What Makes the 7.3L Power Stroke So Great...

What Makes the 7.3L Power Stroke So Great…

And the Aftermarket Parts That Make it Even Better

It possesses the largest displacement in the diesel truck segment, the biggest bore of any V-8 diesel, and the second longest stroke of any V-8 oil-burner ever offered. It’s the 7.3L, the venerable O.G. of the Power Stroke nameplate and the first diesel power plant to reach 500 lb-ft of torque. It’s also the engine that brought full electronic control and an extremely intricate (yet ultimately reliable) HEUI injection system to the diesel industry. Throughout the 7.3L’s production run, it earned a reputation for durability, and even now tens of thousands are still out there on the road, piling up hundreds of thousands of miles on the factory long-block. But that’s not the only thing it’s known for…

The 7.3L is overwhelmingly underpowered and slouchy in stock form, especially by today’s 400-plus horsepower, four-digit torque, and drivability standards. Thankfully, a vibrant aftermarket exists to help bring the 444ci V-8 up to speed. In the pages that follow, we’ll spell out the components that make the original Power Stroke a 500,000-mile contender, and then spotlight all the parts and practices that allow one to make (but also survive) three times the factory horsepower. Your historical guide and performance tutorial for the timeless 7.3L begins here.

DW-2011-FDTECH-02 — Go back to 1994 for a minute. At that time, when the Navistar-built 7.3L Power Stroke debuted as the replacement for the 7.3L turbo IDI, it sported a crankshaft with larger mains, beefier connecting rods, direct injection, six head bolts per cylinder, and a fully electronic injection system. Though it displaced the same, 444 cubic inches, virtually nothing else was the same

DW-2011-FDTECH-03 — From the factory, Navistar made sure the 7.3L’s crankshaft would hold up for the long-haul. Made of forged-steel, its main and rod journals, as well as its fillets, were hardened to resist wear. The crankshaft’s 4.18-inch stroke is the second longest ever offered in a V-8 diesel (second only to the 6.7L Power Stroke’s 4.25-inch stroke), which aided the engine’s various instances of class-leading torque figures throughout its nine-year production run.

DW-2011-FDTECH-04 — Forged-steel was also the material of choice for the connecting rods, at least on ’94.5-’00 model year engines. Somewhere in the ’01 model year (and specifically engine serial number 1425747), powdered metal rods were employed. Then, after switching back to forged rods to use up its remaining inventory from engine serial number 1440713 to 1498318, powdered metal units got the nod until the end of 7.3L production.

DW-2011-FDTECH-05 — In higher horsepower applications, the forged-steel rods are much more desirable due to their ability to hold up to 600-650-rwhp. By comparison, the general consensus for powdered metal units is that they shouldn’t be pushed harder than 500-rwhp, even with precise engine tuning. Additionally, forged-steel rods are prone to bend rather than break when they fail, while the powdered metal versions typically break (oftentimes damaging the block).

DW-2011-FDTECH-06 — Just as it shares its injection system with Navistar’s legendary DT466E (and the I530E for that matter), the 7.3L also makes use of six head bolts per cylinder. The half a dozen 12mm diameter fasteners per hole are instrumental in keeping the head gaskets alive for hundreds of thousands of miles at the factory power level. And even when you turn the wick up on the 7.3L, they have no problem keeping the heads glued to the block at 40-psi of boost (if not a little more).

DW-2011-FDTECH-07 — The 7.3L’s cast-iron cylinder heads are both simple and somewhat complex in design. They feature two overhead valves per cylinder (one intake, one exhaust) but entail integrated oil rails on each inboard side to handle storage for the high-pressure oil side of the HEUI system. Valve actuation is handled by a camshaft that’s conventionally located in the block and that is made of forged-steel.

DW-2011-FDTECH-08 — Self-adjusting hydraulic lifters mean there is no need to periodically check the valve lash on the 7.3L Power Stroke. Additionally, the lifters are particularly forgiving when slightly longer, aftermarket pushrods sit in place of the stock units.

DW-2011-FDTECH-09 — Aside from the presence of a catalytic converter, emission control devices were non-existent on the 7.3L. There was no exhaust gas recirculation (EGR) and certainly no exhaust system aftertreatment to speak of. Instead, Tier 1 emission standards were met almost entirely due to the hydraulically actuated electronically controlled unit injection system (HEUI). The other part of the emissions-meeting equation was the use of a turbocharger.

DW-2011-FDTECH-10 — Unlike the problematic oil-fired injection system that was employed on the 6.0L Power Stroke, the original, Caterpillar-leased HEUI technology and componentry proved very reliable on the 7.3L. With proper care (namely regular oil changes and the use of a quality oil), there is no reason why a 7.3L’s injectors won’t last 200,000 miles before requiring an overhaul. Some even last twice that long. On the electronic side of things, the engine’s IDM and PCM often live long lives, and the vital ICP sensor and IPR valve are easily capable of lasting 150,000 to 200,000 miles at a time.

DW-2011-FDTECH-11 — While the terms poppet valve and intensifier piston will seem foreign to many diesel lovers and no doubt make the 7.3L’s injectors one of the most complex on the market, in terms of injecting fuel in-cylinder they are fairly straightforward. Early engines employed single-shot units, where a lone shot of fuel was sprayed during the engine’s power stroke. Later, split-shot injectors (first infiltrated in California model engines as AB code injectors starting in 1997) made use of a mechanical pilot event before the primary shot occurred to help quiet the engine down. So despite having two injection events, there was no added wear and tear on the injectors.

DW-2011-FDTECH-12 — On top of being able to meet stricter emission standards and make more power than the competition, HEUI—the brainchild of Caterpillar—makes it impossible to run the engine out of oil. This is especially helpful in applications where drivers or equipment operators don’t perform regular maintenance or neglect to check the engine’s oil level. Eliminating catastrophic engine failure is a great way to save the company’s bottom line, after all. In the 7.3L Power Stroke’s case, the injectors will fail to fire once the oil level drops below seven quarts.

DW-2011-FDTECH-13 — When you’re pressurizing engine oil upward of 3,000 psi in the high-pressure circuit, keeping oil temperature in check is vital. The 7.3L’s fluid-to-fluid, externally mounted oil cooler on the driver side of the block does a superb job of it and hardly ever fails. With its optimized location and large internal passageways, it’s a complete 180 from the block-encased and highly restrictive oil cooler present in the 6.0L Power Stroke. About once every 10 to 15 years the 7.3L oil cooler will be due for new O-rings, but the cooler itself rarely ever fails.

