7.3L Power Stroke: Best Budget Parts

A Reliable 650 HP Without Breaking The Bank

Thanks to their overbuilt nature, diesels afford us the ability to double, and sometimes even triple, their factory horsepower rating without having to dig very far into the engine. The 7.3L Power Stroke is one such power plant, due to its relatively low horsepower potential right off the showroom floor (a ’94.5-’97 Ford typically dyno’s 160 to 170-rwhp, while a Super Duty usually lays down 190 to 210-rwhp), huge gains can be made with the right injector, turbo, and tuning combination. In fact, versions of the 7.3L graced with forged-steel connecting rods can be pushed to 500-rwhp, 550-rwhp and even 600-rwhp with relative ease.

However, there is no telling how long the stock rotating assembly or valvetrain will tolerate its newfound stress of supporting the added cylinder pressure, boost, and drive pressure that comes along with it. Some original short blocks last 100,000 miles. Others window the block in a matter of days. For those not willing to roll the dice on a stock bottom end, we’ve pieced together a comprehensive parts list in the following pages. The best part? While not cheap, it won’t bankrupt you. What it will do is cover all the bases, from the oil pan to the turbo, and allow you to enjoy a 600 to 650-rwhp recipe for the long-term.

DW-2107-BUILD-02 — Ford’s master rebuild kit was one of the best and most affordable things to ever hit the 7.3L Power Stroke market. This baby comes with everything you’ll need, from new pistons and rings (standard bore, 0.010-inch, 0.020-inch, or 0.030-inch), rod bearings, wrist pins, main bearings and a fresh main bearing seal, to head gaskets, glow plugs, and even an oil cooler. You can find a complete OEM kit for a little over $1,200 (Riff Raff Diesel stocks them for $1,247). Irate Diesel also offers overhaul kits with additional options like de-lipped piston bowls, valve pockets, 3-stage piston coating, and coated main and rod bearings.

DW-2107-BUILD-03 — It all starts with a good machine shop. The cylinders in our ’00 block had to be bored 0.030-inch over for this particular build, but much more was involved than that. All main bearing surfaces were taken through an align-hone process before the block was decked and bored on the same square fixture. In many high-horsepower builds, the final cylinder hone work is done using a torque plate, secured in place using the same head fasteners you plan to employ in the build.

DW-2107-BUILD-04 — Factory cast-aluminum pistons are proven performers in the 7.3L Power Stroke world, but they can definitely be improved upon with a little bit of machining and coating. At the very least, removing the sharp edge from the piston bowl (known as de-lipping) and ceramic coating (thermal barrier) the tops should be done to help them stand up to elevated EGT. Dry-film lubricant coatings are also commonly used on piston skirts to reduce friction. Here, a factory piston has been de-lipped, cut for valve reliefs for added valve-to-piston clearance, and treated to both ceramic coating up top and dry-film coating on the skirt.

DW-2107-BUILD-05 — If we were entertaining the prospect of making a lot more horsepower than 650, we might fork over the cash for an internally balanced crankshaft, but for our purposes sticking with a factory (externally balanced) crank fit our needs. With new connecting rods and altered factory pistons (in terms of weight) in the mix, the entire rotating assembly was balanced. The OEM main bearings that came in the Ford overhaul kit were shipped off for dry-film coating, too.

DW-2107-BUILD-06 — In addition to coating the main bearings, the camshaft and connecting rod bearings were treated to self-lubricating, dry-film coating. Beyond that, the wrist pins were sent to Ionbond, where the company’s Tribobond 40 DLC coating was employed. It will give the OEM wrist pins supplied in the Ford master overhaul kit lower friction yet superior wear resistance.

DW-2107-BUILD-07 — To secure the crankshaft as best as possible, four ARP main studs per cap will provide very affordable insurance. To be sure, crankcase girdles and bedplates are available for the 7.3L Power Stroke but can tend to blow budgets wide open. Plus, for our 650-rwhp goal (and somewhat conservative tuning) we don’t expect to see significant cap walk.

DW-2107-BUILD-08 — Prior to any machine work being performed on the block, there is a fairly affordable way to increase cylinder bore rigidity. Half-filling the block in 7.3L applications has long been commonplace. By filling 50-percent or a little more of the water jackets with concrete (usually Hard-Blok), you can cut down on cylinder wall distortion without sacrificing any streetability (i.e. no overheating to worry about).

DW-2107-BUILD-09 — Not that the 7.3L is notorious for dropping piston oil jets, but it happens enough that anyone building an engine and that has access to a MIG welder welds the tube in place. For those that aren’t handy with a welder, Riff Raff Diesel offers welded piston oil jets. For $61, added insurance doesn’t get much cheaper.

DW-2107-BUILD-10 — Even though Ford’s master overhaul kit includes a new low-pressure oil pump, with dual HPOP’s in the mix (what we’re doing) you want all the volume you can get. A Melling LPOP has long been a budget-oriented way of adding an improved pump to a 7.3L, but this is the cat’s meow. DieselSite’s high volume low-pressure oil pump employs custom cut gears, which increases flow and pressure over stock from idle to wide-open.

