Who Makes Diesel Engines For Ford – The Complete History And Current
Since 2010, Ford has taken the lead by designing and manufacturing its primary heavy-duty diesel engines in-house, most notably the 6.7L Power Stroke. Before this shift, Ford relied heavily on a long-standing partnership with Navistar International, while smaller diesel units are often developed through global collaborations with companies like PSA Peugeot Citroën.
If you have ever popped the hood of a Super Duty or a Transit van, you might have wondered about the origin of that massive power plant. Understanding who makes diesel engines for ford is more than just trivia; it helps you source the right parts and understand the unique maintenance needs of your rig.
In this guide, we will peel back the layers of Ford’s engine history, from the legendary 7.3L to the modern Scorpion builds. Whether you are a weekend DIYer looking to “bulletproof” your 6.0L or an off-roader planning a diesel swap, this breakdown provides the technical clarity you need.
We will explore the evolution of these engines, the shift from outsourced manufacturing to in-house production, and which specific models carry engines from outside partners like Cummins or PSA. Let’s dive into the oily details of Ford’s diesel legacy.
Who makes diesel engines for ford today?
The short answer for modern truck owners is that Ford makes their own heavy-duty diesel engines now. Specifically, the 6.7L Power Stroke V8, which debuted in the 2011 model year, was the first large-scale diesel engine designed, engineered, and manufactured entirely by Ford.
Internally codenamed “Scorpion,” this engine marked a massive shift in Ford’s business strategy. By bringing production in-house, Ford gained total control over the quality control and integration of the engine with their own heavy-duty transmissions. This move was largely driven by the desire to avoid the reliability issues that plagued previous outsourced models.
While the 6.7L is the star of the show in North America, Ford still utilizes partnerships for smaller applications. For example, the 3.0L Power Stroke used in older F-150s was a derivative of the “Lion” engine family, which was a joint venture between Ford and PSA Peugeot Citroën. Knowing this helps DIY mechanics realize that some internal components might be shared with Land Rover or Jaguar vehicles.
The “Scorpion” 6.7L Power Stroke
The 6.7L Power Stroke is manufactured at Ford’s Chihuahua Engine Plant in Mexico. It features a unique “inboard exhaust” design where the exhaust manifolds sit in the valley of the V-engine, leading directly into a Single Sequential Turbocharger. This design reduces “turbo lag” and improves overall efficiency for heavy towing.
For the DIY mechanic, this engine is a marvel but requires specialized knowledge. The high-pressure common rail fuel system operates at incredible pressures, meaning safety is paramount when cracking open fuel lines. Always use a torque wrench and follow specific sequence patterns when working on the top end of these engines.
The 3.0L Power Stroke (Lion V6)
The 3.0L V6 diesel found in 2018-2021 F-150 models has a more international pedigree. While branded as a Power Stroke, its architecture was developed alongside European partners. This engine uses a Compacted Graphite Iron (CGI) block, which provides immense strength while keeping weight low enough for a half-ton pickup.
If you are maintaining one of these, pay close attention to the timing belt intervals. Unlike the gear-driven or chain-driven setups in larger trucks, this engine relies on a belt that requires periodic replacement to avoid catastrophic engine failure. It is a smooth, quiet engine, but it demands strict adherence to its maintenance schedule.
The Navistar International Era: A Decades-Long Partnership
You cannot talk about who makes diesel engines for ford without discussing Navistar International. From the early 1980s until 2010, Navistar (formerly International Harvester) was the sole provider of the Power Stroke diesel engines that built Ford’s reputation in the heavy-duty market.
This partnership produced some of the most iconic engines in truck history, as well as some of the most controversial. The relationship eventually soured due to warranty claims and emissions challenges, leading Ford to develop its own engines. However, millions of these Navistar-built trucks are still on the road today, requiring specific DIY care.
Navistar’s contribution started with the 6.9L and 7.3L IDI (Indirect Injection) engines. These were simple, naturally aspirated workhorses that prioritized longevity over speed. They didn’t have the sophisticated electronics of modern diesels, making them a favorite for enthusiasts who prefer mechanical simplicity.
The Legendary 7.3L Power Stroke
Often cited as the best diesel engine ever put in a Ford truck, the 7.3L Power Stroke (1994.5–2003) was a Navistar masterpiece. It introduced the HEUI (Hydraulic Electronic Unit Injector) system, which used highly pressurized engine oil to fire the fuel injectors. This is why oil quality is so critical for these specific engines.
