Ford 3.0L Power Stroke Engine (Specs, Reliability & Issues)

A 3.0-liter V6 turbo diesel engine with two turbochargers and a high-pressure common rail fuel injection system powers the 3.0 Power Stroke.


This new Ford engine was introduced in 2018 as a new power unit option for top-selling Ford F-150 pickup trucks to compete with the Dodge Ram 1500's 3.0L EcoDiesel engine from FCA.


The F-150's 3.0L twin-turbocharged V6 engine was adopted from Ford's "Lion" engine lineup (also used in PSA Peugeot Citroen and Jaguar Land Rover) and re-engineered and tested in-house for the American market.


Ford 3.0L Power Stroke Engine

Design

Like the 6.7L Power Stroke, the 3.0L turbodiesel has a lightweight compressed graphite iron engine block (CGI). Because of the design's weight-saving strategy, the engine's dry weight was maintained under 500 pounds. The cylinder banks in the block are at a 60-degree angle.


The engine features a new forged steel crankshaft, new bearings, and lightweight aluminium alloy pistons for strength and lifespan.


Piston oil jets spray oil on the bottom side of each piston, lowering the piston's temperature and increasing its life. The block's bottom has a structural oil pan constructed of die-cast metal. It's more durable and has greater noise control.


The 3.0L Power Stroke has lightweight aluminium cylinder heads with four valves per cylinder, a belt-driven dual overhead camshaft (DOHC), and hydraulic lifters. The timing belt only drives the exhaust camshafts. Each exhaust camshaft is connected to the intake camshaft by a low-friction chain.


When it's cold outside, quick-start glow plugs make it simpler to start the engine. A two cylinder high-pressure fuel pump is located at the rear of the engine. It is driven by a cogged belt from the driver's side intake camshaft.


A high-pressure fuel pump generates a maximum injection pressure of 29,000 psi for the common rail direct injection system with piezoelectric fuel injectors (2000 bar). Common rail technology boosts performance and efficiency while reducing noise and vibration.


The engine received a new variable geometry turbocharger with a ball bearing design and an electronically controlled wastegate. The compressed air from the turbocharger is sent to the intake manifold through an air-to-air intercooler.


To fulfil emission requirements, a complicated exhaust aftertreatment system consists of high-pressure cooled exhaust gas recirculation (EGR), diesel particulate filter (DPF), selective catalytic reduction (SCR), and diesel exhaust fluid (DEF).


The engine works on diesel fuel with a very low sulphur content (ULSD). As a result, the 3.0L Power Stroke provides a realistic and cost-effective balance of performance and fuel economy.


Specs

  • Manufacturer: Ford Motor Company

  • Production years: 2018-present

  • Cylinder block material: Compacted graphite iron

  • Cylinder head material: Aluminium

  • Fuel type: Diesel

  • Fuel system: Common rail direct injection

  • Configuration: V

  • Number of cylinders: 6

  • Valves per cylinder: 4

  • Valvetrain layout: DOHC

  • Bore: 84.05 mm (3.31 in)

  • Stroke: 90.0 mm (3.54 in)

  • Displacement: 2,993 cc (182.7 cu in)

  • Type: Four-stroke, turbocharged

  • Compression Ratio: 16.0:1

  • Power: 250 hp (186 kW) at 3,250 rpm

  • Torque: 440 lb-ft (597 Nm) at 1,750 rpm

  • Engine weight: 501 lbs (227 kg) (with oil)

  • Firing order: 1-4-2-5-3-6

  • Engine oil weight: SAE 5W-30 API FA-4

  • Engine oil capacity: 6.2 litres (6.5 qt) - with oil filter

  • Oil change interval: 7,500 miles (12,000 km) or 12 months

  • Applications: Ford F-150


Problems & Reliability

Despite the fact that the engine is brand new for the F-150, it has a lengthy history of being used in other Ford-owned JLR vehicles. The 3.0l Power Stroke engine has a purposefully modified crankshaft and bearings.


With Ford's 3.0L diesel engines, crankshaft rupture and quick wear on crankshaft bearings were key difficulties.


A design defect, a malfunctioning oil pump, the wrong oil, or an early and incomplete oil change are all possibilities. A combination of the factors described above is most likely to blame. Ford has tried comparable components, but only time will tell whether they are successful.


The 3.0l Power Stroke is not a cost-effective option. Diesel fuel is more expensive than gasoline, particularly when DEF fluid is added to the equation, as well as the requirement for more frequent oil changes.


Despite the fact that the 3.0 Power Stroke F-150 achieves an excellent 30 mpg, the cost of ownership isn't going to save you any money. Electronic system complexity, as well as current regulations for dangerous emissions from diesel engines (most notably DPF and DEF fluid), have a significant influence on maintenance costs.

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