Ford’s diesel story goes back over 40 years, starting with early International Truck and Engine Corporation (ITEC) team ups and growing into today’s Power Stroke engines that produce a mind-boggling 1,200 lb-ft of torque. Join our team at Jim Burke Ford as we walk through all the key Ford diesel truck generations. You’ll discover what made each generation special and why knowing this history matters, whether you’re shopping for a truck or keeping one running strong.
Early Indirect Injection Era (1983-1993)
Our journey through Ford diesel engines by year starts in 1983 with Ford’s partnership with ITEC and the launch of the 6.9L indirect injection (IDI) engine that delivered 170 horsepower and 315 lb-ft of torque in Ford’s F-Series pickups.
The 7.3L IDI arrived between ’88 and ’93, with a wider bore, block upgrades, and redesigned heads. The ’93 turbocharged version was strengthened for boost pressures, paving the way for the Power Stroke. Collectors love these engines for their simplicity and longevity, with them often hitting 300,000 miles. Around Bakersfield, farmers and contractors trusted these workhorses through tough conditions.
7.3L Power Stroke — The Benchmark (1994-2003)
Ford’s Power Stroke history started in 1994 with a 7.3L turbo-diesel V-8 that delivered 21,000 psi through electronic direct-injection, far beyond the IDI. The hydraulically activated electronically controlled unit injector system used high-pressure oil to drive injector pistons. Cast-iron construction with forged steel rods made these engines tough, and the fact that they often exceeded 300,000 miles highlights the 7.3L Power Stroke’s reliability.
1999 updates included 140cc injectors (increased from 120cc) and air-to-air intercooling that boosted power while managing intake temps. Ford switched to powdered metal rods in 2002, although these could become a serious breaking point for engines pushed beyond 450 horsepower. The 7.3L Power Stroke was found in Ford’s F-series and Super Duty trucks that Central Valley contractors depended on during critical harvest periods.
6.0L Power Stroke — Power vs. Complexity (2003-2007)
Stricter emissions regulations prompted Ford and Navistar to develop the 6.0L Power Stroke. This made 325 horsepower and 570 lb-ft of torque using a variable-geometry turbocharger and intercooling. Although this engine produced more power, reliability issues affected this generation. Oil coolers often became plugged with manufacturing sand, causing overheating and failure. Exhaust gas recirculation (EGR) coolers clogged and cracked, and high-pressure oil pump gears developed stress cracks. Other 6.0L Power Stroke problems included sensor failures, leaky O-rings, and head gasket issues.
“Bulletproofing” became standard to enhance this engine’s performance and longevity with ARP head studs, EGR fixes, and improved oil cooling.
6.4L Power Stroke — Twin-Turbo Transition (2008-2010)
The 6.4L Power Stroke served as Ford and Navistar’s stopgap before the 6.7L. It was essentially a refined 6.0L with compound turbos, common rail fuel injection, and a new exhaust treatment that delivered 350 horsepower and 650 lb-ft of torque.
Reliability issues such as blown head gaskets, valve train failures, and cracked pistons affected this generation. Many 6.4Ls failed before 100,000 miles, leading Ford to discontinue it after three years. Though quieter than the 6.0L, poor reliability and fuel economy made ownership challenging.
6.7L Power Stroke Generations (2011-Present)
The year 2011 stands out in the history of Ford diesel engines, as it’s the first model year after the automaker parted company with Navistar and built its first in-house heavy-duty diesel. Each generation brought more power while fixing reliability issues. Properly maintained 6.7L engines regularly hit 250,000 miles — a huge improvement over the 6.4L.
Generation 1 (2011-2016)
Known as the Scorpion, Ford’s first in-house 6.7L started at 390 horsepower and 735 lb-ft of torque. Software updates increased this to 400 horsepower and 800 lb-ft of torque. The 6.7L Power Stroke’s specs were impressive. This V-8 turbo-diesel had a compacted graphite iron block, a water-to-air intercooler, a variable geometry turbocharger, instant-start, plus reliable diesel particulate filter and diesel exhaust fluid systems. Eight-hole piezo injectors fired up to five times per cycle at 30,000 psi.
In 2015 Ford added a new turbocharger and injector nozzles and improved the exhaust system, increasing the output to 440 horsepower and 860 lb-ft of torque. The engine also had 20% biodiesel capability. Early issues included turbocharger failures, sensor glitches, and fuel pump failures that contaminated fuel systems, resulting in repairs costing $10,000 or more.
Generation 2 (2017-2019)
2017 brought turbocharger tweaks that boosted torque to 925 lb-ft. By 2018, horsepower had increased to 450 and torque to 935 lb-ft, overtaking GM’s Duramax and Ram’s Cummins.
Ford refined what worked and improved on the first generation’s foundation with better reliability and more power. Used second-generation 6.7L Super Duty trucks are perfect for Bakersfield’s hauling needs, whether you’re transporting hay, equipment, or weekend RVs.
Generation 3 (2020-2022)
The third generation smashed through a barrier nobody thought possible in production trucks — 1,050 lb-ft of torque. Paired with 475 horsepower, this put Ford at the top of the diesel mountain. No other factory truck had produced over 1000 lb-ft of torque before. To handle this power, Ford increased the fuel injection pressure to 36,000 psi, upgraded the turbocharger, and strengthened internal parts. Improved cooling systems and computer tuning kept everything running right while delivering the extra power.
High Output (2023-Present)
Ford’s latest Super Duty trucks feature a high-output Power Stroke turbo-diesel that delivers 500 horsepower and 1,200 lb-ft of torque. While Ram’s Cummins has a maximum towing capacity of 36,610 pounds and GM’s Duramax manages 36,000 pounds, the Ford Super Duty with a high-output engine pulls 40,000 pounds with 6,935 pounds maximum payload.
A 15.2:1 compression ratio, high-pressure fuel injection firing eight times per cycle, advanced intercooling, and twin batteries enable this performance. Ford’s 10-speed automatic transmission with a 7.39 gear ratio spread and a 4.70:1 first gear ratio makes heavy loads manageable.
For Bakersfield farmers and contractors, this capability changes everything. From 170-horsepower IDI engines to today’s 500-horsepower, 1,200 lb-ft torque powerhouses, Ford’s diesel evolution is remarkable. As the peak of Ford’s Power Stroke history, this high-output engine currently leads the towing segment.
Honorable Mentions
Ford didn’t just stick to heavy-duty applications — in 2018, it brought diesel power to lighter trucks too with the F-150’s 3.0L Power Stroke. The 2020 model produced 250 horsepower and 440 lb-ft of torque while getting 21 mpg in the city and an impressive 29 mpg on the highway. This gave half-ton buyers diesel efficiency with enough power for most towing needs.
Though Ford discontinued the F-150 diesel after 2021, these smaller diesels showed how flexible the technology could be.
Why Ford’s Diesel Legacy Matters for Today’s Truck Buyers
With over forty years of Ford diesel truck generations, the automaker has learnt what works and continues to innovate with new, more powerful diesel engines. Want to check out the latest Ford diesel trucks for sale in Bakersfield, California? Visit our Jim Burke Ford dealership for a test-drive or to service your Ford diesel truck.
