tested, Ford-Built Diesel Maximizes 2011 Super
Duty's Productivity
-- An all-new 6.7-liter Power Stroke(R) V-8 turbocharged diesel engine -
debuting in the 2011 Ford F-Series Super Duty(R) - will deliver significant
improvement in torque, horsepower and fuel economy, enhancing productivity and
further strengthening its position as the class leader for towing and payload

DEARBORN, Mich., Aug. 31 /PRNewswire-FirstCall/ -- A new era in Ford diesel
technology arrives with the Ford-engineered, Ford-tested and Ford-manufactured
6.7-liter Power Stroke V-8 turbocharged diesel engine.

Debuting in the next-generation F-Series Super Duty truck, the new diesel
engine will deliver significant improvements in torque, horsepower and fuel
economy while adding more fueling flexibility and easily meeting stringent new
emissions requirements.

The new diesel 6.7-liter engine also shares the Super Duty's legendary
reliability and durability while delivering best-in-class towing and payload.

"This all-new diesel engine has been so extensively tested both in the lab and
in the real world that we're confident we're giving our customers the most
reliable and productive powertrain available today," said Derrick Kuzak, group
vice president of Global Product Development. "Our Super Duty customers
demand reliability and durability in their trucks so they can deliver the best
results for their business and their customers. That's exactly what this
engine delivers."

The diesel engine team made improvements and changes throughout the engine
architecture to deliver on aggressive horsepower, torque, emissions and fuel
economy targets. The 6.7-liter Power Stroke uses an "inboard exhaust"
architecture, an automotive-industry first for a modern production diesel
engine. It combines the best of proven technology with new, patented
approaches backed by an extensive laboratory and real-world testing regimen to
assure customer satisfaction.

Benefits of the new 6.7-liter Power Stroke V-8 turbocharged diesel engine
include:
-- First use of a compacted graphite iron (CGI) engine block in a Super
Duty-class vehicle in North America; stronger than regular gray cast
iron, Ford has successfully used CGI in engine blocks in products
around
the world. The block structure was optimized for reduced weight and
maximum strength to meet the demands of higher torque and horsepower
-- Unique inboard exhaust and outboard intake architecture, an
automotive-industry first for a modern production diesel engine,
reduces
overall exhaust system volume, which leads to better throttle response
for the customer; additionally, reduced exhaust system surface area
minimizes heat transfer to the engine compartment and improves NVH
(noise, vibration, harshness)
-- The new engine architecture enables easier service work for all major
engine components, potentially reducing down time. On turbocharger
service, for example, the body/cab no longer has to be removed from
the
frame to access the turbo; also, the high-pressure fuel pump, EGR
(exhaust gas recirculation) components and thermostats are directly
accessible from the front of the vehicle
-- Honeywell's single-sequential turbocharger features an
industry-first double-sided compressor wheel mounted on a single
shaft.
The unit is uniquely center-mounted on a pedestal low in the back of
the
valley for improved NVH. This turbocharger design allows the single
unit to deliver the benefits of a twin-turbocharger system in a
smaller,
more efficient package, combining the benefits of a small turbocharger
(faster response) and a large turbocharger (ability to compress and
force more air into the engine for more power) in one unit
-- The high-pressure Bosch fuel system injects fuel at up to 30,000 psi.
The system delivers up to five injection events per cylinder per cycle
using eight-hole piezo injectors to spray fuel into the piston bowl.
The direct-injection system is calibrated and phased for optimum
power,
fuel efficiency and NVH
-- Aluminum cylinder heads for reduced weight; the mid-deck construction
with dual water jackets provides increased strength and optimal
cooling;
also, six head bolts, instead of four as found on other engines, help
improve sealing and maintain cylinder integrity even with the higher
firing pressures; overall the engine is about 160 pounds lighter

-- Compatible up to B20 fuel, allowing greener fueling options of up to
20
percent biodiesel and 80 percent petroleum diesel

"Our Super Duty customers are no-nonsense, no-compromise individuals," said
Barb Samardzich, vice president, Global Powertrain Engineering. "Those are
the attributes our team took to heart when engineering this all-new diesel
engine so we can deliver 'Built Ford Tough' capability, reliability and
enhanced productivity."

