Comparing pickup truck engines available today.

USHorsePower.com

Ford Twin-Turbo EcoBoost, who needs a Diesel

Ford EcoBoost Engine:
EcoBoost Engine: The 3.5-liter EcoBoost™ V-6 engine, the first V-6 direct-injection twin-turbocharged engine produced in North America, makes its debut in the 2010 Lincoln MKS luxury sedan and also joins the lineup for the 2010 Ford Flex and Lincoln MKT crossover vehicles. EcoBoost is one of Ford Motor Company's key initiatives to deliver significant advancements in fuel economy of up to 20 percent without sacrificing the performance feel customers want. More....

GM CELEBRATES ONE-MILLIONTH DURAMAX DIESEL. DMAX Ltd., a joint venture between GM & Isuzu Motors Limited, was established as a diesel engine company in 1998. GM first introduced the Duramax diesel in the U.S. in 2001 model year. GM’s heavy duty diesel pickup market share has jumped nearly tenfold in the six years Duramax engines have been offered. More...

GM Plans First Light Duty V-8 Clean Diesel for North America

TONAWANDA, N.Y. – General Motors Corp. will introduce a new, state-of-the-art 4.5L V-8 Duramax turbo-diesel that improves engine fuel efficiency by 25 percent, reduces CO2 emissions by 13 percent and cuts particulates and NOx emissions by at least 90 percent for North American light duty trucks and the HUMMER H2 built after 2009. More...

2008 Ford 6.4L Power Stroke, intercooled, aftercooled, compound turbo's, common rail

2007/08 Dodge HD 3500 Cab and Chassis seen at the NFR in Vegas. You can buy a 2007 with the new 6.7L Cummins before the new emissions goes into effect in January with Ultra- low sulfur diesel. Pictures above of the new diesel and the new Aisin AS68RC 6-speed auto

GM Duramax diesel fuel filter. Primer pump on top water drain on bottom.

Dodge Cummins fuel filter. Yellow valve is water drain.

Ford 7.3L Power Stroke fuel filter has the yellow water drain on the right.

Ford 6.0L Power Stroke oil and fuel filter on top the engine. Second fuel filter in frame rail by tranny.

Fuel filter # 2 on the Ford 6.0L Power Stroke. This ones on the drivers side inside frame across from the transmission. With a hex water drain plug.

Your Truck's Weakest Link from it's Power to the Pavement

New Truck and Trailer Forum, learn all you can

The Best Air Filter for your Truck!

Get the right diesel chip for a safe way to increase power, ask for Mark and tell him "MrTruck" sent you. Click for more info on chips.

Dodge

1500 (1/2 ton) Hemi Truck Club Click

3.7L V-6 215 HP 235 Torque, replaces 3.9L V-6 4.7L V-8 240 HP 300 Torque, replaces 5.2L V-8 5.2L V-8 ( 318 cu) 5.9L V-8 (360 cu) 245 HP 335 Torque
5.7L Hemi V-8 (345 cu) compression 9.6 to 1. 345 HP 365 Torque

5.9L V-8 (360 cu) 245 HP 335 Torque
5.7L Hemi V-8 (345 cu) compression 9.6 to 1. 345 HP 365 Torque
5.9L I-6 (360 cu) Cummins diesel 235 HP 460 Torque, High-Output with 6-speed 245 HP 505 Torque
2003-High Output common rail diesel 5.9L I-6 305 HP 555 Torque with 6-speed manual only
2004.5-December production available in all 50 states. 325 horsepower and 600 lb.-ft torque.
8.0L V-10 310 HP 450 Torque, less for California
dropped in 2004
2004 Ram 1500 Limited Edition SRT-10. 8.3L V-10, 500 horsepower, 525 lb.-ft only in 6 speed manual

In top of the picture are the heater blades in Cummins diesel intake manifold

New common rail Dodge Cummins diesel electronic injector wiring

New common rail Dodge diesel cutout, the injector is top dead center on the marine piston

Dodge 350 Hemi cutout, dual spark plugs

Massive air intake on Dodge Hemi

Not something you see everyday, a Cummins diesel dragster

2004.5 Dodge Cummins "600" Turbo now has oil bath for cool down.

2004.5 Cummins marine head & bigger fan in shroud that's engine mounted.

GM, Chevy, GMC

4.3L V-6 200 HP 260 Torque 4.8L V-8 270 HP 285 Torque 5.3L V-8 (327 cu) 285 HP 325 Torque

6.0L V-8 (364 cu) 300 HP 360 Torque 8.1 L V-8 (496 cu ) 340 HP 455 Torque 6.6L V-8 ( 403 cu) Duramax diesel 300 HP 520 Torque
2004-January production 6.6L V-8 ( 403 cu) Duramax diesel 310 HP 590 Torque. NOx emissions reduced by almost 1/2. Variable vane turbo similar to the Ford 6.0L added to Duramax.

GM Duramax diesel injector solenoid wiring

Duramax diesel

Duramax 6600

Ford

F150 (1/2 ton)

4.2L V-6 202 HP 252 Torque 4.6L V-8 231 HP 293 Torque 5.4L V-8 260 HP 350 Torque
2004 F150 3-valve 5.4L V-8. 300 HP 365 Torque

New 2004 3-valve 5.4L V-8 with slide-out air filter

The CMCV flaps use computer-designed cutouts to induce turbulence in the air-fuel mixture at low engine speeds.

2004 Ford F150 variable cam timing, 50 degree range, expect to see it in all trucks. Cheap power without changing engine displacement. It's in several small car brands now.

