6.7L Scorpion + 6R140 TorqShift - A Player? - Diesel Truck Forum - TheDieselGarage.com
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post #1 of 11 (permalink) Old 08-17-2009, 06:00 AM Thread Starter
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6.7L Scorpion + 6R140 TorqShift - A Player?

Since we're on the cusp of a new era for us Ford faithful, I thought I'd open a non-serious thread regarding this new engine and its ability to compete with the Cummins and the Duramaxes for competition HP. I know I'd like to dream while I can - if Ford is designing this motor with us in a tiny, noisy compartment in the back of their engineering brains that says COMPETITION...

We all know that the Ford faithful have never really been in the running for the BIG power (aside from a handful of 7.3Ls that still have serous reliability issues at 1000-1200 HP, something the Cummins does not). The 6.0s have some ability, but are held back by the design flaw of poor head clamping, an inefficient combustion chamber, and HUEI injectors. The 6.4L has great potential for the programmer/exhaust/intake crowd, possibly the best currently available (although the Duramaxes are in the mix here), but are held to the same design constriants of the 6.0 aside from common rail injection (major improvement - how can you have any control over split-second injection events using oil that is degrades over hours used, varying consistency, etc. - just never was a good system).

After 10 years and three different engines (and even more configurations of each), we have arrived at the dawn of a new era, even though it's at possibly the worst time for performance (EPA requirements), here is our hope for the future. No more Cummins conversions for us, we have the new answer (I hope).

From what little we know, this engine has some really good things going for it: I'm sure Ford knows that race (or pull in our case) on Sunday, sell on Monday is still alive and well for us in the diesel crowd (even though its probably only 5% of us), however a beefy design translates into a reliable long-term engine, more sales, less warranty, etc. Heck, there's four or five diesel performance mags on the shelf, they must be getting someone's attention. They obviously want the 6.0L problems behind them and start fresh. Granted, I'm not sure they have the engineering expertise to make a home run out of the box, however I hope they overbuild to cover any flaws. An example of this is the compacted graphite block, a big step forward in block stiffness/strength. I'm sure its a given that Piezo injectors will be used, another technological advantage over the competition (although the LML Duramax will be using them). The reverse heads lead me to believe cylinder head flow is a priority on this one, be it for quick spooling or fuel economy doesn't matter it will offer up advantages for the go-fast crowd. Finally we can get over the traditional International inefficiencies and start fresh (Ford has stated that they are gunning for a 3 MPG gain over the 6.4L, putting it in Duramax territory for fuel economy). 10 head bolts per side like the 6.0 and 6.4? I have a feeling we'll being seeing close to double that (18-22) just ot be safe. Now about the turbo(s), some sources say single turbo others are stating twins, either way I'm sure they will address the sluggish off-idle performance. I'm not convinced there would be enough room in the galley for twins, but on the flip side they currently have twins on the 6.4L so they may want to keep those bragging rights and not give the perception that they are "stepping back" per se (how many of those "so big even the turbo has a turbo" ads have you seen out there).

I have a suspicion that the "spy pics" of under the trucks were placed by Ford, as there is writing all over tranny about what its attached to, but in the end the 6R140 will be a top-notch transmission. Regardless of what most say, the 5R110 and 5R120 are the smoothest and heaviest-built transmissions on the market - a friend of mine has a diesel performance shop, he's been through all the trannies, he says the input and output shafts on the Torqshift are as big as many aftermarket Allison or 48RE out there, and the torque converters are also the heaviest out there stock for stock (how many Ford torque converters have you seen blown - I have not heard of one). As a background, he has been beating his 6.4 with heavy tunes, EGR delete, injector work, etc. with a STOCK tranny for 75,000 km with NO PROBS - and this is a Ford-designed product gentlemen. Just like the new engine will be...

So lets pray to the diesel Gods (and engineers) that Ford comes out with a whopper here. I don't really care if it has dual EGRs, urea, DPF, etc. etc. because after about two years on the block the aftermarket will take care of these and we can have fun. And hopefully, instead of the big dogs being Dodge Cummins and (recently) GM Duramaxes, we'll have our place in the sun.

Let the Cummins conversions rust in peace boys and hope Ford looks after us this time, they've got a heckuva opportunity here...

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post #2 of 11 (permalink) Old 08-17-2009, 10:53 PM
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agreed

mine: 1986 F250 6.9 idi

dads: 2001 F250 platinum edition 7.3 powerstroke

also 1966 MACK B53.in the process of restoring.

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post #3 of 11 (permalink) Old 08-17-2009, 11:30 PM
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post #4 of 11 (permalink) Old 08-18-2009, 12:21 AM
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Well Said,

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post #5 of 11 (permalink) Old 08-18-2009, 12:27 AM
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Quote:
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Well Said,
Yes it is...............................

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post #6 of 11 (permalink) Old 08-18-2009, 12:53 AM
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I think with the CGI block, reverse flow heads, fuel the way it is, and hopefully strengthend head bolt pattern this engine should be a monster.

Lets just say not quite stock.
Slower than some. Faster than most.
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post #7 of 11 (permalink) Old 08-18-2009, 01:12 AM
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6.7+6r140= winner

I think as long as everything works like they say, 650hp tune only...


And as a side note on the charger(s) i was explained that it has one exhaust housing with two inducers on one shaft (however that works) Ill post a link to that info...
post #17
http://powerstrokenation.com/forums/...t=30411&page=2

The trans will be rated at 1400 lb feet hince the 6r140 So thats pretty eciting, the last jump from the 4r100 to the 5r110 made a huge difference so i cant imagine what the extra 300lbft will mean for internals :evil:

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post #8 of 11 (permalink) Old 08-19-2009, 02:47 AM
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i cant wait to see what the 6.7 will do on the track just stock.

mine: 1986 F250 6.9 idi

dads: 2001 F250 platinum edition 7.3 powerstroke

also 1966 MACK B53.in the process of restoring.

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post #9 of 11 (permalink) Old 08-19-2009, 04:49 AM Thread Starter
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Agreed. Ford produced this tranny from scratch, not using any outside sources (unlike Dodge and GM for their trannies), and it was a big winner. Now Ford is doing the engine on its own, and we know that they have the ability to produce quality in-house.

Just wondering how the intake tract will be formed from the intercooler, would it just split and branch off into the (outside) intake (with all the associated crap like butterfly valves, sensors, etc.) or some other type of intake built into the heads. Should make for some interesting scenery...

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Newest: 08 King Ranch - 8" Rize, 20" Monsters, 5" straight pipe, Spartan, Alien Patrol, etc.
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post #10 of 11 (permalink) Old 08-29-2009, 12:03 PM
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I just don't think it would be a good idea to not keep the stick around for us handshaker guys. Have heard rumblings that it will go by the wayside like chevy did.

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