DW-2107-BUILD-11 — Now for the primary reason behind the build: installing stronger connecting rods. For their affordability, the company name, and the fact that we’ve seen them in multiple trucks making way more horsepower than we plan to make, Manley’s Pro I-beam rods got the nod. Made from 4340 forgings, Manley treats them to shot-peening after machining and also individually magnafluxes them. They utilize 7/16-inch ARP2000 rod bolts and retail for less than $2,400—making them one of the best budget rods in the 7.3L Power Stroke aftermarket.

DW-2107-BUILD-12 — This is often the result when owners of ’01-’03 Super Duty’s increase their 7.3L’s horsepower, the engine lives trouble-free for a few thousand miles, but then they grow bored and decide to push things even further. Whereas the forged-steel rods found in ’94.5-’00 (and select ‘01) engines typically bend when they fail, the powdered metal rods usually break off completely, potentially trashing the block.

DW-2107-BUILD-13 — An aftermarket damper works wonders for controlling torsional vibrations on a diesel engine. This unit from ATI is specifically designed for the 7.3L Power Stroke and, once fine-tuned for our application, will end up bolted to the snout of our crankshaft.

DW-2107-BUILD-14 — It can’t be understated how important a billet flex plate is on a higher horsepower 7.3L. With 1,200 or 1,300 lb-ft of torque on tap, the center section of the factory piece can be torn apart in short order. Turning to DieselSite, a company that builds its own line of E4OD and 4R100 transmissions, we’ve elected to run its billet flex plate. It’s made from high speed alloy steel, and at $495 is one of the most affordable 7.3L flex plates in the aftermarket.

DW-2107-BUILD-15 — The factory 7.3L camshaft leaves much to be desired, and over the years cam manufacturers such as Colt Cams have developed versions that are much more efficient. For its ability to improve exhaust flow, thereby lowering EGT, driving the turbo harder and providing quicker spool up, we went with the company’s Stage 2 unit. And although we did have slight valve pockets machined into our pistons, it wasn’t necessary to run this cam. It is designed to be a direct drop-in replacement for the factory camshaft.

DW-2107-BUILD-16 — A major peace of mind item for any 7.3L Power Stroke engine is welding the cam gear in place. From the factory, the cam gear is press-fit onto the camshaft. At high horsepower levels, the cam gear can be forced off of the camshaft. To keep this from happening, we TIG-welded the cam gear to the camshaft in three different places.

DW-2107-BUILD-17 — After the truck’s original heads checked out warpage and crack-free, they were resurfaced. Note: According to Ford, if warpage exceeds 0.001-inch within any 2-inch radius, it warrants a new cylinder head. Then the heads were equipped with all new valves, valve seats, and treated to a performance valve job.

DW-2107-BUILD-18 — While Comp Cams’ popular 910 valve springs are a solid upgrade in the 7.3L world, even a shimmed version of the big-block-intended spring has issues when 7.3L Power Stroke engines are producing big boost and more than 600-rwhp. Knowing this, we sprang for Irate Diesel Performance’s competition valve spring kit. The beehive springs provide a closed seat pressure of 150-lbs and come with the required retainers and locks needed to install them.

DW-2107-BUILD-19 — To ensure pushrod flex will never be an issue, a set of Stage 2, stock-length pushrods from Smith Brothers Pushrods is going in this engine. They boast a 0.120-inch wall thickness (vs. .065-inch on the Stage 1’s), and 3/8-inch 4340 chromoly tubes with 3/8-inch ball ends. They are actuated via new, factory spec Mahle hydraulic lifters.

DW-2107-BUILD-20 — Surprise surprise, ARP head studs will fasten our refreshed and upgraded heads to the block. With plans for the 7.3L Power Stroke to see approximately 55 to 60-psi of boost, OEM replacement head gaskets and ARP studs will more than suffice. When boost gets into the 70 to 75-psi realm, the need for additional combustion sealing (i.e. fire-rings) becomes a concern.

DW-2107-BUILD-21 — It’s no secret that the factory, stamped-steel rockers aren’t the stoutest valvetrain components in the 7.3L. But rather than reinvent the wheel or balloon the budget, we had a set of rocker arms cryogenically treated—a process that is estimated to make them 25 to 30-percent stronger.

DW-2107-BUILD-22 — The last thing you want to have happen with a new engine build is reuse components that can leave you stranded. This is precisely why we purchased new UVCH gaskets and harnesses. We don’t need a bad connection in an old UVCH wiring harness producing a dead cylinder once we’ve buttoned everything up. The same goes for the glow plugs. They’re relatively inexpensive to purchase and easy to install when you’re already under the valve covers.

DW-2107-BUILD-23 — Now that the foundational work has been laid, it’s time to go over the parts that will both add and support the 650-rwhp number we’re after. Instead of relying on a single high-pressure oil pump to provide enough oil volume to the injectors, we’re going to run two factory displacement, 17-degree Super Duty pumps. The twin pump arrangement will be made possible thanks to Full Force Diesel’s dual HPOP pump kit.