Rugged block and proven components
The capability and reliability found in the new 6.7-liter diesel engine starts
with the engine block. The new Power Stroke's block is made from compacted
graphite iron (CGI), which is about twice as strong as regular gray cast iron.
While this is the first use of a CGI block in North America in this class of
vehicle, Ford has successfully used the material in engine blocks in other
products around the world.

"Using a CGI block is the perfect solution for the new 6.7-liter Power
Stroke," said Adam Gryglak, lead 6.7-liter diesel engineering manager. "It
provides the strength necessary for the increased torque and horsepower
produced by our new engine, and it also offers significant weight savings."

The diesel engine's deep-skirted block and main bearing caps are cross-bolted
for additional stiffness and to aid NVH. The cylinder heads mirror the
engine's attributes as a whole, with lighter weight combined with increased
robustness: The cylinder heads are made of aluminum to save weight and, for
improved sealing, feature six head bolts per cylinder versus the four head
bolts found on other engines.

The cylinder heads, which feature dual water jackets, are capable of firing
pressures approaching 2,600 psi. The tall water jacket works as a manifold,
flowing high-velocity water for cooling and adding to the structural
robustness in the head to handle the higher firing pressures. Crankshaft
durability is improved through Ford's unique undercut and fillet roll
treatment to relieve stress.

The valvetrain features patented dual hydraulic lash adjustors, which improves
the performance and reliability of the valvetrain by using two pushrods per
cylinder instead of the conventional single pushrod, with individual rocker
arms. Other proven components round out the engine hardware, including
fractured-split connecting rods and a fuel system capable of generating 30,000
psi to feed the common-rail direct-injection fuel system.

The oil pan, which bolts to the transmission, also acts as a structural member
for improved powertrain stiffness and adds to Ford's legacy of virtually
bulletproof lower-engine architecture.

'Built Ford Tough' testing protocol to ensure durability
The testing protocol developed for the 6.7-liter Power Stroke V-8 turbocharged
diesel incorporates the most rigorous engine tests found in Ford globally to
ensure 250,000-mile durability. Extensive CAD (computer-aided design) and CAE
(computer-aided engineering) work was completed to identify any potential
challenges before hardware was created, which not only is time efficient but
also helps ensure quality at the outset. Further, a comprehensive examination
of warranty and quality tools was used to determine the expected failure modes
for every component and system.

Customer data, including driving styles, road types and vehicle usage (towing
and payload), also played a key role in developing the testing program that
best replicated Super Duty use.

Components were torture-tested in the laboratory with a regimen designed to
exceed what even the harshest user might dish out. Engines literally ran
continuously for hundreds of hours. Finally, a battery of in-vehicle,
real-world tests validated the work done in the laboratories. The strict
testing work also ensured the new engine is B20 compatible, which allows
customers an environmentally responsible fueling option of using blends up to
20 percent biodiesel and 80 percent petroleum diesel. Durability cycles were
run on multiple blends of diesel fuel to ensure the robustness of the system.

"These cross-functional tests give us the full spectrum of Super Duty
customers - from those who run their trucks at maximum power with a maximum
load for long periods to those who use them more in a start-stop mode," said
Ed Waszczenko, lead engine durability engineer.

All-new design for all-new engine
One of the obvious visual differences in the new 6.7-liter Power Stroke V-8
turbocharged diesel engine is the layout of the pipes. The exhaust manifolds,
for example, reside in the valley of the engine instead of outboard, while the
intake is outboard of the engine. The cylinder heads are essentially flipped
around in comparison with previous V-8 engine architectures.

This unique layout - an automotive-industry first for a modern production
diesel engine - has several advantages. First, the overall exhaust system
volume is reduced, meaning air can be fed to the single turbocharger quicker
for faster spool up and reduced lag, resulting in improved throttle response
for the customer. The improved packaging also places components that need to
be in cooler air away from hot exhaust pipes, resulting in better thermal
management and, by extension, better fuel economy.