DW-2011-FDTECH-14 — A simple, fixed geometry, journal bearing Garrett turbocharger fed all model years of the 7.3L (the non-wastegated TP38 from ’94.5-’97, the wastegated TP38 in early ’99, and the wastegated GTP38 from ’99.5-‘03). If kept in its map, these turbos can last as long as the engine. Uniquely, there were no external oil lines feeding or returning oil to and from them. Instead, the pedestal was positioned directly above supply and drain ports (and sealed via O-rings) in the block.

DW-2011-FDTECH-15 — When an engine doesn’t make enough power to hurt itself, it can usually chug along for just about forever. Let’s face it, 215 hp and 425 lb-ft (at its ’94.5 debut) and 275 hp and 525 lb-ft (outgoing rating) isn’t groundbreaking—and it’s also why a bone-stock 7.3L feels like it can’t get out of its own way on 2020 highways. However, by the same token this is why these engines last forever. In fact, if you forgo any form of power adder and properly maintain it, the 7.3L will blow past its B50 life rating of 350,000 miles, and we’ve seen several go half a million miles or more.

From Durable to Powerful:

The Aftermarket Parts That Make The 7.3L Competitive

Subscribe Our Weekly Newsletter

DW-2011-FDTECH-16 — Due to a slow micro-processor within the 7.3L PCM (not uncommon in the early days of computers), it’s best to install a chip that piggybacks onto the PCM itself, thereby taking over all control of the PCM. This makes it possible to produce significantly more power than what an OBD-II uploader type programmer can add. The Hydra Chip produced by Power Hungry Performance (shown) is far and away the most common means of custom-tuning a 7.3L Power Stroke.

DW-2011-FDTECH-17 — Being able to get the most performance possible out of a larger injector without having to upgrade high-pressure oil pumps or run dual HPOP’s is the biggest selling point behind the use of hybrid injectors, and boy do they sell. Popular sizes include 205cc, 238cc, and 250cc hybrids, equipped with anywhere from 30-percent to 80-percent to 100-percent or 200-percent larger nozzles (a 238cc fitted with an 80-percent nozzle is called a 238/80 in 7.3L injector speak). All of the hybrids mentioned above can effectively support 425 to 575-rwhp applications and be run with a healthy factory HPOP.

DW-2011-FDTECH-18 — Though a single HPOP will suffice in getting the most power out of the aforementioned, “smaller” hybrids, 300/200, 350/200, and 400/400 or larger injectors call for more high-pressure oil volume. To get there, Full Force Diesel Performance‘s dual HPOP pump kit stacks two pumps on top of each other, comes with two injection pressure regulators for ultimate drivability, and can support any size HEUI injector on the planet.

DW-2011-FDTECH-19 — Electric fuel supply systems and regulated return kits are plentiful in the 7.3L aftermarket, and for good reason. Any time you install larger injectors, a minimum of 65-psi worth of fuel supply pressure needs to be on tap for their use at all times, for both optimum reliability and performance. Fuelab, Aeromotive, Walbro, and even twin OEM Bosch pumps are employed in all-inclusive, tank-to-engine systems. The latter, a twin-pump lift pump system from Driven Diesel is shown here, and is one of the highest quality kits in the industry.

DW-2011-FDTECH-20 — Dyno sheets all over the country prove that switching to a large frame, T4-flange turbo is one of the best upgrades you can perform on a 7.3L. Irate Diesel Performance has been manufacturing T4 turbo mounting systems for roughly a decade, and helping thousands of 7.3L owners unlock huge power all along the way. Its turbo system facilitates the use of a BorgWarner S300, S400, or GT42-based Garrett. Some of the highest horsepower ’94.5-’03 Fords in the country are running Irate’s T4 turbo mounting system.

DW-2011-FDTECH-21 — One of the best complements for a T4 turbo mounting system is the box BorgWarner S467.7. Its forged-milled 67.7mm (inducer) compressor wheel flows 90 pounds or air per minute and it employs the common 83/74mm turbine wheel. If you’ve got the fuel for it, this turbo will spool quick (even with the 1.10 A/R exhaust housing), offer solid reliability, and be tow-friendly while supporting 600 to 650-rwhp at the same time.

DW-2011-FDTECH-22 — For 7.3L’s in the 400 to 600-rwhp range, KC Turbos has made leaps and bounds in drop-in turbo technology over the past few years. The company’s KC300x 66/73 utilizes a 66mm BorgWarner SX-E style compressor wheel, a 73mm SX-E style turbine wheel, and can support 580-rwhp while also being affordably priced at $1,240.

DW-2011-FDTECH-23 — Increased high-pressure oil volume from a larger HPOP or dual HPOP’s can only be fully utilized if your low-pressure oil pump is up to the task. If it’s not, a higher volume LPOP is necessary. The aftermarket version from Melling is a popular upgrade, but the high volume LPOP from DieselSite is the most efficient pump in the industry, employing custom cut gears that increase flow as well as pressure, while also reducing cavitation.

DW-2011-FDTECH-25 — On engines that see more than 40 psi of boost, ARP2000 head studs are more than enough fastener for most 7.3L gurus’ head-to-block clamping needs. And many owners that push the factory, forged-rod bottom end to the limit even install them one at a time rather than pull the heads. In our experience, going beyond 75 psi of boost warrants fire-rings to keep head gaskets alive.

DW-2011-FDTECH-24 — Connecting rod upgrades abound in the 7.3L aftermarket, and should be considered in any engine build where the end goal exceeds 600 to 650-rwhp. Crower, Carrillo, Hypermax, Brian Crower, and Manley (shown) all offer aftermarket rods designed to handle big horsepower. Crower’s billet-steel rods, Carrillo’s H-beam units, and Hypermax’s forged versions have all been proven for years. Also proven but geared more toward budget engine builds are the Pro I-beam rods from Manley ($2,381.16 through Riffraff Diesel) and the ProHD series rods produced at Brian Crower ($2,175). Both of the latter options come standard with ARP2000 rod bolts.

DW-2011-FDTECH-26 — High rpm and excessive boost can lead to valve float and valve creep, especially with the factory valve springs still in the heads. Providing just 71 to 79 lbs of seat pressure, they’re one of the first things you need to address when making horsepower with a 7.3L. For trucks making 350 to 550-rwhp, the tried and true Comp Cams 910 valve springs (properly shimmed to yield the target seat pressure) are the most affordable and effective means of addressing the weak factory springs. For power levels approaching 600-rwhp to venturing well beyond it, Irate Diesel Performance’s 150-lb seat pressure competition valve springs are a hot commodity.