If you own a 7.3L, your primary maintenance focus should be on the High-Pressure Oil Pump (HPOP) and the IPR valve. Using a low-quality oil filter or skipping oil changes can lead to poor injector performance or a “no-start” condition. These engines are famous for hitting 500,000 miles with basic care.
The 6.0L and 6.4L Challenges
The transition to tighter emissions standards led to the 6.0L (2003–2007) and 6.4L (2008–2010) Power Stroke engines. Both were manufactured by Navistar but faced significant hurdles. The 6.0L, in particular, became known for head stud stretching and EGR cooler failures under heavy loads.
For the DIYer, these engines represent a “project” opportunity. “Bulletproofing” a 6.0L involves replacing factory head bolts with high-strength studs and upgrading the oil cooler. While Navistar built the hardware, the integration of emissions equipment was the primary failure point, leading to the eventual split between the two companies.
Does Cummins make engines for Ford?
There is a common myth in the truck community that Ford owns Cummins or that Cummins makes the engines for the F-250 and F-350. This is incorrect. Cummins is an independent engine manufacturer, and their primary light-duty truck partnership is with Ram (formerly Dodge).
However, there is a grain of truth to the connection. When you move up into Ford’s medium-duty commercial line, such as the F-650 and F-750, you will find Cummins engines. Ford realized that commercial fleet buyers often demand the Cummins B-series engine for its standardized parts and global service network.
In these commercial chassis, Ford offers the 6.7L Cummins ISB inline-six. This is a completely different engine architecture than the Ford-made 6.7L Power Stroke V8. If you are a fleet mechanic, it is vital to distinguish between the two, as they share almost no internal components and have different diagnostic software requirements.
Why the Cummins Myth Persists
The myth persists partly because Ford was once a minority shareholder in Cummins, though they sold that stake many years ago. Additionally, many off-roaders perform “Fummins” swaps, where they drop a Cummins 12-valve or 24-valve engine into a Ford Super Duty chassis, combining the robust Ford frame with the legendary Cummins inline-six reliability.
If you are considering such a swap, you will need conversion plates and a standalone wiring harness. It is a popular path for those who want to know who makes diesel engines for ford by essentially choosing the manufacturer themselves. It is a complex DIY task, but it results in a formidable off-road machine.
Maintaining the Cummins in a Ford Chassis
For those driving an F-650 with a Cummins, maintenance is straightforward but different from the Power Stroke. The inline-six design offers much better access to the fuel system and turbocharger. You will need to familiarize yourself with Cummins-specific filters and the Fleetguard brand, which is the OEM standard for these units.
Always ensure you are using the correct DEF (Diesel Exhaust Fluid) and monitoring the DPF (Diesel Particulate Filter) regeneration cycles. Commercial engines often idle for long periods, which can lead to soot buildup. A “forced regen” using a diagnostic tool is a common task for mechanics working on these commercial Ford/Cummins hybrids.
Global Partnerships: PSA Peugeot Citroën and Ford Dagenham
Outside of the massive V8s found in American suburbs, Ford’s diesel presence is dominated by smaller, highly efficient engines. Many of these are produced at the Ford Dagenham plant in the UK, which is Ford’s global center for diesel excellence. This is where the engineering for many “Duratorq” engines takes place.
The partnership with PSA Peugeot Citroën has been one of the most successful in automotive history. Together, they developed a range of 1.4L, 1.6L, 2.0L, and 2.2L diesel engines used in everything from the Ford Focus (overseas) to the Ford Transit vans sold globally.
For American DIYers, the most relevant engine from this lineage is the 3.2L “Puma” inline-five diesel found in the Ford Transit. This engine is a workhorse for delivery fleets and van-life enthusiasts. It is a sturdy design, but like its 3.0L cousin, it requires specific attention to its complex emissions sensors and fuel filtration.
The 3.2L Power Stroke (Puma Engine)
The 3.2L five-cylinder engine is built in Struandale, South Africa, and Dagenham, England. It features a variable-geometry turbocharger (VGT) that helps the small engine move heavy van loads. Because it is an inline-five, it has a unique firing order and vibration pattern, which is balanced by a sophisticated harmonic balancer.
If you are converting a Transit for off-road use or camping, keep an eye on the EGR (Exhaust Gas Recirculation) valve. In stop-and-go traffic, these can clog with carbon. A simple DIY tip is to take the van for a “highway blast” once a week to get the exhaust temperatures high enough to burn off some of that soot naturally.