"The physical size of the system is smaller, but more importantly, the
air-handling part of the system is considerably smaller and that translates
directly into the responsiveness of the engine," said Gryglak, noting that the
volume of the exhaust system feeding the turbocharger is smaller by about 50
percent because of the inboard architecture.

Combining two turbochargers in one package
The single-sequential turbocharger - an industry first - is key to the new
diesel engine's performance. The unit has two compressor wheels driven off
one turbine impeller. This approach combines the benefits of a single inertia
wheel - faster response without lag - with the thrust of a larger
turbocharger, with the ability to force more compressed air into the engine
for more power.

The engine's smaller exhaust volume combined with a corresponding smaller
intake volume and smaller turbocharger creates a system that is quicker to
boost, more responsive and better able to deliver horsepower and torque,
especially at the low end, when the customer demands it.

The turbocharger includes an advanced variable nozzle turbine, which enables
variable vane pitch angles, driving optimal turbine power to achieve optimal
boosting levels for all operating conditions. The single shaft ensures the
transition is seamless. The unit - compact in dimensions - is uniquely
center-mounted on a patented pedestal low in the back of the valley instead of
hung off the block, which helps balance the system and aids NVH
characteristics.

Combustion system clean and powerful
The combustion system is the heart of the new 6.7-liter Power Stroke V-8
turbocharged diesel engine and in many ways encapsulates the careful balancing
act the Ford team achieved in terms of power, fuel economy and reduced
emissions. The key factor in the next round of federal emissions standards,
which begin in 2010, is the reduction of oxides of nitrogen (NOx). To help
reduce NOx, the new Power Stroke burns cleaner, thanks to an innovative way
Ford developed to cool the exhaust gas recirculation (EGR) to efficiently
recycle the combustion gases in the system.

Ford's system runs the engine with the least amount of oxygen possible in
order to reduce NOx without degrading performance and fuel economy. Ford's
solution runs the EGR through a two-step process utilizing separate cooling
sources, something not typically seen. The end result is the EGR is brought
into the intake at a lower temperature, which means more of it can be
utilized, creating greater efficiency throughout the system.

A unique piston bowl design and the high-pressure fuel-injection equipment are
huge enablers in achieving the balance of power and lower emissions. The
system can deliver up to five injection events per cylinder per cycle, while
eight holes in the injector spray fuel into the bowl. The compressed-air
ignition unique to diesels is aided by pilot fuel injections before the piston
reaches the top, allowing the charge to heat up even hotter than what you get
under normal compression.

"Then when the main injection occurs, we can mitigate NVH because we have a
slower ignition process," said Gryglak. "When the fuel burns, it doesn't burn
with a traditional pop or bang. The direct-injection system is calibrated and
phased for optimum power, fuel efficiency and NVH."

The new 6.7-liter engine features instant-start glow plugs, allowing quick
start even in extremely cold temperatures.

Meeting new emissions standards
The new diesel engine will employ an aftertreatment system to help comply with
2010 federal regulations to reduce nitrogen-oxide levels in diesel emissions
by more than 80 percent compared with the previous standard. The Ford
aftertreatment system is a three-stage process; a key component is the use of
Diesel Exhaust Fluid (DEF).

Injection of DEF to reduce NOx is a proven technology that's been used
throughout the automotive industry. Unlike other solutions used to control
NOx, the DEF system allows the diesel engine to run at its optimum range in
terms of fuel mixture. Some systems require the engine to run richer - which
can be harmful to diesel engines - in order to control the NOx.

Step One: Cleaning and Heating - The first step in cleaning the diesel exhaust
occurs when the exhaust stream enters the Diesel Oxidation Catalyst (DOC).
The role of the DOC is twofold. First, it converts and oxidizes hydrocarbons
into water and carbon dioxide. This conversion happens at about 250 degrees
Celsius.

