2011 Ford Super Duty gets an all-new powertrain

By Bruce Smith Photos Larry Walton

Off-roaders who tow large fifth wheels, toyhaulers and cargo trailers will appreciate the increased towing capacity of the new Super Duty.

Half-ton pickups can handle most

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our pickup needs until it comes to hauling or towing larger loads. Throw your Jeep on a trailer and you're probably already up against max towing capacity and that's before you add fuel, passengers, ice chest, sand tires and tools. Even if you are careful about your light-duty pickup's tow rating and GVWR you're probably not going to like the rate it pulls hills or how it handles when loaded. A heavy-duty pickup is the way to go and none are more popular than the Ford Super Duty. Not only do you want a heavy-duty, there's no substitute for a turbo diesel. Long has the battle raged over the merits of Cummins, Duramax and PowerStroke. That's why the all-new, Ford built diesel is big news, especially to the Ford faithful. When Bruce Smith and I test drove the new 2011 Super Duty in the desert hills of Arizona we were fortunate to have along on the drive Adam Gryglak, Ford's lead diesel engineering manager. As many of you know, Ford's Power Stroke engine was previously built by Navistar/International. No longer. The all-new 6.7-liter Power Stroke V-8 turbocharged diesel was engineered, tested and built by Gryglak's team at 10 / ORA JUNE 2010 Ford. The new engine puts out 735 ft.-lb. of torque and 390 hp. All while getting better fuel economy, being B20 compatible and meeting stringent new emissions standards. "Five years ago," said Gryglak, "we started this new engine design literally with one single cylinder and worked our way out from there." This fresh start resulted in some noticeably different design features, which produced the results the team wanted in power, quietness, durability and low emissions. One of the most striking design elements is the inboard exhaust and outboard intake architecture. The cylinders were turned around so the exhaust runs down the middle of the V and the injectors are on the outside of the heads. This design reduces overall exhaust system volume, which leads to better throttle response. The reduction in exhaust system surface area also minimizes heat transfer to the engine compartment and improves NVH (noise, vibration and harshness). Other design features added to the improved NVH including new engine mounts, additional firewall sound deadening materials and five injection events per cylinder per cycle. "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 eight-hole piezo injectors are part of a high-pressure fuel system that injects fuel at more than 29,000 psi for optimum power and fuel efficiency. Fuel efficiency is also helped by the light-weight compacted graphite iron (CGI) engine block, which is stronger than cast iron. Ford has been using CGI in engine blocks in other products around the world for several years. Another power-to-weight advantage is the DualBoost turbocharger design that allows the single turbo unit to deliver the benefits of a twin-turbocharger system in a smaller, more efficient package, combining the quick response of a small turbocharger and the power-building volume of a large turbocharger in one unit. The exhaust gases that power the turbocharger are subjected to an array of technologies to comply with the 2010 federal emissions standards including the reduction of oxides of nitrogen (NOx). The exhaust aftertreatment system looks like a multi-stage rocket. The system, in fact, has multiple stages. The first stage includes a diesel

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