DW-2011-FDTECH-27 — When you double the power of a 7.3L, the flimsy stock pushrods could bend or deflect at any time. For years, Smith Brothers pushrods have been the pushrod of choice in 7.3L builds. Their 4130 chromoly-steel construction makes them much stronger than the factory units, and a Stage 2 option increases their wall thickness from 0.065-inches to 0.120-inches for utmost peace of mind when making 600-rwhp or more.

DW-2011-FDTECH-28 — While respectable power can be made without deviating from the 7.3L’s factory camshaft, there are definitely gains to be had with a simple drop-in unit. Case in point, the Stage 2 billet cam from Colt Cams and the Stage 1 version from Gearhead Automotive Performance are direct replacements (i.e. no valve pockets required in the pistons) and feature profiles that produce quicker spool up, lower EGT, and all-around better drivability. They also prevent reversion from occurring with high drive pressure in the mix.

DW-2011-FDTECH-29 — Any time the 7.3L’s cylinder heads are ported and matched with the right cam, serious horsepower gains can be had. Just ask Brian Jelich of Jelibuilt Performance and Scott Morris of Morris Motorsports. Each of them has campaigned a set of heads done up by Crutchfield Machine and matched with a more aggressive cam. The result? Jelich’s single turbo’d Super Duty picked up 3 mph in the eighth-mile (which correlates to 100 hp) after combining a Stage 2 Gearhead cam with his Crutchfield heads. As for Morris, his compound turbo’d engine sports a custom-spec cam from Comp Cams in conjunction with Crutchfield ported and fire-ringed heads, and is believed to make an insane (for a 7.3L) 950-rwhp on fuel.

DW-2011-FDTECH-30 — At extreme power levels, main cap walk is a real problem on the 7.3L. To rule out the issue, Irate Diesel Performance offers a competition-caliber girdle that ties all the mains in with each other (shown), and it also comes with ARP main studs and the tab that’s required to make the factory oil pickup tube work. To rule out main cap movement altogether, Hypermax offers a complete bed plate. Its installation requires that modifications be made to the factory oil pan, but it’s been proven in applications making north of 1,500 hp.

The Ultimate 7.3L?

DW-2011-FDTECH-32 — Reserved for competition-only use, many 7.3L die-hards have turned to mechanical injection to get the 444ci V-8 into the 2,000hp realm. Most recently, the guys at Unlimited Diesel Performance have campaigned a P-pumped 7.3L puller in the Limited Pro Stock field (and also made 2,180 hp on the engine dyno while testing with a larger turbo). The Jumping Jack Flash crew has also made a splash in the Pro Stock class with their Hypermax-built 7.3L. Over at the drag strip, Matt Kubik has sent his ’98 Mustang through the quarter-mile in 7.60 seconds at 192 mph (a Power Stroke record) thanks to a Hypermax engine with select Scheid Diesel parts.

DW-2011-FDTECH-31 — Elevated rpm and high engine load can force the cam gear to walk off of the shaft itself. For peace of mind, TIG welding the cam gear to the shaft (usually in three or four places) is a highly common practice. Another insurance item usually performed during an engine build is welding the piston oil squirters in place.

SOURCES

ARP
800.826.3045
arpdiesel.com

Brian Crower
619.749.9018
briancrower.com

Carrillo
949.567.9000
cp-carrillo.com

Colt Cams
604.856.3571
coltcams.com

Crutchfield Machine
336.451.0108

DieselSite
888.414.3457
dieselsite.com

Full Force Diesel
615.962.8291
fullforcediesel.com

Hypermax Engineering
847.428.5655
gohypermax.com

Irate Diesel Performance
503.435.9599
iratediesel.com

KC Turbos
480.688.7160
kcturbos.com

Manley Performance Products
732.905.3366
manleyperformance.com

Melling
517.787.8172
melling.com

Power Hungry Performance
678.890.1110
gopowerhungry.com

Riffraff Diesel Performance
541.879.1052
riffraffdiesel.com

Scheid Diesel
800.669.1593
scheiddiesel.com

Unlimited Diesel Performance
740.569.1319
unlimiteddiesel.com

FREQUENTLY ASKED QUESTIONS

What issues can occur with the Injection Pressure Regulator Valve (IPR)?

Potential Issues with the Injection Pressure Regulator Valve (IPR)

The Injection Pressure Regulator Valve (IPR) plays a crucial role in managing fuel pressure in diesel engines. However, it’s not immune to problems. Here’s a closer look at the common issues that can arise with the IPR:

Sensor Malfunction: The sensor associated with the IPR can fail, potentially leading to inaccurate pressure readings or erratic engine performance.
Electrical Problems: The wiring connected to the IPR can become damaged or frayed over time, causing communication issues with the engine’s control module.
Valve Sticking: The IPR itself may stick, which can impair its ability to regulate pressure effectively, often resulting in poor engine performance.
Seal Damage: The seals within the IPR are susceptible to wear and tear. Damaged seals can lead to oil leakage, reducing the valve’s efficiency and causing pressure fluctuations.

By regularly inspecting and maintaining the IPR, these issues can be identified and addressed early, ensuring the reliability and efficiency of your diesel engine system.

What problems might arise from the 7.3 Injector Driver Module (IDM)?

Potential Issues with the 7.3 Injector Driver Module (IDM)

The Injector Driver Module (IDM) in the 7.3L engine, while known for its reliability, can encounter several issues. Here are some common problems associated with it:

Water Intrusion: The IDM, positioned on the driver’s side fender, is susceptible to water leaking into its enclosure. This intrusion can disrupt its performance, leading to problems such as failure to start or inconsistent engine operation.
Damaged Wiring: Over time, the wiring connected to the IDM can suffer from wear and tear. Damaged or corroded wires might interrupt the electrical signals necessary for the IDM to function properly, again potentially causing starting issues or erratic running of the engine.

These issues may not be frequent, but they can significantly impact the performance of the 7.3L engine when they arise. Regular inspection and maintenance are recommended to avoid these problems.

How does the tow capacity of the 7.3L Power Stroke vary with different configurations?

When assessing the towing capabilities of the 7.3L Power Stroke across different configurations, it’s essential to understand how these vary over the years and configurations.