Second, the DOC is used to provide and promote heat, using specific engine
management strategies, into the exhaust system. Through appropriate thermal
management, this heat increases the conversion efficiency of the downstream
subsystem(s) in reducing emissions.

Step Two: Knocking Out the NOx - The next step is Selective Catalytic
Reduction (SCR). In this process, the NOx in the exhaust stream is converted
into water and inert nitrogen, which is present in the atmosphere and
harmless. Before the exhaust gas enters the SCR chamber, it is dosed with
DEF, an aqueous solution that is approximately 67.5 percent water and 32.5
percent pure urea.

When heated, the DEF splits into ammonia and carbon dioxide. These molecules
are atomized, and vaporized, then enter a mixer that resembles a corkscrew.
This twist mixer evenly distributes the ammonia within the exhaust flow. The
ammonia enters the SCR module, which contains a catalyzed substrate, and
through chemical reactions combines and converts the NOx and ammonia into the
harmless inert nitrogen and water. Dosing occurs between 200 and 500 degrees
Celsius.

Step Three: Scrubbing Away the Soot - The final part of the cleansing system
for the diesel exhaust gas involves the Diesel Particulate Filter (DPF). The
DPF traps any remaining soot, which is then periodically burned away, known as
regenerating, when sensors detect the trap is full. The regeneration process
sees temperatures in excess of 600 degrees Celsius to burn away soot.

Quieter, more refined diesel sound for improved NVH
Customers of the 6.7-liter diesel will notice a quieter, more refined sound.
Improvements to the combustion system, structural integrity of the compacted
graphite iron block and the single turbocharger mounted to the engine block
account for many of the NVH improvements.

Specific design upgrades were made to both the piston and the piston bowl to
optimize the combustion process, which features a two-stage combustion event
instead of a single-injection event, causing harsh, sudden and loud
combustion. Instead, a starter or pilot injection of fuel begins the
compression process before the main injection.

The result is smoother combustion and a more refined sound for the customer.
When at idle, two pilot injection events are used to make the firing process
even smoother and aid in quietness. The "ticking" of the high-speed injectors
also is masked by specially designed covers on the engine.

Mounting the turbocharger from the center housing directly to the block
provided several NVH advantages as well.

"When turbochargers vibrate, it can lead to other parts of the vehicle
vibrating," said Scott DeRaad, engine NVH engineer. "The exhaust system, for
example, is directly attached to the turbocharger. So when the turbocharger
vibrates a lot, the exhaust system vibrates too and that's disturbing to the
customer. Bolting the turbocharger directly to the block eliminates that
concern."

Using one turbocharger, instead of two operating in series or sequentially,
helped solve some NVH challenges as well.

"Having one turbocharger eliminates the air-handling noises - the whooshes -
as the engine switches from one turbo to the next turbo," DeRaad said. "Our
turbocharger also has ball bearings that pilot the shaft in the turbo, which
helps eliminate the potential for the shaft of the turbocharger to gyrate in
its housing, which can create noise."

Other improvements include the addition of two resonators in the intake system
as well as a third resonator near the air cleaner.

"We've been able to tune the diesel intake system to give us the sound we
wanted," DeRaad said. "It's now a nice complement to the engine."

The new diesel engine is the perfect complement to the 2011 Ford Super Duty,
delivering both capability and reliability.

"Developing the new 6.7-liter Power Stroke V-8 turbocharged diesel engine was
an awesome endeavor," Gryglak said. "After all the engineering and testing,
we're confident this engine will ensure the new Super Duty continues its
leadership in capability, reliability and productivity."

About Ford Motor Company
Ford Motor Company (NYSE: F), a global automotive industry leader based in
Dearborn, Mich., manufactures or distributes automobiles across six
continents. With about 201,000 employees and about 90 plants worldwide, the
company's automotive brands include Ford, Lincoln, Mercury and Volvo. The
company provides financial services through Ford Motor Credit Company. For
more information regarding Ford's products, please visit www.ford.com.

SOURCE Ford Motor Company

Anne Marie Gattari of Ford Motor Company, +1-313-323-7809, agattari@ford.com