Cylinder numbers 6.0 psd
These two designs prevent both external HP oil leaks and leakage between the HP oil and fuel passages. They now have a rail on top of the injectors under the valve cover. The injectors are no longer supplied oil through passages inside the heads. The HP oil pump reservoir in built into the block and the HP oil lines route inside the valley under the pump cover to the heads. The high pressure oil system on the 6.0 is now completely internal. The 6.0 uses a Fuel Injection Control Module that receives sensor data over a communication network from the PCM, and the FICM makes the fuel injection calculations and actuates the injectors.
#Cylinder numbers 6.0 psd driver
The PCM computer would then send commands to the Injector Driver Module for which injector to actuate and for how long. On the 7.3 the Powertrian Control Module would make fuel injection calculations based on sensor data. This reduces the noise of the injectors actuating. On the 6.0, the injectors work more like power door locks, in which the injector solenoid is powered on briefly to move a shuttle valve to the open position, then powered off briefly to return the valve to the closed position. On the 7.3 the injector solenoids would open a valve to allow HP oil into the top of the injector, and spring pressure would close the vlave. The 6.0 still uses electronically controlled high pressure engine oil to operate the injectors. What would normally be a timing cover on the front of the engine only houses the water and lube oil pumps. This positions the high pressure oil pump for the injectors at the rear of the engine, under the turbocharger. But on the 6.0, the timing gear set in on the rear of the engine. Like the 7.3, the 6.0 uses a gear to gear timing sets to drive the camshaft and high pressure oil pumps. The valve cover gaskets no longer contain circuits for the injectors and glow plugs.
The rocker carrier is aluminum, and has passages drilled through from the outside to for the glow plug and injector harnesses. This reduces the available room under the valve cover, and required having a rocker carrier bolted on top of the head. To do this, a bridge is installed between each set of two companion valves. In order to have four valves per cylinder in the heads with an in-block camshaft, it was necessary to have one rocker arm actuate two valves. The engine oil cooler is intergrated with the oil filter base and is now in the valley of the block instead of being bolted to the side. The lower oil pan is the sump and bolts to the upper oil pan. Below the bedplate is the aluminum upper oil pan assembly, which acts as a windage tray (baffle) and contains a passage to supply oil from the pickup tube to the lube oil pump-no more long pickup tube to leak and suck in air. The lower part, called the bedplate, is one piece that contains all of the lower main bearings. The main part of the block contains the cylinders and upper main bearings. The 6.0 has a cast iron cylinder block and heads, but instead of having a familiar one-piece block, the 6.0 has a split crankcase. The results are less tailpipe emission from an engine producing 325 horsepower at 3300 RPM, and 560 ft/lbs of torque at 2000 RPM. This is accomplished using more sophisticated electronics, cooled exhaust gas recirculation, catalytic converter, four valves per cylinder and an elecrtonic variable geometery turbocharger. The 6.0 is the next generation PowerSroke engine, which is designed to meet the more stringent emissions requirements for diesel engines, while not compromising performence. Volume 15 February 03: 6.0 PowerStroke and Torqshift Transmission Originally posted as Blowin' Smoke article