Towing Capacities Breakdown

1994.5-1997 Models

Conventional Towing: These models are capable of towing up to 10,000 pounds. This capability makes them suitable for handling mid-sized trailers or boats.
5th Wheel Towing: If you’re considering a 5th wheel setup, these years can handle up to 13,500 pounds, providing extra support for heavier loads.

1999-2003 Models

Conventional Towing: Upgraded from earlier models, these can tow up to 12,500 pounds, allowing for heavier conventional trailers or more substantial loads.
5th Wheel Towing: With a slight increase, the towing capacity stands at 13,900 pounds, making these configurations ideal for more demanding towing needs.

Key Points to Consider

Yearly Enhancements: Over time, the towing capabilities improved, particularly noticeable in conventional towing from 1999 onwards.
5th Wheel Benefits: Across both generations, opting for a 5th wheel configuration consistently provides greater towing capacity.

These variations highlight the adaptability of the 7.3L Power Stroke engine, catering to different towing needs based on the configuration and model year.

What advantages can be achieved by upgrading the intake system of the 7.3L Power Stroke?

Benefits of Upgrading the 7.3L Power Stroke Intake System

Enhancing the intake system of your 7.3L Power Stroke diesel engine can transform your vehicle’s performance significantly. Here’s everything you need to know:

Boosted Engine Performance

Increased Power and Torque: An upgraded intake system allows more air into the engine, enhancing combustion efficiency. This results in a noticeable increase in both power and torque, making your driving experience more dynamic and responsive.

Improved Efficiency

Better Fuel Economy: By optimizing the air-to-fuel ratio, an upgraded intake can lead to greater fuel efficiency, helping you go further on each tank of fuel and saving money in the long run.

Enhanced Responsiveness

Quicker Throttle Response: With improved airflow, the engine can breathe easier, reducing turbo lag and leading to faster acceleration. This means more immediate power when you need it most.

Lower Exhaust Gas Temperatures (EGT)

Reduced EGT: A more efficient intake setup helps maintain cooler exhaust gas temperatures, which is crucial for prolonging engine life and improving reliability under heavy loads or towing situations.

Upgrading your intake system is one of the most cost-effective ways to unlock the potential of your 7.3L Power Stroke engine, offering a suite of benefits from power gains to improved efficiency.

What benefits can be gained from upgrading the exhaust system on the 7.3L Power Stroke?

Upgrading the exhaust system on a 7.3L Power Stroke can unleash a host of benefits, significantly enhancing your vehicle’s performance and efficiency. Here’s what you can gain:

Increased Horsepower

A performance exhaust system is one of the most budget-friendly ways to boost horsepower. By optimizing exhaust flow, the engine can breathe better, translating to more power when you need it.

Enhanced Exhaust Flow

A high-quality exhaust allows exhaust gases to escape more efficiently. This improvement in flow leads to better engine performance and contributes to overall vehicle efficiency.

Lower Exhaust Temperatures

Keeping exhaust temperatures in check is crucial for maintaining engine health. An upgraded exhaust system helps reduce these temperatures, which can prevent potential overheating issues.

Reduced Backpressure

Backpressure can limit engine output and efficiency. By reducing backpressure, an upgraded system ensures that the engine runs more smoothly, contributing to longevity and performance.

Improved Fuel Efficiency

With better exhaust flow and reduced backpressure, your engine doesn’t have to work as hard. This can lead to improved fuel economy, saving you money in the long run.

Conclusion

Investing in a superior exhaust system for your 7.3L Power Stroke not only enhances performance but also ensures better longevity and efficiency for your vehicle. Consider well-known brands like MagnaFlow, Flowmaster, and Borla for top-notch quality and performance.

What are some common issues associated with the 7.3L Power Stroke Diesel Engine?

Common Issues with the 7.3L Power Stroke Diesel Engine

The 7.3L Power Stroke diesel engine is renowned for its durability, yet like all engines, it has its share of common issues. Understanding these can help you address them proactively.

Injector Driver Module (IDM) Challenges

The Injector Driver Module, crucial for engine performance, is prone to water damage or wiring issues. These can manifest as difficulties in starting the engine or cause it to run poorly. Regular checks for moisture build-up or wire corrosion can preempt these problems.

Cam Position Sensor (CMP) Failures

A problematic Cam Position Sensor can cause the engine to unexpectedly shut down or fail to start at all. Oftentimes, this issue is sporadic, making it somewhat tricky to diagnose. Having a spare CMP available can save you considerable hassle down the road.

Injection Pressure Regulator (IPR) Valve Complications

Situated in the engine’s valley, the IPR valve can encounter several issues. The sensor might fail, wires might fray, or the valve itself may stick or have seal troubles. Regular maintenance can help detect and rectify these problems before they impact engine performance.

Being aware of these issues and monitoring them can enhance the longevity and reliability of your 7.3L Power Stroke engine.

How does a faulty Cam Position Sensor (CMP) affect the 7.3L Power Stroke?

How a Faulty Cam Position Sensor (CMP) Impacts the 7.3L Power Stroke

The Cam Position Sensor (CMP) plays a critical role in the operation of the 7.3L Power Stroke engine. When this sensor malfunctions, it can have several notable effects on engine performance.

Engine Stall and Starting Problems: One of the primary symptoms of a defective CMP is that it can cause the engine to unexpectedly stall. This can happen while idling or even during driving, leading to inconvenient and potentially dangerous situations. Additionally, a faulty sensor may prevent the engine from starting altogether, leaving you stranded.
Intermittent Issues: The problems associated with a failing CMP are often sporadic, making the issue difficult to diagnose. The engine may start and run without problems at one moment and then suddenly refuse to start the next, leading to frustration and uncertainty.
Maintenance Tip: Given the unpredictable nature of CMP failures, it’s advisable for vehicle owners to consider keeping a spare sensor readily available. This proactive step can save significant time and hassle in the event of a sensor failure.

Overall, while a malfunctioning Cam Position Sensor may seem like a minor inconvenience, the impact on the 7.3L Power Stroke can be significant, affecting both reliability and performance.

What are the detailed specifications of the 7.3L Power Stroke Diesel Engine?

