For it, they upped the power numbers to 390hp and 735 lb-ft of torque from a deep-skirt, compacted graphite iron block that created 406 ci of displacement. Ford fully took over the reins of the 6.7L Power Stroke, creating it in-house. The cast-iron block came from the factory putting out 350hp and 650 lb-ft of torque, with its 3.87-in bore and 4.13-in stroke creating 390 ci of displacement.

The 6.4L Power Stroke was the third, and last, Navistar-built turbo-diesel engine for Ford. The all-new V8 introduced the pickup segment to a compacted graphite iron crankcase, reverse-flow cylinder heads, water-to-air intercooling and reached the 400hp and 800 lb-ft of torque thresholds before GM and Dodge could. On the other hand, FordвЂ™s 6.7L Power Stroke was a ground-up undertaking from FoMoCo that practically reinvented the wheel in light-duty diesel enginery. Thanks to its high volume Siemens common-rail fuel system and factory-installed compound turbocharger arrangement, the Navistar-built 6.4L was a great platform for making horsepower, but it shared much of its architecture with the 6.0L that preceded it. There might not be a better way to illustrate polar opposites within the same engine lineage than by comparing the 6.4L Power Stroke with the 6.7L Power Stroke.

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