DW-2107-BUILD-24 — If you want to make big power with a 7.3L you have to go straight for the jugular. In 7.3L Power Stroke speak, that means starting with a sizeable hybrid injector. For us, it was a set of Unlimited Diesel Performance’s 350/200 hybrids—injectors that can easily support north of 700-rwhp with the right combination of parts. With adequate ICP (high-pressure oil) and low-pressure fuel supply, this injector can flow a maximum of 350cc’s through a 200-percent over nozzle. Better yet, the 200-percent nozzle can be tuned to yield tremendous street and drivability manners.

DW-2107-BUILD-25 — You won’t find the factory fuel bowl in the valley of our engine. Instead, our fuel filter and water separator will be located along the driver side frame rail in the form of Driven Diesel’s race fuel supply system. Packaged along with it will be a brushless Fuelab Prodigy 41401-1 lift pump, which will pull fuel from a sump in the tank. Fuel returning to the tank will be regulated as well, with the adjustable regulator being set somewhere around 65-68 psi.

DW-2107-BUILD-27 — For its build quality, fit and finish, and obvious ability to accommodate a large frame T4 turbo, Irate Diesel’s T4 turbo mounting system helps take any 7.3L to the next level. Its comprehensive kit entails a pedestal, T4 exhaust collector with stainless steel up-pipes, two-piece downpipe, 3-inch intercooler piping, a cold air intake, oil supply and drain lines, fittings, and all installation necessary hardware. We also ordered Irate’s 3-inch inlet intake plenums, which thanks to their aluminum construction won’t crush from excessive boot clamp pressure.

DW-2107-BUILD-26 — The biggest thing Irate’s T4 turbo mounting kit provides is the ability to run a BorgWarner S400 such as this. Because it’s been thoroughly proven to support 625 to 650-rwhp, our decision to run an S467.7 was easy. The turbo features BorgWarner’s forged milled 67.7mm compressor wheel (inducer), makes use of an 83mm (exducer) turbine wheel, and sports a 360-degree thrust bearing assembly for utmost durability. Given the extent of our injection system upgrades, this turbo will spool quickly yet allow for solid high rpm power thanks to its loose 1.10 A/R exhaust housing.

DW-2107-BUILD-28 — If you’re working with an old body style 7.3L (’94.5-‘97), running an intercooler isn’t a recommendation but rather a requirement. And if you’re living with a Super Duty that came with a plastic end tank intercooler, upgrading to one with aluminum end tanks is highly advised, especially for one that will see 60-psi of boost. For the budget-minded, CSF manufactures an proven intercooler with welded metal end tanks for just $241 through Summit Racing.

DW-2107-BUILD-29 — Tying everything together boils down to custom PCM tuning, and there is no shortage of outstanding calibrators in the 7.3L aftermarket. Our tuning platform of choice will be the most popular one in the 7.3L Power Stroke world: the Hydra chip from Power Hungry Performance. It allows for up to 15 files to be stored and available on-the-fly at any given time. And if you spring for the $25 USB extension cable, you’ll never have to pull the PCM to tune your truck again.

DW-2107-BUILD-30 — One final thought: any time you’re overhauling a 7.3L Power Stroke it greatly behooves you to buy a new oil pan. Especially on Super Duty versions of the 7.3L, the oil pans are notorious for rusting through—and the only way to install a new one is to pull the engine from the truck. Whether it’s an OEM oil pan (F7TZ- 6675-BBB) or an aftermarket variant such as a Moroso, they can be found for $200 to $280.

SOURCES

ARP
800.826.3045 / ARP-BOLTS.COM

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COLT CAMS
604.856.3571 / COLTCAMS.COM

DIESELSITE
888.414.3457 / DIESELSITE.COM

FULL FORCE DIESEL
615.962.8291 / SHOP.FULLFORCEDIESEL.COM

IRATE DIESEL
503.435.9599 / IRATEDIESEL.COM

MANLEY PERFORMANCE PRODUCTS
800.526.1362 / MANLEYPERFORMANCE.COM

POWER HUNGRY PERFORMANCE
687.890.1110 / POWERHUNGRYPERFORMANCE.COM

RIFF RAFF DIESEL
541.879.1052 / RIFFRAFFDIESEL.COM

STRICTLY DIESEL

623.582.4404 / STRICTLYDIESEL.COM

SUMMIT RACING
800.230.3030 / SUMMITRACING.COM

FREQUENTLY ASKED QUESTIONS

What are the considerations for towing with a modified 7.3L Power Stroke engine at 500rwhp?

Key Considerations for Towing with a Modified 7.3L Power Stroke at 500rwhp

Towing with a modified 7.3L Power Stroke engine requires careful planning and customization to ensure safety and optimal performance. Here’s what you need to consider:

Custom Tuning

Tailored Tunes: Work with an experienced tuner to develop towing tunes that match your vehicle’s specific characteristics. These might include trailer type, weight, and average travel conditions.
Power Management: Consider tunes that keep your power output in a safe range, typically around 400rwhp, to prevent excessive stress on your engine.