It possesses the largest displacement in the diesel truck segment, the biggest bore of any V-8 diesel, and the second longest stroke of any V-8 oil-burner ever offered. It’s the 7.3L, the venerable O.G. Of the Power Stroke nameplate and the first diesel power plant to reach 500 lb-ft of torque. It’s also the engine that brought full electronic control and an extremely intricate (yet ultimately reliable) HEUI injection system to the diesel industry. Throughout the 7.3L’s production run, it earned a reputation for durability, and even now tens of thousands are still out there on the road, piling up hundreds of thousands of miles on the factory long-block. But that’s not the only thing it’s known for…

Detailed Specifications of the 7.3L Power Stroke Diesel Engine

Engine: 7.3L Power Stroke Engine Design: Turbocharged V8 Diesel Years Produced: 1994-1998: E40D 4-Speed Auto transmission, ZF S5-47 5-Speed Manual Transmission
1999-2003: 4R110 4-Speed Auto Transmission, ZF S6-650 6-Speed Manual Transmission Displacement: 7.3 Liters (444 cubic inches) Bore: 4.11 inches (104.4 mm) Stroke: 4.18 inches (106.2 mm) Cylinder Head: Cast Iron with 6 head bolts per cylinder Engine Block: Cast Iron Block Firing Order: 1-2-7-3-4-5-6-8 Compression Ratio: 17.5:1 Fuel Injection: Direct injection with new hydraulic electronic unit injection (HEUI) Injectors, up to 21,000 PSI Turbocharger: 1994-1997: Garrett TP38 Fixed Geometry
1999-2003: Garrett GTP38 Wastegated Valvetrain: OHV, 2 Valves per Cylinder, hydraulic lifters Pistons: Cast Aluminum Engine Oil Capacity: 15 Quarts with filter or 14.2 Liters Coolant Capacity: 32.75 Quarts or 31 Liters Fuel: Diesel Fuel Tank Size: 29 Gallons – Short Box
38 Gallons – Long Box Horsepower (Varies): 1994-1995: 210 horsepower
1996: 215 horsepower
1997-1998: 225 horsepower
1999-2000: 235 horsepower
2001-2003 Auto Trans.: 250 horsepower
2001-2003 Manual Trans.: 275 horsepower Torque (Varies): 1994-1995: 425 lb-ft
1996-1998: 450 lb-ft
1999-2000: 500 lb-ft
2001-2003: 505 lb-ft (auto trans)
2001-2003: 525 lb-ft (Manual Trans) The 7.3L is overwhelmingly underpowered and slouchy in stock form, especially by today’s 400-plus horsepower, four-digit torque, and drivability standards. Thankfully, a vibrant aftermarket exists to help bring the 444ci V-8 up to speed. In the pages that follow, we’ll spell out the components that make the original Power Stroke a 500,000-mile contender, and then spotlight all the parts and practices that allow one to make (but also survive) three times the factory horsepower. Your historical guide and performance tutorial for the timeless 7.3L begins here.

Go back to 1994 for a minute. At that time, when the Navistar-built 7.3L Power Stroke debuted as the replacement for the 7.3L turbo IDI, it sported a crankshaft with larger mains, beefier connecting rods, direct injection, six head bolts per cylinder, and a fully electronic injection system. Though it displaced the same, 444 cubic inches, virtually nothing else was the same. From the factory, Navistar made sure the 7.3L’s crankshaft would hold up for the long-haul. Made of forged-steel, its main and rod journals, as well as its fillets, were hardened to resist wear. The crankshaft’s 4.18-inch stroke is the second longest ever offered in a V-8 diesel (second only to the 6.7L Power Stroke’s 4.25-inch stroke), which aided the engine’s various instances of class-leading torque figures throughout its nine-year production run.

Forged-steel was also the material of choice for the connecting rods, at least on ’94.5-’00 model year engines. Somewhere in the ’01 model year (and specifically engine serial number 1425747), powdered metal rods were employed. Then, after switching back to forged rods to use up its remaining inventory from engine serial number 1440713 to 1498318, powdered metal units got the nod until the end of 7.3L production.

In higher horsepower applications, the forged-steel rods are much more desirable due to their ability to hold up to 600-650-rwhp. By comparison, the general consensus for powdered metal units is that they shouldn’t be pushed harder than 500-rwhp, even with precise engine tuning. Additionally, forged-steel rods are prone to bend rather than break when they fail, while the powdered metal versions typically break (oftentimes damaging the block).

Just as it shares its injection system with Navistar’s legendary DT466E (and the I530E for that matter), the 7.3L also makes use of six head bolts per cylinder. The half a dozen 12mm diameter fasteners per hole are instrumental in keeping the head gaskets alive for hundreds of thousands of miles at the factory power level. And even when you turn the wick up on the 7.3L, they have no problem keeping the heads glued to the block at 40-psi of boost (if not a little more).

The 7.3L’s cast-iron cylinder heads are both simple and somewhat complex in design. They feature two overhead valves per cylinder (one intake, one exhaust) but entail integrated oil rails on each inboard side to handle storage for the high-pressure oil side of the HEUI system. Valve actuation is handled by a camshaft that’s conventionally located in the block and that is made of forged-steel.

Self-adjusting hydraulic lifters mean there is no need to periodically check the valve lash on the 7.3L Power Stroke. Additionally, the lifters are particularly forgiving when slightly longer, aftermarket pushrods sit in place of the stock units.

Aside from the presence of a catalytic converter, emission control devices were non-existent on the 7.3L. There was no exhaust gas recirculation (EGR) and certainly no exhaust system aftertreatment to speak of. Instead, Tier 1 emission standards were met almost entirely due to the hydraulically actuated electronically controlled unit injection system (HEUI). The other part of the emissions-meeting equation was the use of a turbocharger.

Unlike the problematic oil-fired injection system that was employed on the 6.0L Power Stroke, the original, Caterpillar-leased HEUI technology and componentry proved very reliable on the 7.3L. With proper care (namely regular oil changes and the use of a quality oil), there is no reason why a 7.3L’s injectors won’t last 200,000 miles before requiring an overhaul. Some even last twice that long. On the electronic side of things, the engine’s IDM and PCM often live long lives, and the vital ICP sensor and IPR valve are easily capable of lasting 150,000 to 200,000 miles at a time.

While the terms poppet valve and intensifier piston will seem foreign to many diesel lovers and no doubt make the 7.3L’s injectors one of the most complex on the market, in terms of injecting fuel in-cylinder they are fairly straightforward. Early engines employed single-shot units, where a lone shot of fuel was sprayed during the engine’s power stroke. Later, split-shot injectors (first infiltrated in California model engines as AB code injectors starting in 1997) made use of a mechanical pilot event before the primary shot occurred to help quiet the engine down. So despite having two injection events, there was no added wear and tear on the injectors.

