Power Stroke Record Holders

Although it was once thought to be light years away from matching what the Cummins and Duramax brought to the table, recent times have shown that the Power Stroke has begun to close the performance gap against its adversaries. At the drag strip and on the dyno, Blue Ovals are more competitive now than they’ve ever been. But who’s the fastest of the fast? And exactly who owns the most powerful Ford trucks in the country? With the help of ElitePowerStrokes.com, a site that maintains an up-to-date list (at time of posting) of the heaviest hitters in the Power Stroke world, we decided to profile the top five Fords in quarter-mile, eighth-mile, and chassis dyno competition.

It might be surprising for some to learn that highly prevalent, common-rail technology doesn’t dominate every category. Thanks to vast technological improvements taking place in HEUI (and mechanical) injection over the past five years, the 7.3L and especially the 6.0L Power Stroke are regularly being revisited and treated as viable performance platforms—and that’s reflected in the extraordinary group of vehicles you’ll find below. From P-pumped 7.3Ls to high-powered 6.0Ls that are still oil-fired, and common-rail 6.4L and 6.7Ls knocking on the door of 2,000 hp, this one-of-a-kind list is about as diverse as it gets.

[divider][/divider] Quarter-Mile Kings (*Fuel and/or Nitrous)

1. Matt Kubik: 7.60 at 192 MPH

Matt Kubik’s fourth-generation Mustang came out swinging in 2017 and we expect it to dip deeper into the 7s over the course of the 2018 racing season. The big-tire pony car sports a P-pumped 7.3L V8 (more on that below), a tube chassis, a fiberglass body, and tips the scales at 3,300 pounds—light for a diesel drag racer but still hefty by Mustang standards. A three-speed and overdriven Bruno’s Automotive-built Lenco transmission with a Neal Chance 12-inch lockup converter has proven effective, reliable, and provided additional weight savings.

P-pumped 7.3L, 150 psi of Boost

Everyone loves a P-pumped mechanical 7.3L and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, ported factory heads with billet rockers, competition pushrods and valve springs were all sourced from Hypermax Engineering—along with the front cover that provides for the use of an inline 8-cylinder Bosch P-pump. The injectors are modified 8.3L Cummins pieces equipped with 5x.025 nozzles, and a sizeable compound turbo arrangement consists of a Hypermax 4.1-inch atmospheric charger feeding an 88mm Garrett GTX5533R Gen 2 high-pressure unit. EGT is kept in check thanks to a direct-port water injection system.

2. Dan Snyder: 8.43 at 170 MPH

When you weigh less than 2,500 pounds, the power-to-weight ratio is definitely on your side. On top of that, you can get away with running a lot less horsepower while still setting records. No one knows that better than veteran drag racer Dan Snyder. His one-of-a-kind 6.7L rail has seen mid-8s with very little effort. After a conservative launch (20 psi of boost), a modest 1.35-second 60-foot was obtained on his 8.43 pass. It’s safe to assume that (at the very least) the rail has a low 8 in it as it currently sits. Roughly 850 rwhp was all that was needed to go 170 mph.

3. Matt Kubik: 9.36 at 153 MPH

We don’t come across a lot of diesel-powered Rangers, let alone wheels-up, back-halved ones running 9s, but we’re sure glad this one exists. Obtained in 2011 (with a blown 6.0L engine already in place), Matt Kubik went to work making the truck his own. The rear axle is a narrowed 10.5-inch Sterling out of a Super Duty and sports a pinion brake. Shifts are handled via a 4R100 from Brian’s Truck Shop (BTS), and are commanded by a Powertrain Control Solutions transmission controller. In addition to going 9.36 at 153 mph, the Ranger has also been to 6.03 at 118 mph in the eighth, which still stands as the sixth-fastest eighth-mile pass made by a Power Stroke.

All the Fixin’s

Hypermax rods, River City Diesel pushrods and valve springs, Thumper 2 high-pressure oil pump, ProMaxx Performance heads with ARP 625 Custom Age studs, and 500/400 hybrid injectors from Warren Diesel are some of the 6.0L’s hard-part and injection system highlights. Boost comes by way of a BorgWarner S591/S471 SX-E combination, with two stages of nitrous on top of that. During a typical pass, Kubik logs 80 psi of boost pressure. SCT PCM tuning comes from Truck Source Diesel, as does the PCS calibration that allows the BTS 4R100 to perform flawlessly. At 4,650 pounds, the all-steel Ranger makes roughly 1,150 rwhp.