The Future: Ford’s EcoBlue Diesels
Ford is currently moving toward the “EcoBlue” line of diesel engines. These are designed to be even cleaner and more efficient, featuring a belt-in-oil design for the timing system. This reduces friction and noise but makes the choice of engine oil absolutely critical. Using the wrong oil can cause the belt to degrade prematurely, leading to engine failure.
As an expert, I recommend only using Ford-approved Motorcraft oils for these newer units. The chemical composition is specifically designed to be compatible with the internal belts. This is a prime example of how knowing who manufactured your engine dictates your garage habits.
DIY Maintenance Tips for Ford Diesel Owners
Regardless of who makes diesel engines for ford in your specific vehicle, diesel maintenance is more demanding than gasoline engines. The high compression ratios and soot production mean that your preventative maintenance schedule is your best friend. Neglect is the number one killer of these high-performance machines.
First and foremost, focus on your fuel system. Diesel fuel acts as both a power source and a lubricant for your injectors. Water is the enemy of diesel fuel systems. Most Ford trucks come with a Water-in-Fuel (WIF) sensor and a primary filter that allows you to drain collected water. Do this regularly, especially after fueling at high-volume truck stops.
Second, don’t skimp on air filters. Diesel engines are essentially giant air pumps. A clogged air filter will not only drop your MPG but also increase Exhaust Gas Temperatures (EGTs), which can eventually damage your turbocharger. Check your filter every 15,000 miles, or more often if you spend time on dusty off-road trails.
- Oil Changes: Stick to a 5,000 to 7,500-mile interval, even if the “Oil Life Monitor” says you can go longer, especially if you tow.
- Coolant Care: Modern Fords use specialized coolants (like Motorcraft Orange or Yellow). Never mix them, as it can lead to “gel” formation that clogs your oil cooler.
- Battery Health: Diesels require massive “cranking amps” to start. Always replace batteries in pairs to ensure the starter motor receives consistent voltage.
- Fuel Additives: Using a high-quality cetane booster can improve combustion and provide extra lubrication for the CP4 injection pump found in newer 6.7L engines.
Frequently Asked Questions About who makes diesel engines for ford
Does Ford still use Navistar engines?
No, Ford officially ended its engine supply agreement with Navistar in 2010. Since the 2011 model year, the heavy-duty 6.7L Power Stroke has been a Ford-designed and Ford-built product. You will only find Navistar engines in 2010 and older Ford Super Duty trucks.
Which Ford diesel engine is the most reliable?
The 7.3L Power Stroke (made by Navistar) is widely considered the most reliable due to its simple design and robust internals. However, the modern 6.7L Power Stroke (made by Ford) has proven to be extremely reliable since its 2015 “Generation 2” update, offering much higher power levels.
Where is the 6.7 Power Stroke manufactured?
The 6.7L Power Stroke V8 is manufactured at the Ford Chihuahua Engine Plant in Mexico. This facility handles the casting, machining, and assembly of the “Scorpion” engine family before they are shipped to assembly plants in Kentucky and Ohio.
Are Ford diesel engines better than Cummins?
This is a subjective debate. Cummins engines (found in Ram trucks) are known for their simple inline-six architecture and ease of maintenance. Ford’s Power Stroke V8s generally offer higher peak horsepower and a more “car-like” driving experience with faster acceleration. Both are capable of 300,000+ miles with proper care.
Why did Ford stop using the 3.0L Power Stroke in the F-150?
Ford discontinued the 3.0L diesel in the F-150 primarily due to the success of their PowerBoost Hybrid powertrains. The hybrid offered similar torque and towing capabilities with better fuel economy in city driving, leading to a decline in demand for the small diesel option.
Conclusion: Understanding Your Ford Diesel’s Roots
Knowing who makes diesel engines for ford gives you a significant advantage when it comes to long-term ownership. Whether you are rocking a classic 7.3L Navistar or a cutting-edge 6.7L Ford-built Scorpion, understanding the engineering philosophy behind your engine allows you to troubleshoot more effectively and choose the best parts.
The transition from Navistar to in-house production marked a turning point for Ford, allowing them to create a more integrated and powerful truck. Meanwhile, their global partnerships continue to provide efficient options for the Transit and international markets. Each of these engines has its quirks, but they all share a common goal: providing the massive torque needed for the toughest jobs.
As a DIYer or enthusiast, your best tool is knowledge. Keep your fluids clean, monitor your gauges, and don’t be afraid to get your hands dirty. These engines are built to work, and with the right maintenance, they will serve you for decades to come. Stay safe, keep your filters fresh, and enjoy the pull of that Power Stroke!
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