On top of being able to meet stricter emission standards and make more power than the competition, HEUI—the brainchild of Caterpillar—makes it impossible to run the engine out of oil. This is especially helpful in applications where drivers or equipment operators don’t perform regular maintenance or neglect to check the engine’s oil level. Eliminating catastrophic engine failure is a great way to save the company’s bottom line, after all. In the 7.3L Power Stroke’s case, the injectors will fail to fire once the oil level drops below seven quarts.

When you’re pressurizing engine oil upward of 3,000 psi in the high-pressure circuit, keeping oil temperature in check is vital. The 7.3L’s fluid-to-fluid, externally mounted oil cooler on the driver side of the block does a superb job of it and hardly ever fails. With its optimized location and large internal passageways, it’s a complete 180 from the block-encased and highly restrictive oil cooler present in the 6.0L Power Stroke. About once every 10 to 15 years the 7.3L oil cooler will be due for new O-rings, but the cooler itself rarely ever fails.

A simple, fixed geometry, journal bearing Garrett turbocharger fed all model years of the 7.3L (the non-wastegated TP38 from ’94.5-’97, the wastegated TP38 in early ’99, and the wastegated GTP38 from ’99.5-‘03). If kept in its map, these turbos can last as long as the engine. Uniquely, there were no external oil lines feeding or returning oil to and from them. Instead, the pedestal was positioned directly above supply and drain ports (and sealed via O-rings) in the block.

When an engine doesn’t make enough power to hurt itself, it can usually chug along for just about forever. Let’s face it, 215 hp and 425 lb-ft (at its ’94.5 debut) and 275 hp and 525 lb-ft (outgoing rating) isn’t groundbreaking—and it’s also why a bone-stock 7.3L feels like it can’t get out of its own way on 2020 highways. However, by the same token this is why these engines last forever. In fact, if you forgo any form of power adder and properly maintain it, the 7.3L will blow past its B50 life rating of 350,000 miles, and we’ve seen several go half a million miles or more.

How does upgrading the fuel system affect the horsepower and torque of the 7.3L Power Stroke?

Electric fuel supply systems and regulated return kits are plentiful in the 7.3L aftermarket, and for good reason. Any time you install larger injectors, a minimum of 65-psi worth of fuel supply pressure needs to be on tap for their use at all times, for both optimum reliability and performance. Fuelab, Aeromotive, Walbro, and even twin OEM Boschpumps are employed in all-inclusive, tank-to-engine systems. The latter, a twin-pump lift pump system from Driven Diesel is shown here, and is one of the highest quality kits in the industry.

Upgrading your fuel system is an essential enhancement for your vehicle. It has the potential to significantly increase the stock horsepower and torque, even doubling these figures in some cases. Early Power Stroke engines, in particular, greatly benefit from this kind of boost. By replacing the factory cam-driven lift pump with an electric unit and larger supply lines, the fuel supply pressure is not only improved but also supports higher horsepower levels.

Another critical component to address is the fuel injectors. Early engines often face issues with small injectors that can provide inconsistent fuel pressure. Upgrading to larger injectors doesn’t just mean a greater volume of fuel; it also allows the fuel to be injected more quickly. This results in less timing advance to achieve the desired power, thereby reducing stress on the engine’s rotating assembly and enhancing overall performance.

Incorporating these upgrades ensures that your 7.3L Power Stroke is not only more powerful but also runs more efficiently, delivering the reliability and performance you expect from a high-quality system.

How can upgrading the turbocharger enhance the performance of the 7.3L Power Stroke?

Dyno sheets all over the country prove that switching to a large frame, T4-flange turbo is one of the best upgrades you can perform on a 7.3L. Upgrading your turbocharger provides a means of gaining power that is both affordable and reliable, enhancing your vehicle’s performance significantly. This means it can supply considerably more boost through the entire rev range, delivering increased power and torque.

Irate Diesel Performance has been manufacturing T4 turbo mounting systems for roughly a decade, helping thousands of 7.3L owners unlock huge power all along the way. Its turbo system facilitates the use of a BorgWarner S300, S400, or GT42-based Garrett. Some of the highest horsepower ’94.5-’03 Fords in the country are running Irate’s T4 turbo mounting system.

One of the best complements for a T4 turbo mounting system is the box BorgWarner S467.7. Its forged-milled 67.7mm (inducer) compressor wheel flows 90 pounds of air per minute and employs the common 83/74mm turbine wheel. If you’ve got the fuel for it, this turbo will spool quickly (even with the 1.10 A/R exhaust housing), offer solid reliability, and be tow-friendly while supporting 600 to 650-rwhp at the same time.

For 7.3L’s in the 400 to 600-rwhp range, KC Turbos has made leaps and bounds in drop-in turbo technology over the past few years. The company’s KC300x 66/73 utilizes a 66mm BorgWarner SX-E style compressor wheel, a 73mm SX-E style turbine wheel, and can support 580-rwhp while also being affordably priced at $1,240.

Overall, upgrading your turbocharger is a smart move for enhancing performance, offering a reliable path to more power and torque, and transforming your driving experience.

Why should one consider upgrading their turbocharger?

A turbocharger upgrade is a straightforward way to enhance your vehicle’s power output, delivering improved acceleration and overall engine efficiency, making it a worthwhile investment for performance enthusiasts.

Is turbo upgrading a cost-effective and reliable option?

Yes, upgrading your turbocharger is considered both budget-friendly and dependable, offering a significant performance boost without breaking the bank.

What are the fundamental benefits of upgrading a turbocharger?

Upgrading a turbocharger enhances your vehicle’s performance by providing additional power and torque across the entire rev range, making your drive more dynamic and responsive.

How does the 7.3L Power Stroke compare to its predecessors in terms of performance and reliability?

A Step Up in Performance and Reliability

Made by International Navistar, the 7.3L engine represented a significant leap forward from the 6.9L IDI and earlier 7.3L engines. While maintaining the same displacement as its predecessors, it introduced an electronically-controlled direct-injection system, achieving up to 21,000 psi. This technological advancement not only enhanced performance but also set new standards in durability and reliability.

Throughout the 7.3L’s production run, it earned a reputation for durability, and even now tens of thousands are still out there on the road, piling up hundreds of thousands of miles on the factory long-block. The engine was renowned for its tremendous reliability, surpassing even the model that followed it.