Engine Stress and Durability

Torque Limitations: High torque levels, like those achieved with a 500rwhp tune resulting in around 1,000 lb-ft of torque, can be risky. Such power put together with a heavy load could jeopardize the integrity of your engine, especially the stock-bottom end of a 7.3L.
Component Strength: Even if your engine uses forged rods, the demands of towing at these power levels might still push the limits of your engine’s foundational structure.

Towing Capacity and Safety

Load Management: Understand the towing capacity of your vehicle and ensure your trailer’s weight is within safe limits. Overloading can compound the stress on your modified engine.
Driving Practices: Adapt your driving habits to account for the increased power and load, paying attention to braking distances and acceleration to maintain control and safety.

Aftermarket Upgrades

Cooling Systems: Upgrade your cooling systems to manage the extra heat generated by high horsepower during towing operations.
Suspension and Brakes: Consider reinforcing your truck’s suspension and brakes to handle the additional power and weight efficiently.

Each of these factors plays a crucial role in ensuring that your 7.3L Power Stroke performs reliably and safely while towing with high horsepower. Plan and execute modifications carefully, consulting with professionals when needed to strike the right balance between performance and durability.

What is the benefit of investing in upgrades for an older 7.3L Power Stroke engine compared to buying a new truck?

Investing in upgrades for an older 7.3L Power Stroke engine offers a compelling alternative to purchasing a new truck, packed with financial and performance benefits.

Financial Savings

By upgrading rather than buying new, you could allocate $10,000 to $15,000 to enhance your existing vehicle instead of committing to monthly payments on a costly $70,000 truck. This approach frees up significant budget space, leaving room for other needs or savings.

Enhanced Performance

With the right modifications, your trusty 7.3L Power Stroke can outperform many modern trucks. Imagine adding components like advanced turbochargers, injectors, and tuning kits to increase horsepower and torque, providing a serious boost that lets you rival the latest heavy-duty models.

Longevity and Reliability

An older model customized with quality aftermarket parts can offer improved durability and reliability. Brands like Garrett, Bosch, and ARP produce components specifically designed to enhance the performance and lifespan of your engine, ensuring it remains a dependable workhorse for years to come.

Personalization

Upgrading your existing vehicle allows for personalized customization, tailoring specifics like power output and fuel efficiency to your unique preferences and requirements, unlike a standard factory model.

Environmental Considerations

Retrofitting an older engine can also be a more environmentally friendly choice. By optimizing its performance, you potentially reduce emissions and improve fuel efficiency, contributing positively to your carbon footprint.

By choosing to enhance your 7.3L Power Stroke, you gain not only superior performance but also considerable cost savings and customization, all while maintaining the reliability you’ve come to trust.

What is the current demand for performance parts for the 7.3L Power Stroke engine in 2021?

In 2021, the demand for performance parts for the iconic 7.3L Power Stroke engine remains strong. Many enthusiasts and mechanics turn to this dependable engine for its resilience and longevity.

Here’s why performance parts are still sought after:

Durability: The 7.3L Power Stroke is known for its robust design, making it a favorite among diesel enthusiasts. It’s built to last, and that reputation ensures that it remains popular.
Performance Boosts: With the right modifications, this engine can deliver impressive horsepower gains. Adding bolt-on components like upgraded turbos, exhaust systems, and air intake kits can significantly enhance its output without overly complex changes.
Return on Investment: Investing in performance parts for this engine can result in noteworthy improvements in power and efficiency, providing good value for money.

Owners looking to enhance their vehicle’s capability often find that the available aftermarket options can breathe new life into their reliable 7.3L, making this engine a powerhouse with the right upgrades.

What is the Adrenaline HPOP, and how does it support hybrid injectors?

The Adrenaline high-pressure oil pump (HPOP) is a top-tier replacement component designed specifically for optimizing the performance of diesel engines outfitted with hybrid injectors. Known in automotive circles for its high volume output, this pump surpasses standard factory models in both efficiency and reliability.

Key Features of the Adrenaline HPOP:

High Volume Capability: This pump is engineered to handle up to 285cc hybrid injectors, making it a robust solution for performance enthusiasts.
Improved Design: One of its significant upgrades includes an increased swash-plate angle of approximately 21 degrees. This is a step up from the traditional 17 degrees found in earlier models (specifically the 1999.5-2003 versions).

Benefits for Hybrid Injectors:

The enhanced design and higher capacity of the Adrenaline HPOP mean it can adequately support hybrid injectors, which require more oil volume. By doing so, it allows for better performance and power output—evidenced by its ability to support over 500 rear-wheel horsepower (rwhp) in testing environments with 238/80 hybrid configurations. This pump’s efficiency helps ensure that hybrid injectors receive the oil pressure they need to perform at optimal levels without sacrificing the pump’s reliability.

