Specification of the 6.9 L Diesel

6.9L IDI Specifications:

Manufacturer:	International Harvester
Production Years:	1983-1987 (for Ford Trucks)
Applications:	Ford F250, F350
Configuration:	V-8
Block/Head Material:	Cast iron block & heads
Displacement:	420 cubic inches, 6.9 liters
Compression:	20.7:1 (1983) 21.5:1 (1984+)
Bore:	4.00 inches
Stroke:	4.18 inches
Injection:	indirect injection (IDI), Stanadyne rotary pump
Aspiration:	naturally aspirated, non-turbo
Weight:	860 lbs. (approx)
Peak Horsepower:	170 HP @ 3,300 RPM
Peak Torque:	338 lb-ft. @ 1,400 RPM
Reputation:	Reliable, durable, powerful for time period

Additional 6.9 L Information:

• The 6.9L was bored out to 7.3L in 1987, eliminating it from the engine line-up in 1988.
• The 7.3L & 6.9L are almost completely identical in design, except that the bore of the 7.3L was increased to 4.11 inches.
• The heart of the injection system on the 6.9L was a Stanadyne DB2 rotary injection pump.
• By the time the 6.9L reached production, engineers had tested the design for a combined 52,000 hours, and racked up 815,000 miles worth of field testing.

Information on the manufacturing tests of the block

 A Successful Design

The 6.9L engine underwent extensive development and durability testing before the start of production. A total of 160 prototype and 10 pre-production engines were built for engineering tests. The test engines had accumulated a total of 52,000 laboratory durability test hours and 815,300 miles of field tests by the time Ford vehicle production began.

The laboratory tests included

* 21,000 hours at full load
* 16,500 hours at 72 percent load
* 4,500 hours of special durability tests
* 10,000 hours on pre-production engines

The 10 pre-production engines were built and tested on the dynamometer to verify the quality of the production process. Each engine was subjected to 1,000 hours (approximately 80,000 miles) at full load, with no problems occurring. In addition, pre-production engines were placed in customer fleet trucks and subjected to varied conditions, drivers, and use.

It funny how many people say this engine is the wrong one to use. Some say the early 7.3 are better , others say PSD is better, others say PSD are junk. So again, here are the links. This is what I am going by and again if I won the lottory I would put the 6BT in it. And Yes I would still keep my Bronco!!

http://www.forgottendiesels.com/6.9_ford.html
http://www.enginebuildermag.com/Article/1233/rebuilding_the_international_6973l_powerstroke_engine.aspx
http://www.dieselpowermag.com/tech/ford/0703dp_international_diesel_engine/index.html

Bring the Beast home

Here we are the next day standing in line at Pick a Part Junkyard waiting for the doors to open. I couldn’t find anyone to help me get this monster home. My wife said ask our gardener James, who has a ford pickup to help get the engine. She so smart!! And sure enough James came to the rescue!! I really felt sorry for the truck. It was low riding big time!! I quickly realized that my engine stand would never hold the weight. I went and grabbed one that would. Even a 1000 lbs stand feels the weight. I couldn’t wait to start tearing down only what is needed to be looked at. Order some Gasket sets, and some minor parts.  

Finding the Perfect Engine a Diamond

I started looking at the different engine options and realized going with the Cummins 6BT would require a lot of modification and I really did not want to spend that much time. (http://www.youtube.com/comment_servlet?all_comments=1&v=9-QNu8qRsUY) I agree the Cummins produces a lot more then my choice. I wanted an engine with very little modification to the Bronco, but give me the power of a Big Block and even more torque. Because I live in california and SMOG laws SUCK. I needed to have an option. I picked the 6.9 Liter International Diesel. This change requires very little modification and will give me 18 to 20 MPG compared to a 460 with about 8 MPG. I am adding a turbo from ATS as well. A lot of people have said the 7.3 is such a better choice, however from looking at all my research I disagree at the time. Now a few years have passed and we found the head studs suck. I am going to have to bite the bullet and buy the ARP +626 studs to replace the ARP standard studs. Throw away money and spend 2k for new ones Please read the following links and make up your own mind. This is what I am going to build

http://www.forgottendiesels.com/6.9_ford.html
http://www.enginebuildermag.com/Article/1233/rebuilding_the_international_6973l_powerstroke_engine.aspx

I found a complete engine with everything I needed at Pick a Part junkyard. I couldn’t believe it everything in one place. All I had to do is pull it out clean it up and create a new mounting bracket for the engine to frame and I am WINNING!! We pulled out the engine and the problems started. 1 didn’t realize how heavy this engine is, 820lbs of engine, 120lbs more than a big block. We got to Pick a Part late in the afternoon, so by the time we pulled they where closing. We had to leave it. I had to wait until the next day to pick it up. Look for a F250 1985 or 86 and it will be a direct fit less the engine mount change.

Goals of the build. Brakes and Engine

Now that you have an understanding of what I have to work with, here is what the goal is for this project. First Change out the Brakes!!!. The braking system on these vehicles sucks. I am going to upgrade the braking system and drop the vacuum assist and add hydraulic and add rear disks.

Convert the 351M to 6.9 Liter Diesel. I will be adding videos soon. On the engine side I want the best parts I can find. I am looking for longevity and reliability. I did not want a stinking computer that could fail. I wanted to keep the Bronco mechanically SIMPLE! lower my fuel costs improve low end performance with the ability to have freeway speeds. When I put my foot into it, I don't want to worry if something is going to fail in the engine.  Improve to overall build. Some say it will handle 40lbs boost, other say it was a mistake and the Cummings would have been a better choice for the monies. Well I want a ford product in my FORD BRONCO!

More to come

More info on my Bronco

What I have done so far to my Bronco. I have 4:10’s front and rear using Diamond Gears with Timken roller bearing in my 9” and Dana 44 front end. I am running ARB Air lockers, however the 9” kit always leaks! thanks ARB!! I am running Rancho 4” lift. I had all my gears in my NP 205 completely rebuilt with Richmond gears as well as the tranny NP435. I am running Counterforce II clutch with 35” BFG Mud Terrains. This is what I am starting with. The current running gear has 20K on it. My 351M died!! About 5 years ago. I live in California and I was waiting for the smog laws to pass up my truck. Thanks to Barbra Boxer and Diana Finestine Vast knowledge of automotive emission equipment. They stopped the clock moving for me to get that 500HP gas V8. So I left my poor Bronco sitting on the side of the house for years. I talked to a friend Craig who said hey put a diesel in it and get the HP and torque and BEST OF ALL NO SMOG---UP Yours Boxer and Finestin!! Ok now you know how I got here. I will be posting pictures and YouTube videos of the progress.

My YouTube video before I took the Bronco apart

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The beginning of my Bronco

I purchased my 1978 Ford Bronco 351M 2V Smog monster in 1987 from a tow yard in Belmont for 500.00 bucks. I started it up and drove it home. I am writing this to explain what I am doing to this and what I plan to create in the end. I will post info on the 1978 Bronco and the mod’s I have and continue to do. I will post more soon. Thank for checking in

 Thanks for taking the time to stop by my blog. Remember to hit that  Follow button so you don't miss my new posts!