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2011 SUPER DUTY
All-New 6.7 Power Stroke® V8 Turbo Diesel
The F-350 is Ford's Super Duty full-sized single rear-wheel (SRW) or dual
rear-wheel (DRW) truck. The F-350 manages to mix innovation, comfort, and style
into a competitive vehicle that has impressive torque ratings, towing
capacities, and payloads.
The redesigned 2011 F-350 is available as a 4x2 or a 4x4, has three different
cab configurations, and has three trims available. The rugged and reliable XL,
the well equipped XLT, and the luxurious Lariat. Two new engine choices include
a standard 6.2-liter 385-hp Triton V8 with 405 lb.-ft. of torque or the optional
and innovative 6.7-liter turbo 390-hp V8 Powerstroke diesel with 735 lb.-ft. of
torque. Both engines are mated to a new TorqShift six-speed automatic
transmission with SelectShift and a Tow/Haul mode. The F-350 offers amenities
such as a supplemental cab heater, a reverse camera system, upfitter switches, a
navigation system, a remote start system, satellite radio, SYNC, a rear folding
tailgate step and a trailer brake controller. Also, the unique Ford Work
Solution options provide innovative solutions for trucks used in the work place.
For 2011, the Ford F-350 adds traction control, a hill launch assist feature,
side curtain airbags, a redesigned instrument panel offering more information, a
tilt and telescoping steering wheel and trailer sway control.
2011 FORD F-SERIES SUPER DUTY POWER STROKE DIESEL IS CLEANEST EVER; FUEL
ECONOMY GREATLY IMPROVED
By Staff Report
- The all-new 2011 Ford F-Series Super Duty features all-new diesel and gas
powertrains that deliver best-in-class torque and horsepower as well as
class-leading fuel economy
- The Ford F-Series Super Duty equipped with the 6.7-liter Power Stroke® V-8
turbocharged diesel engine averages an 18 percent improvement for pickup models
and up to 25 percent improvement for chassis cabs versus 2010 models. Trucks
equipped with new base 6.2-liter V-8 gas engine average a 15 percent improvement
versus 2010 models
- The new diesel engine is B20 biodiesel compatible and the new gas engine is E85
compatible, providing customers a wide range of fueling options
- Best-in-class fuel economy and class-leading capability – towing of 26,400
pounds and a 6,520-pound payload – is due largely to the all-new 6R140
heavy-duty TorqShift® six-speed automatic transmission, providing more than half
the overall improved fuel economy
ST. LOUIS, March 9, 2010 – The all-new 2011 Ford F-Series Super Duty delivers
best-in-class torque, horsepower, towing and payload capability – and does it
all more efficiently, resulting in less fuel usage and extended maintenance
intervals that can translate directly into bottom-line savings for customers.
"The 2011 Super Duty is not only the most powerful, most capable and
fuel-efficient heavy-duty pickup truck on the road, it performs the tough jobs
with even more efficiency than ever before," said Doug Scott, truck group
marketing manager. "Customers can be confident that Super Duty's class-leading
capability comes with Ford's 'and solution' of best-in-class fuel economy."
All-new diesel and gas engine powertrains are the backbone of the 2011 Super
Duty's best-in-class towing (26,400 pounds for F-550 chassis cab with
fifth-wheel hitch) and payload capability (6,520 pounds for F-350 dual
rear-wheel pickup). The Ford-designed, Ford-engineered and Ford-built 6.7-liter
Power Stroke V-8 turbocharged diesel engine produces best-in-class 735 ft.-lb.
of torque at 1,600 rpm and best-in-class 390 horsepower at 2,800 rpm. The new
engine is compatible up to B20 biodiesel fuel as well.
The new 6.2-liter V-8 gasoline engine also boasts best-in-class numbers of 405
ft.-lb. of torque at 4,500 rpm and 385 horsepower at 5,500 rpm. The new engine
is E85 compatible.
Mated to each engine is the all-new 6R140 heavy-duty TorqShift six-speed
automatic transmission. The added feature content and overall efficiency of the
transmission are the main reasons for the improved fuel economy. The all-new
2011 Ford F-Series Super Duty equipped with the 6.7-liter Power Stroke diesel
averages an 18 percent improvement for pickup models and up to 25 percent
improvement for chassis cabs versus 2010 models. Trucks equipped with new base
6.2-liter V-8 gas engine average a 15 percent improvement versus 2010 models.
"The new transmission is a 'clean-sheet' design, developed specifically to
handle the significantly increased torque produced by the new diesel engine and
the higher rotational speeds produced by the new gas engine, and to deliver the
power to the wheels seamlessly and efficiently for heavy-duty truck customers,"
said Al Bruck, transmission engineering manager. "Each system and component was
scrutinized to deliver optimum performance."
Here's a closer look at what was achieved and the benefits to the customer:
- Gearing and double-overdrive: The 6R140 transmission has a
ratio span of about 5.9, which is quite a bit wider than competitors. This wider
span means the transmission has a deeper first gear that allows customers to get
the load moving quicker, and a tall overdrive ratio for good highway efficiency.
While the gearing itself is important, the key to overall efficiency is matching
that gearing to the correct axle. With the diesel engine, up to four axle ratios
are available on the pickups – 3.31, 3.55, 3.73 and 4.30. Matching up the
gearing with the right axles means better overall efficiency.
– Customer fuel economy benefit: The double-overdrive gear
means even if a customer gets a downshift on the highway, the transmission
remains in overdrive. Also, the F-450 pickup went from a 4.88 axle to a 4.30
axle at launch for the 2011 model mated to the wide ratio span of the
transmission. This and other optimizations mean the F-450 now has about a 30
percent improvement in fuel economy.
- Optimized pumping pressure: A certain amount of pressure is
required to hold the clutches together so they don't slip. The trick is to have
the right amount of pressure to do the job. Too much pressure wastes fuel. The
solution is to optimize the size of the pump and precisely control the pressure
for all operating conditions.
– Customer fuel economy benefit: At highway speeds, for
example, the line pressure is reduced, which helps save fuel. The system
maintains the right amount of pressure for any given speed range. The less
energy needed for internal pump pressure means less fuel used.
Lighter, more efficient than competition
The 6R140 transmission is about 25 pounds lighter than those of competitors. The
new engines are lighter than the outgoing products as well, which altogether
means much more efficient power flow on a pound-for-pound basis. The 6R140 also
has a 150,000-mile fluid change interval, which is 2½ times greater than the
outgoing product. A patent-pending high-efficiency dual-media filter is the main
reason for the extended maintenance interval, which is another savings for
Cleanest Power Stroke ever
The new 6.7-liter Power Stroke V-8 turbocharged diesel employs an aftertreatment
system to help comply with 2010 federal regulations to reduce NOx 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 strategies 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.
The aftertreatment system works like this:
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
subsystems in reducing emissions.
Step Two: Knocking Out the NOx – The next step in the
process is what's known as 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
This industry-proven technology ensures that the new 6.7-liter diesel is the
cleanest Power Stroke ever, as well as the most fuel-efficient.
"Having this diesel designed in-house at Ford meant we were able to work on
optimizations and refinements right from the start," said Tim Ogilvie, vehicle
energy supervisor. "We're able to deliver to customers a more refined, more
fuel-efficient Super Duty, with class-leading torque and horsepower and the
class-leading capability they demand."