Why are bigger injectors necessary for significant horsepower gains in a 7.3L Power Stroke engine?

If you want to make big power with a 7.3L, you have to go straight for the jugular. In 7.3L Power Stroke speak, that means starting with a sizeable hybrid injector. For us, it was a set of Unlimited Diesel Performance’s 350/200 hybrids—injectors that can easily support north of 700-rwhp with the right combination of parts. With adequate ICP (high-pressure oil) and low-pressure fuel supply, this injector can flow a maximum of 350cc’s through a 200-percent over nozzle. Better yet, the 200-percent nozzle can be tuned to yield tremendous street and drivability manners.

To truly understand why bigger injectors are essential, consider the mechanics involved. A significant up-sizing of the fuel injectors is mandatory to get any kind of measurable horsepower out of a 7.3L Power Stroke. This means opting for a hybrid injector design, which combines a larger diameter plunger and barrel from an I530E Internationalengine’s injector with the factory AB-code intensifier piston. This combination allows for a substantial increase in fuel flow without the need for more high-pressure oil, meaning a single high-pressure oil pump is sufficient.

Key Advantages:

Increased Fuel Flow: The hybrid design facilitates a higher fuel flow rate, crucial for achieving significant horsepower gains.
Efficiency: Retaining the factory AB-code intensifier piston ensures enhanced efficiency, as it doesn’t demand additional high-pressure oil.
Quick Injection Rate: The combination of the injector with an 80-percent or 100-percent over nozzle results in a much quicker injection rate, translating to better performance.

By understanding both the technical enhancements and the practical benefits, it’s clear why these injectors are the go-to choice for those serious about maximizing the potential of their 7.3L Power Stroke engines.

How do stiffer valve springs and stronger pushrods benefit a high-boost 7.3L Power Stroke engine?

While Comp Cams’ popular 910 valve springs are a solid upgrade in the 7.3L world, even a shimmed version of the big-block-intended spring has issues when 7.3L Power Stroke engines are producing big boost and more than 600-rwhp. At these elevated boost levels, the intake valves can creep open, compromising engine efficiency. Even more critically, excess drive pressure can cause the exhaust valves to open during the intake stroke, which pollutes the intake charge and reduces performance.

Knowing this, we sprang for Irate Diesel Performance’s competition valve spring kit. The beehive springs provide a closed seat pressure of 150-lbs and come with the required retainers and locks needed to install them. This increased seat pressure helps keep valves securely closed under high-boost conditions, mitigating the risk of valve float and ensuring optimal engine performance.

To ensure pushrod flex will never be an issue, a set of Stage 2, stock-length pushrods from Smith Brothers Pushrodsis going in this engine. They boast a 0.120-inch wall thickness (vs. .065-inch on the Stage 1’s), and 3/8-inch 4340 chromoly tubes with 3/8-inch ball ends. The thicker chromoly construction is essential for handling the increased stress of higher horsepower applications. They are actuated via new, factory spec Mahle hydraulic lifters, maintaining the reliability and smooth operation needed for robust engine performance.

When upgrading, it’s crucial to replace valve springs one cylinder at a time, ensuring each is at TDC before beginning, and to use an overhead valve spring compressor tool. This methodical approach ensures a smooth installation process, safeguarding against potential engine damage. These enhancements collectively fortify the engine to withstand the rigors of high-boost conditions, delivering both reliability and power.

How does adding an intercooler benefit the 7.3L Power Stroke engine from ’94.5-’97?

If you’re working with an old body style 7.3L (’94.5-‘97), running an intercooler isn’t a recommendation but rather a requirement. And if you’re living with a Super Duty that came with a plastic end tank intercooler, upgrading to one with aluminum end tanks is highly advised, especially for one that will see 60-psi of boost. For the budget-minded, CSF manufactures a proven intercooler with welded metal end tanks for just $241 through Summit Racing.

Why Add an Intercooler?

Adding an intercooler to the non-intercooled ’94.5-’97 engines results in significant performance benefits. Here’s how:

Manageable EGT: By installing an intercooler, exhaust gas temperature (EGT) becomes more manageable, reducing the risk of overheating and potential engine damage.
Cooler, Denser Air: The intercooler improves air intake by cooling the air before it enters the engine heads. Cooler, denser air enhances combustion efficiency.
Increased Horsepower and Torque: This improvement in air density can lead to more horsepower and provides a noticeable bump in torque.

Investment and Durability

Priced between $250-$285, the CSF intercooler offers a cost-effective solution for those seeking performance enhancement without breaking the bank. Its welded metal end tanks are designed to handle high levels of boost, ensuring durability and reliability under demanding conditions.

Installing the intercooler in older Fords requires some fabrication work, but the payoff in performance and efficiency makes it a worthy upgrade.

What models specifically benefit from the intercooler upgrade?

Non-intercooled engines from model years ‘94.5 to ’97 particularly benefit from this budget-friendly intercooler upgrade.

What is the construction quality of the intercooler?