Aftermarket Potential and Modern Standards

Despite its storied past, the 7.3L is overwhelmingly underpowered and slouchy in stock form, especially by today’s 400-plus horsepower, four-digit torque, and drivability standards. Thankfully, a vibrant aftermarket exists to help bring the 444ci V-8 up to speed.

In the pages that follow, we’ll spell out the components that make the original Power Stroke a 500,000-mile contender, and then spotlight all the parts and practices that allow one to make (but also survive) three times the factory horsepower.

Your historical guide and performance tutorial for the timeless 7.3L begins here.

How does the engine’s reliability compare to both its predecessors and successors?

The 7.3L Power Stroke is noted for its exceptional reliability, surpassing even the engine that succeeded it in this regard.

What technological advancements contributed to the improved performance?

The introduction of an electronically-controlled direct-injection system was a key technological advancement, allowing the engine to achieve high pressure outputs.

How does the 7.3L Power Stroke compare to its predecessors in terms of performance?

The 7.3L Power Stroke marked a significant improvement over the earlier 6.9L IDI and 7.3L engines, offering enhanced performance capabilities.

When was the 7.3L Power Stroke Diesel Engine introduced to Ford’s F-Series truck lineup?

Go back to 1994 for a minute. That was the year the 7.3L Power Stroke diesel engine made its debut in Ford’s F-Series truck lineup. At that time, when the Navistar-built 7.3L Power Stroke debuted as the replacement for the 7.3L turbo IDI, it sported a crankshaft with larger mains, beefier connecting rods, direct injection, six head bolts per cylinder, and a fully electronic injection system. Though it displaced the same 444 cubic inches, virtually nothing else was the same.

This powerhouse could be paired with either the ZF 5-speed manual transmission or the E40D 4-speed automatic transmission, offering versatility to meet various driving needs. The introduction of this engine marked a significant evolution in diesel technology for the lineup, setting new standards for performance and reliability.

What transmission options were available with the 7.3L Power Stroke diesel upon its introduction?

The engine could be paired with either a ZF 5-speed manual transmission or an E40D 4-speed automatic transmission.

Which vehicle lineup was the 7.3L Power Stroke diesel introduced to?

It was introduced to the Ford F-Series truck lineup.

What makes remanufactured diesel engines a cost-effective option?

Remanufactured diesel engines offer a budget-friendly solution for several reasons.

Tailored Purchase Options:
These engines come in a variety of build levels, allowing you to select components based on your specific needs. This means you pay only for what’s essential, which helps reduce unnecessary expenses.

Quality and Reliability:
Expertly rebuilt by professionals, remanufactured engines are restored to meet or even exceed original standards. This reliability can prevent frequent repairs, thus saving money in the long run.

Reduced Initial Costs:
Typically, remanufactured engines are significantly more affordable than brand-new engines. This reduced purchase price makes them an appealing choice for those looking to manage cash flow effectively.

Environmental Benefits:
Opting for a remanufactured engine can also contribute to cost savings through environmental credits or benefits, as these engines often utilize recycled parts, reducing waste and resource consumption.

Compatibility and Easy Installation:
Since they are engineered to fit a wide range of vehicles, from heavy-duty trucks to construction machinery, installation can be quicker and more straightforward, helping minimize downtime and labor costs.

By blending affordability with dependable performance, remanufactured diesel engines present an economical alternative that doesn’t compromise on quality or durability.

How are remanufactured diesel engines tested for reliability and quality?

To ensure remanufactured diesel engines deliver the reliability and power you need, manufacturers employ rigorous testing processes that leave no stone unturned. Here’s how these engines are scrutinized for quality:

Comprehensive Long Block Testing: Every long block and fully assembled engine undergoes live-run evaluations. This includes dynamometer testing, which simulates real-world driving conditions to assess performance. Additionally, oil testing is conducted to verify the engine’s endurance and efficiency.
Advanced Short Block Evaluation: Short block components are rigorously tested using state-of-the-art, computer-controlled facilities. These stations replicate the toughest conditions an engine might face, ensuring the units are robust and ready before they exit the production facility.
Detailed Test Documentation: For transparency and assurance, complete printed test reports accompany each remanufactured engine. This documentation provides a detailed account of how each unit performed under the exhaustive quality checks, offering peace of mind and confidence in your purchase.

Through these meticulous testing methods, remanufactured diesel engines are crafted to meet the highest standards of reliability and quality, ensuring they deliver the dependable performance you demand.

Why is a 2-year unlimited mileage warranty offered for remanufactured engines?

Why Offer a 2-Year Unlimited Mileage Warranty for Remanufactured Engines?

Investing in a replacement engine is no small decision. A robust warranty can make all the difference by delivering peace of mind and ensuring long-term reliability. Here’s why a 2-year unlimited mileage warranty is offered for remanufactured engines:

Confidence in Craftsmanship: These engines are rebuilt to exceptionally high standards. The warranty underscores this confidence by providing protection against any potential defects or issues.
Comprehensive Coverage: With unlimited mileage, the warranty caters to drivers who cover extensive distances, making it an ideal choice for both everyday and long-haul vehicles.
Value Assurance: The warranty assures buyers that they are getting a high-quality product designed to perform reliably over time. This reduces concerns about unexpected repair costs.
Industry Standards and Performance: Assurance of optimal performance aligned with industry benchmarks fosters trust. Such warranties are typically offered by reputable manufacturers such as Bosch and Cummins, reflecting their reliability and industry standing.

This extensive coverage stresses the manufacturer’s commitment to quality and customer satisfaction, providing a safety net that protects your investment well beyond the initial purchase.

What does the warranty for remanufactured engines include in terms of coverage and service?

Warranty Coverage for Remanufactured Diesel Engines

When considering the purchase of a remanufactured diesel engine, understanding the warranty details is crucial. Here’s a comprehensive overview of what such a warranty typically includes:

Coverage Details

Duration and Scope: Buyers receive 24 months of coverage with no limit on mileage. This ensures protection against any defects in both parts and labor, offering peace of mind for extensive usage.
Core Return Policy: The warranty features a no-fault core policy. This means you receive full credit for the core return, without any deductions based on the quality of the returned engine core. This policy simplifies the replacement process and assures fair treatment.

Service Options

Wide Service Network: Owners can have their engines serviced either at the original installer or at any authorized dealership nationwide. This includes support for component parts and over-the-counter sales, as well as applications in commercial vehicles.