F250-350

5.4L V-8 260 HP 350 Torque 6.8L V-10 310 HP 425 Torque 7.3L V-8 (444 cu) Navistar diesel 260 HP 525 Torque (after 1/7/02) with auto tranny, 275 HP 520 Torque with 6-speed
4-valve 6.0L V-8 Navistar diesel, (365 cu) 325 HP 560 Torque

Torq-Shift auto transmission filter

6.0L Power Stroke composite air filter

Torq-Shift auto, 5R110

EVRT variable air flow turbo

New Ford diesel, 4 valves with digital injector in the middle.

Toyota

Tundra made in Indiana and Texas.

Engines: New for 2007, the 5.7L comes only with 6-speed auto. Unusual engines with dual overhead cams and variable cam timing on both the intake and exhaust. These engine's more advanced Dual VVT-i controls valve timing and overlap on both the intake and exhaust valves, which also helps optimize power, fuel efficiency and emissions. The 2007 Tundra offers three engines. In Regular and Double Cab models, a standard 4.0-liter V6 produces 236 horsepower at 5,200 rpm and 266 lb.-ft. of peak torque at 4,000 rpm. The mid-grade option for these models – and standard for the CrewMax models – is the proven Tundra's 4.7-liter i-Force V8 producing 271 horsepower at 5,400 rpm and 313 lb.-ft. of peak torque at 3,400 rpm. The i-Force 5.7L V8 has an aluminum cylinder block and DOHC heads. The all-new 5.7-liter i-Force V8 is available in every model. The 5.7L uses a long-stroke (stroke dimension of 4.02 in. is more than the bore width of 3.70 in.). Producing 381 horsepower at 5,600 rpm, and 401 lb.-ft of peak torque at 3,600 rpm.

3.4L V-6 190 HP 220 Torque 4.7L V-8 245 HP 315 Torque

Unusual engines with dual overhead cams and variable cam timing on both the intake and exhaust. These engine's more advanced Dual VVT-i controls valve timing and overlap on both the intake and exhaust valves, which also helps optimize power, fuel efficiency and emissions. The 2007 Tundra offers three engines. In Regular and Double Cab models, a standard 4.0-liter V6 produces 236 horsepower at 5,200 rpm and 266 lb.-ft. of peak torque at 4,000 rpm. The mid-grade option for these models – and standard for the CrewMax models – is the proven Tundra's 4.7-liter i-Force V8 producing 271 horsepower at 5,400 rpm and 313 lb.-ft. of peak torque at 3,400 rpm. The i-Force 5.7L V8 has an aluminum cylinder block and DOHC heads. The all-new 5.7-liter i-Force V8 is available in every model. The 5.7L uses a long-stroke (stroke dimension of 4.02 in. is more than the bore width of 3.70 in.). Producing 381 horsepower at 5,600 rpm, and 401 lb.-ft of peak torque at 3,600 rpm.

Nissan

Titan made in Mississippi.

5.6L V-8, 5-speed automatic tranny

305 Horsepower, 379 Torque

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Superchips lets you choose your power setting. Use the medium setting to give you extra power and a firmer automatic transmission shift when pulling your trailer, then use the max setting for blowing the doors off your neighbor when you get together at the track on the weekend! Truck manufactures leave you a lot of room, for improving your trucks performance. But you want to take advantage of it without hurting your trucks life. More Power It's easy to use How much trailer will your truck pull?

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The Best Tranny Pans, Differential, and Valve Covers.

PML knows how to keep you covered! You hear me complaining about oil capacity on this website constantly. Now I found a way to add 2 or 3 more quarts of oil to your tranny and differential. The more oil, the more cooling ability, the longer your truck will stay out of the shop and on the road! Truck manufactures aren't concerned with building the most efficient vehicles. Having one feature ahead of the competition and saving their improvements for the next race is their way to keep you buying trucks often. It's up to you to give your truck the longest life. Click for more.

Now this is an Engine, of course it's a diesel

The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engines and is where some of these pictures were taken.

It is available in 6 through 14 cylinder versions, all are inline engines. These engines were designed primarily for very large container ships. Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.

The cylinder bore is just under 38" and the stroke is just over 98". Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version.

Some facts on the 14 cylinder version:

Total engine weight: 2300 tons (The crankshaft alone weighs 300 tons.)

Length: 89 feet

Height: 44 feet

Maximum power: 108,920 hp at 102 rpm

Maximum torque: 5,608,312 lb/ft at 102rpm

Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption). Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion.
For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.

Even at it's most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.

A cross section of the RTA96C:

The internals of this engine are a bit different than most automotive engines.
The top of the connecting rod is not attached directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston.
I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time.

Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide:

The crank sitting in the block (also known as a "gondola-style" bedplate). This is a 10 cylinder version.
Note the steps by each crank throw that lead down into the crankcase:

A piston & piston rod assembly. The piston is at the top. The large square plate at the bottom is where the whole assembly attaches to the crosshead:

Some pistons:

And some piston rods:

The "spikes" on the piston rods are hollow tubes that go into the holes you can see on the bottom of the pistons (left picture) and inject oil into the inside of the piston which keeps the top of the piston from overheating. Some high-performance auto engines have a similar feature where an oil squirter nozzle squirts oil onto the bottom of the piston.

The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile cast iron. Look at the size of those head studs!:

The first completed 12 cylinder engine:

This is a copy of the page produced by Todd Walke

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