The intercooler features welded metal end tanks, which are designed to handle significant boost pressure, ensuring durability and performance.

What is the cost range of the intercooler?

The intercooler is available within a price range of approximately $250 to $285.

What challenges might be involved in installing an intercooler?

For older Ford models, adding an intercooler may require some fabrication work, indicating a bit of extra effort is needed for installation.

What are the performance benefits of adding an intercooler?

Installing an intercooler helps make exhaust gas temperatures more manageable and allows cooler, denser air into the engine, which can enhance efficiency, increase horsepower, and boost torque.

What role does an electric fuel system play in supporting bigger injectors in a 7.3L Power Stroke engine?

Upgrading the Fuel System for Bigger Injectors

To accommodate bigger injectors, an aftermarket fuel supply system is essential. This system often includes an electric lift pump, which plays a crucial role in maintaining optimal fuel flow and pressure. For the ’94.5-’97 engines, it’s necessary to remove the factory mechanical (cam-driven) lift pump from the valley. This change not only enhances performance but also frees up significant space under the hood, eliminating potential leak points.

For the ’99-’03 models, the upgrade involves larger fuel lines and a more robust electric lift pump, such as the Walbro GSL392. These components ensure that the hybrid injectors receive the fuel volume they require. Additionally, deleting the factory fuel filter housing allows for a cleaner, more efficient engine bay.

Comprehensive Solutions

Many all-inclusive aftermarket kits come equipped with a regulated return system. This system includes a fuel pressure regulator and gauge, enabling precise pressure control to support the demands of larger injectors. Whether you choose to piece your system together or opt for a comprehensive kit, setting the fuel pressure correctly (typically between 65-68 psi) is vital for achieving optimal performance and reliability.

What specific fuel pressure is recommended for these setups?

The recommended fuel pressure for these systems is typically in the range of 65-68 psi, ensuring optimal performance and injector support.

What components are typically included in an all-inclusive aftermarket fuel system kit?

These kits generally include a regulated return system, featuring a fuel pressure regulator and a gauge to help set and monitor the desired fuel pressure accurately.

What options are available for upgrading the fuel supply system?

You can either assemble a custom fuel system yourself, which might save some money, or opt for a comprehensive aftermarket kit that includes all necessary components.

What are the benefits of deleting the factory fuel filter housing?

Removing the factory fuel filter housing creates more space under the hood and eliminates a common leak point, making maintenance easier and enhancing reliability.

What are the differences in fuel system requirements between different model years of the 7.3L Power Stroke engine?

For the ’94.5-’97 engines, the factory mechanical lift pump needs to be removed. The later models, from ’99-’03, require larger fuel lines and a more robust electric lift pump to handle hybrid injectors.

Why is the 7.3L Power Stroke engine considered reliable for performance upgrades?

In fact, versions of the 7.3L graced with forged-steel connecting rods can be pushed to 500-rwhp, 550-rwhp, and even 600-rwhp with relative ease. This engine’s reputation for reliability stems from its construction and resilience, allowing it to handle significant horsepower increases without sacrificing drivability or longevity.

Why the 7.3L Power Stroke is Ideal for Performance Upgrades

Inherent Durability: Known for their endurance, these engines can handle substantial modifications and still last for ages.
Cost-Effectiveness: Achieving a solid return on investment is feasible with simple bolt-on, top-end parts.
Drivability and Longevity: Even with impressive power boosts, the 7.3L retains its smooth performance and long-term reliability.

This combination of reliability and performance potential makes the 7.3L Power Stroke a favorite among enthusiasts looking to maximize power without extensive engine modifications.

What is the financial aspect of upgrading this engine?

Upgrades deliver a substantial return on investment, indicating that the financial outlay for enhancements is justified by the performance improvements achieved.

What level of modification is required to achieve performance gains?

Performance gains can be realized through relatively simple modifications using easily attachable, high-quality parts that enhance the engine’s capabilities.

How does the engine handle performance upgrades without compromising longevity?

The engine can achieve significant horsepower increases while maintaining its drivability and lifespan, thanks to its strong foundational design.

Why is the engine considered durable?

The engine is renowned for its robust construction, which contributes to its longevity and reliability, making it a popular choice for those seeking a long-lasting powerplant.

Which years of the 7.3L Power Stroke engine are suitable for the discussed performance upgrades?

Whereas the forged-steel rods found in ’94.5-’00 (and select ‘01) engines typically bend when they fail, the powdered metal rods usually break off completely, potentially trashing the block. For those considering performance upgrades, it’s crucial to note that these recommendations apply primarily to the ’94.5-’00 engines and select ’01-’02 models, specifically those equipped from the factory with forged-steel connecting rods.

Most 7.3L engines produced after ’00 were assembled with weaker powdered-metal connecting rods. These rods are generally believed to be on the brink when pushed beyond 400rwhp and 800 lb-ft of torque, making them less ideal for high-performance applications.

Choosing the right engine year and configuration can mean the difference between a robust upgrade and a catastrophic failure.

