The Power Stroke name has been familiar to Ford fans since 1994. When it was first introduced, the 7.3-liter V-8 built by Navistar came to market in the Super Duty truck line. Later, the name was put on a 6.0-liter turbodiesel V-8, and, after a change of direction, is now on the Ford-designed and built 6.7-liter.

The Power Stroke name has appeared only on V-8 turbo-diesels, and has always been on a single engine at a time -- until now. Starting in model-year 2014, the Power Stroke goes from being one engine to being an engine family. The second Power Stroke to be sold in North America will be offered in the full-size Transit van, backed by a 6R80 six-speed automatic transmission. This marks the first time since model-year 2010 that a diesel will be available in a Ford van. (In the E-Series, the 6.0-liter V-8 put out 235 hp and 440 lb-ft.)

This I-5 has been seen in another Ford product -- the global Ranger. Although Ford hasn't released horsepower and torque numbers for the Transit engine, in the Ranger, it puts out 197 hp and 347 lb-ft of torque. The common-rail direct-injected DOHC engine has a rigid sand-cast, gray-iron block and aluminum head. It uses piezo fuel injectors; each injector nozzle has eight spray holes that can provide as many as five injections per combustion cycle. The spray pattern is different from that of the Ranger. The timing and calibration of the injection is designed to be precise, which greatly reduces diesel clatter. The pilot injection lowers noise levels, and the main injection is the one that generates power. The maximum fuel pressure is 26,100 psi, and the variable-nozzle turbocharger's maximum impeller speed is 197,800 rpm.

To bring the I-5 to North America, Ford had to make changes, some involving aftertreatment and some purely to the engine. The biggest difference is that in the Ranger, the engine didn't require the Selective Catalyst Reduction system (it uses diesel exhaust fluid) needed here. So the Transit will use a DEF tank, and the exhaust will have a DEF injection system, marking the first use of SCR in a Ford van. The DEF interval will be about the same as the oil change interval, about 7500-10,000 miles, and the DEF refill point is behind the fuel door.

In addition, Ford converted its aftertreatment system for this application. It had used separate diesel oxidation catalysts and diesel particulate filter; here, those items are integrated into one element, called the Singe Brick System, which does the work of the DOC and DPF.

The engine is different from the 3.2-liter in the global Ranger, too. Ford engineers added a bypass mode to the EGR cooler. The water-cooled valve is electrically controlled, designed to withstand drops in coolant pressure. There are also packaging changes: The throttle body and the intake were relocated and other minor differences make the engine easier to install in the Transit.

If Ford keeps the power ratings anywhere near those of the turbodiesel in the Ranger, this could be an impressive engine. The van weighs less than the E-Series, and that, plus moving to a smaller-displacement engine than the larger Power Stroke, means fuel economy could be as much as 25 percent better.

It wouldn't surprise us to see this engine go into other Ford products -- the company has already spent time and money to get the engine certified for use in America, so it would make sense to get the most out of the investment and use it in other applications.