Overall, the warranty offers comprehensive protection and convenient service options, making it a valuable aspect of your purchase decision.

How do manufacturer’s specifications differ from service specifications in engine remanufacturing?

When it comes to engine remanufacturing, a crucial distinction exists between manufacturer’s specifications and service specifications. Service specifications, accessible in workshop manuals, set the basic criteria for an engine to function adequately. These are the standard benchmarks used by many companies in the industry when performing engine rebuilds.

In contrast, manufacturer’s specifications are the exact guidelines used in the production of a brand-new engine. These specifications ensure that the engine operates at peak efficiency and quality. They are proprietary and specific to the original manufacturer, meaning only the manufacturer can remanufacture the engine to its original factory condition.

While third-party entities may claim to rebuild engines to “original equipment” (OE) standards, they typically adhere only to the accessible service specs. This means they are reconstructing engines to a standard that ensures functionality but not the pristine, optimal state guaranteed by the manufacturer’s original guidelines. Therefore, engines rebuilt under service specs are essentially refurbished, lacking the original quality assured by true manufacturer’s specifications.

What is the warranty coverage for remanufactured diesel engines?

When purchasing remanufactured diesel engines, understanding the warranty coverage is crucial. Here’s what you need to know:

Duration and Mileage: These engines come with a 24-month warranty, extending to unlimited mileage. This ensures you’re covered for both parts and labor should any defects arise during this period.
Core Return Policy: Enjoy peace of mind with the no-fault core policy. You receive a full credit with no deductions, regardless of the condition of the returned engine core.
Service Locations: For added convenience, you can access service from the original installer. Alternatively, any authorized dealership across the nation is equipped to handle warranty claims, whether it’s component parts, direct sales, or for commercial vehicles.

This comprehensive warranty ensures that your investment in a remanufactured diesel engine is safeguarded, providing reliability and support wherever you drive.

What are the features of the 7.3L remanufactured diesel engine?

When considering a 7.3L remanufactured diesel engine, you’ll find several impressive features designed to ensure peak performance and reliability:

Quality Restoration: Each engine, alongside its components, undergoes meticulous restoration. This process uses only top-tier materials to match original equipment specifications, ensuring dependable, seamless operation.
Robust Testing: Before leaving the plant, every long block and fully assembled engine is put through its paces. This involves dynamic live-run and dynamometer testing, alongside oil analysis, guaranteeing that each engine delivers the power and quality expected.
Advanced Evaluation for Short Blocks: Short block engines aren’t left behind, as they undergo comprehensive testing. Utilizing cutting-edge computer-controlled stations, these engines face simulated extreme conditions, ensuring durability and dependable performance.
Comprehensive Test Results: Transparency is key. With each engine shipped, detailed test results provide peace of mind, affirming the engine’s readiness and robustness for real-world application.

These features make the 7.3L remanufactured diesel engine a reliable choice for those seeking both performance and assurance in their automotive engine investments.

What maintenance intervals are recommended for different vehicle models using the 7.3L engine?

Recommended Maintenance Intervals for Vehicles with 7.3L Engines

When maintaining vehicles equipped with 7.3L diesel engines, it’s crucial to adhere to specific service schedules to ensure optimal performance and longevity. Below is a detailed guide on suggested intervals for different vehicle models using these robust engines.

General Maintenance Guidelines

Oil and Filter Changes: Every 5,000 miles for regular use. If the vehicle is used for towing or in severe conditions, consider changing every 3,000 miles.
Fuel Filter Replacement: Every 15,000 miles, or if the vehicle experiences any fuel issues like reduced power or irregular idling.
Air Filter Inspection: Every 10,000 miles, but more frequently if driving in dusty conditions. Replace as needed.

Specific Vehicle Models

Light-Duty Trucks (F-250 to F-550 Equivalents)

Transmission Fluid and Filter: Every 30,000 miles to prevent wear and prolong the life of the transmission system.
Coolant System Service: Inspect and top off every 15,000 miles. A complete flush and replacement are advised every 100,000 miles to prevent overheating.

Medium-Duty Trucks (F-650 to F-750 Equivalents)

Brake System Check: Inspect brakes and brake fluid levels every 10,000 miles, especially if the vehicle frequently carries heavy loads.
Drivetrain Service: Inspect differential fluid levels and conditions every 20,000 miles and change them every 60,000 miles for optimum performance.

Additional Tips

Regular Inspections: Conduct comprehensive inspections quarterly, focusing on belts, hoses, and exhaust systems.
Document All Maintenance: Keep meticulous records of all services and repairs to track maintenance history and address potential issues promptly.

By following these recommended intervals, drivers can ensure their vehicles remain reliable and efficient throughout their lifecycle. Proper maintenance not only enhances performance but also aids in preventing costly repairs.

Where can one find parts and accessories for vehicles using the 7.3L engine?

But where can you find these essential parts and accessories for your vehicle? Whether you’re seeking upgrades or replacements, there are numerous retailers and online platforms that cater specifically to the needs of Ford and Lincoln enthusiasts. These platforms offer a wide range of components, ensuring that you can easily source the necessary equipment for your 7.3L engine projects.

Key Points to Consider:

Availability: Many specialized automotive shops and online sources stock these components, making it convenient to find what you need.
Brands: With brands like Fuelab, Aeromotive, and Walbro available, you have access to top-quality products.
System Kits: Comprehensive tank-to-engine systems simplify the installation process and enhance engine performance.

By tapping into these resources, you can ensure that your vehicle is equipped with the best aftermarket parts to maintain peak performance.

What is an example of a high-quality fuel system kit for a 7.3L engine?

The twin-pump lift pump system from Driven Diesel is considered one of the highest quality kits in the industry for 7.3L engines.

Which brands are known for quality in fuel supply systems for 7.3L engines?

Brands such as Fuelab, Aeromotive, Walbro, and even OEM Bosch pumps are well-regarded for their comprehensive tank-to-engine systems.

What are the requirements for using larger injectors in a 7.3L engine?

When installing larger injectors, it’s important to maintain a minimum of 65-psi fuel supply pressure to ensure optimal performance and reliability.

What types of products are available in the aftermarket for vehicles with a 7.3L engine?

The aftermarket offers a variety of electric fuel supply systems and regulated return kits for 7.3L engines, designed to enhance performance and reliability.

Where can I find parts and accessories for my Ford or Lincoln vehicle?

You can find the parts and accessories you need for your Ford or Lincoln vehicle from a specialized retailer or dealership that stocks these components.