Up to what power levels are the later models considered inadequate?

Engines with powdered-metal connecting rods are generally considered inadequate for handling power levels beyond 400 rear-wheel horsepower (rwhp) and 800 lb-ft of torque.

Why are later models not recommended for performance upgrades?

Later models, specifically those produced after ’00, are generally not recommended for performance upgrades because they were often assembled with weaker powdered-metal connecting rods.

What is the key component that determines suitability for performance upgrades?

The presence of forged-steel connecting rods is the key component that determines an engine’s suitability for performance upgrades.

Which specific years are suitable for performance upgrades?

Engines from the years ’94.5-’00, along with select models from ’01-’02, are suitable for performance upgrades.

What is a T4 turbo system, and why is it recommended for achieving 500rwhp on a 7.3L Power Stroke?

For its build quality, fit and finish, and obvious ability to accommodate a large frame T4 turbo, Irate Diesel’s T4 turbo mounting system helps take any 7.3L to the next level. Its comprehensive kit entails a pedestal, T4 exhaust collector with stainless steel up-pipes, two-piece downpipe, 3-inch intercooler piping, a cold air intake, oil supply and drain lines, fittings, and all installation necessary hardware. We also ordered Irate’s 3-inch inlet intake plenums, which thanks to their aluminum construction won’t crush from excessive boot clamp pressure.

The path to 500rwhp on a 7.3L Power Stroke gets complicated quickly when you begin to compare the different turbo systems used between the ’94.5-’97, early ’99 and ’99.5-’03 engines. So, we’ll cut right to the chase: a T4 turbo system is an essential upgrade for achieving this power level. It replaces the factory V-band turbine inlet arrangement, opening the door to running popular BorgWarner S300, S400, or T4 Garrett turbochargers, the same ones favored by Cummins and Duramax enthusiasts.

For 500 to 550rwhp, options like the T4 S366 SX-E or S369 SX-E are excellent choices. These turbochargers provide the necessary airflow for significant power gains. The T4 system not only enhances performance but ensures compatibility with larger compressor housings, as it raises the turbo to clear the driver side valve cover on older models, like the ’94.5-’97 engines.

In essence, investing in a T4 turbo system is a strategic move for those looking to maximize their 7.3L Power Stroke’s potential, ensuring a robust and adaptable setup for future upgrades.

How Does the T4 System Improve Over Stock Configurations?

The T4 System improves over stock configurations by eliminating restrictive factory components and allowing for larger turbochargers. This upgrade enhances airflow and boosts engine performance by replacing the original turbine and exhaust setups with more efficient alternatives.

What are the Turbocharger Options for Reaching 500 to 550rwhp?

For achieving 500 to 550rwhp, recommended turbocharger options include models like the T4 S366 SX-E or S369 SX-E. These models are popular choices due to their performance capabilities and compatibility with the T4 Turbo System.

Why is a T4 Turbo System Recommended for Achieving 500rwhp?

The T4 Turbo System is recommended because it simplifies the process of reaching 500rwhp by allowing the installation of more robust and efficient turbochargers. This upgrade addresses the limitations of the stock turbo setup and enables significant horsepower gains.

What is a T4 Turbo System?

A T4 Turbo System is an aftermarket setup designed to replace the original turbo configuration in 7.3L Power Stroke engines. It allows for the installation of larger turbochargers by modifying the engine’s turbo mounting and exhaust pathways, which improves overall performance potential.

What is the Hydra Chip, and how does it contribute to achieving 500rwhp in a 7.3L Power Stroke engine?

Surprise surprise, ARP head studs will fasten our refreshed and upgraded heads to the block. With plans for the 7.3L Power Stroke to see approximately 55 to 60-psi of boost, OEM replacement head gaskets and ARP studs will more than suffice. When boost gets into the 70 to 75-psi realm, the need for additional combustion sealing (i.e., fire-rings) becomes a concern. It’s no secret that the factory, stamped-steel rockers aren’t the stoutest valvetrain components in the 7.3L. But rather than reinvent the wheel or balloon the budget, we had a set of rocker arms cryogenically treated—a process that is estimated to make them 25 to 30-percent stronger.

The last thing you want to have happen with a new engine build is reuse components that can leave you stranded. This is precisely why we purchased new UVCH gaskets and harnesses. We don’t need a bad connection in an old UVCH wiring harness producing a dead cylinder once we’ve buttoned everything up. The same goes for the glow plugs. They’re relatively inexpensive to purchase and easy to install when you’re already under the valve covers. Now that the foundational work has been laid, it’s time to go over the parts that will both add and support the 650-rwhp number we’re after.

Instead of relying on a single high-pressure oil pump to provide enough oil volume to the injectors, we’re going to run two factory displacement, 17-degree Super Duty pumps. The twin pump arrangement will be made possible thanks to Full Force Diesel’s dual HPOP pump kit. If you want to make big power with a 7.3L you have to go straight for the jugular. In 7.3L Power Stroke speak, that means starting with a sizeable hybrid injector. For us, it was a set of Unlimited Diesel Performance’s 350/200 hybrids—injectors that can easily support north of 700-rwhp with the right combination of parts. With adequate ICP (high-pressure oil) and low-pressure fuel supply, this injector can flow a maximum of 350cc’s through a 200-percent over nozzle. Better yet, the 200-percent nozzle can be tuned to yield tremendous street and drivability manners.

You won’t find the factory fuel bowl in the valley of our engine. Instead, our fuel filter and water separator will be located along the driver side frame rail in the form of Driven Diesel’s race fuel supply system. Packaged along with it will be a brushless Fuelab Prodigy 41401-1 lift pump, which will pull fuel from a sump in the tank. Fuel returning to the tank will be regulated as well, with the adjustable regulator being set somewhere around 65-68 psi. For its build quality, fit and finish, and obvious ability to accommodate a large frame T4 turbo, Irate Diesel’s T4 turbo mounting system helps take any 7.3L to the next level. Its comprehensive kit entails a pedestal, T4 exhaust collector with stainless steel up-pipes, two-piece downpipe, 3-inch intercooler piping, a cold air intake, oil supply and drain lines, fittings, and all installation necessary hardware. We also ordered Irate’s 3-inch inlet intake plenums, which thanks to their aluminum construction won’t crush from excessive boot clamp pressure.

The biggest thing Irate’s T4 turbo mounting kit provides is the ability to run a BorgWarner S400 such as this. Because it’s been thoroughly proven to support 625 to 650-rwhp, our decision to run an S467.7 was easy. The turbo features BorgWarner’s forged milled 67.7mm compressor wheel (inducer), makes use of an 83mm (exducer) turbine wheel, and sports a 360-degree thrust bearing assembly for utmost durability. Given the extent of our injection system upgrades, this turbo will spool quickly yet allow for solid high rpm power thanks to its loose 1.10 A/R exhaust housing. If you’re working with an old body style 7.3L (’94.5-‘97), running an intercooler isn’t a recommendation but rather a requirement. And if you’re living with a Super Duty that came with a plastic end tank intercooler, upgrading to one with aluminum end tanks is highly advised, especially for one that will see 60-psi of boost. For the budget-minded, CSF manufactures a proven intercooler with welded metal end tanks for just $241 through Summit Racing.

Tying everything together boils down to custom PCM tuning, and there is no shortage of outstanding calibrators in the 7.3L aftermarket. Our tuning platform of choice will be the most popular one in the 7.3L Power Stroke world: the Hydra chip from Power Hungry Performance. It allows for up to 15 files to be stored and available on-the-fly at any given time. And if you spring for the $25 USB extension cable, you’ll never have to pull the PCM to tune your truck again.

Hydra Chip: The Tuning Marvel

Achieving 500rwhp in a 7.3L Power Stroke engine isn’t just about hardware; it demands precise control over the engine’s parameters. This is where the Hydra Chip shines. As the industry standard, it offers custom tuners the flexibility to craft up to 15 unique files accessible instantly via a digital display, making it an indispensable tool for both performance and drivability.

Ease of Retuning: With the optional USB extension, retuning is a breeze, eliminating the need to remove the PCM—a small investment for significant convenience.
Safety and Customization: The chip’s ability to switch between tunes ensures you can keep power levels safe, particularly when towing. Develop lower-power tow tunes to protect the engine’s internals, especially when dealing with heavy loads.

One final thought: any time you’re overhauling a 7.3L Power Stroke it greatly behooves you to buy a new oil pan. Especially on Super Duty versions of the 7.3L, the oil pans are notorious for rusting through—and the only way to install a new one is to pull the engine from the truck. Whether it’s an OEM oil pan (F7TZ-6675-BBB) or an aftermarket variant such as a Moroso, they can be found for $200 to $280.

Why are ARP head studs necessary for a 7.3L Power Stroke with increased boost levels?

Why ARP Head Studs Are Essential

When you start pushing the boost levels on a 7.3L Power Stroke, the stakes get higher. Stock engines typically handle 15-17 psi, but with modifications, you’ll easily surpass 40 psi. This increase can stretch factory head bolts, risking a blown head gasket.

The Solution: ARP Head Studs

Strength and Reliability: ARP head studs provide the strength necessary to prevent cylinder head movement. They’re designed to maintain a tight seal, even as boost climbs.
Ease of Installation: One major advantage is that you don’t need to remove the heads to install them. This makes upgrading straightforward and less labor-intensive.

Handling Increased Boost Levels

ARP studs bolster the engine’s ability to handle up to 75-psi of boost without compromising the factory head gaskets. This capability is crucial if you plan on pushing your engine to its limits. However, once you approach the 70 to 75-psi range, you’ll need to consider additional combustion sealing solutions, such as fire-rings.

In summary, ARP head studs are not just a precaution but a necessity for anyone looking to maximize performance safely. They ensure your 7.3L can handle the power you demand without risking catastrophic failures.