4. Jim Rose: 9.39 at 139 MPH

You might remember this unique little creation from the February 2018 issue (“Power Rail”), where we showcased Jim Rose’s long-awaited, compound-turbo, 7.3L-powered altered. Well, we didn’t know it at the time, but the 9.39-second pass listed in the feature landed him number 4 on the fastest Power Strokes list. For those who don’t remember, we’ll recap the article. Some 10 years in the making, Rose’s 7.99-second, NHRA-certified, 138-inch wheelbase dragster practically ran 9s right out of the gate—even with conservative tuning. In pushing the car’s 2,750 pounds through the quarter mile in 9.39 seconds, less than 550 rwhp was used. But with the potential for at least another 100 to 150 hp left in his setup, Rose’s no-frills altered is easily capable of running 8s in the near future.

Compound Turbo’d 7.3L

The 7.3L mounted in the tube chassis was built by Carson Stauffer Diesel and—thanks to a girdle with billet main caps, filled block, billet rods and 15:1 Diamond Racing pistons, and fire rings that protrude into both the block and ported heads—it is well suited to handle the 90 psi of boost it sees. Boost production comes in the form of a compound turbo setup using an S488 as the low-pressure/atmosphere charger, and an S467 as the high-pressure/valley turbo (both units being sourced from Barder Turbo Service). The HEUI system gets a serious dose of fuel from a set of Rosewood Diesel Shop 300cc hybrid injectors, while a Dyno Proven Honey Badger SR HPOP provides ample high-pressure oil volume.

5. Adam Hohrath: 9.54 at 143 MPH

From the same shop that brought us a 9-second, 6.0L-powered Ranger several years prior, this project also stemmed from Adam Hohrath and the First Coast Diesel Performance camp down in Orange Park, Florida. Based on a ’97 F-150 that was originally powered by a 4.0L V6, Hohrath and the FCDP crew back-halved it, bolted up a Ford 9-inch, and squeezed a 6.4L/5R110 combination in place. The engine sports Carrillo rods, fly-cut pistons, and a 76mm/95mm compound turbo arrangement from ATS. It’s fueled by two belt-driven K16s, 100%-over injectors, and a 220gph FASS system, while being tuned by Innovative Diesel. Other than a 2,800rpm stall triple-disc SunCoast converter, the transmission was left stock due to Hohrath rebuilding the 5R110 every 10 to 15 passes anyway. If this was a fuel-only list, Hohrath’s F-150 would rank third, as his 9.54-second pass was achieved on nothing more than good old number 2.

[divider][/divider] 1/8-Mile Eminence (*Fuel and/or Nitrous)

1. Rawlings Barnes: 4.98 at 140 MPH

Given how matched Rawlings Barnes’s Super Duty and Matt Kubik’s Mustang appear to be in terms of weight and power, the top spot on the eighth-mile list may change hands a few times over the next few racing seasons. In 2017, both Barnes and Kubik were just beginning to realize the potential of their machines at the end of their racing seasons. As for Barnes, the Rudy’s Diesel-sponsored ’08 F-250 he pilots has shown a lot of promise. It’s light (3,550 pounds), makes use of a proven Rossler TH400/Neal Chance converter transmission combination, and benefits from a 6.4L that’s chock full of all the right parts (Carrillo rods, forged Mahle pistons, Elite Diesel Engineering heads)

The Proof

Thanks to a breakneck 1.13-second 60-foot, Barnes’s F-250 was well on its way to making the record-setting, sub-5-second pass. Based on miles per hour, the truck effectively applied more than 1,300 rwhp to the track on the run, which isn’t surprising considering the 6.4L’s use of dual K16s, River City Diesel 150%-over injectors, twin 230gph AirDog lift pumps, and a Precision Turbo & Engine S475. With the potential for somewhere around 2,000 rwhp, we may eventually see the truck on the verge of outrunning its 6.50-second NHRA chassis certification. For now, we’ll continue to watch it dig deeper and deeper into the 4s.

2. Matt Kubik: 5.04 at 154 MPH

On the same 7.60 at 192 mph pass that earned him the honor of quickest quarter-mile Power Stroke, Matt Kubik obtained the second quickest eighth-mile ET. A 1.3-second 60-foot catapulted him to the 5.04-second pass at more than 150 mph. This pass (once again, at 3,300 pounds) means more than 1,600 hp is being applied to the track. In the offseason, Kubik told us the pump was reworked and the injectors were fitted with new nozzles at Scheid Diesel, and that a set of D&J Precision Machine’s FSR pistons were also added. Could this mean more power and improved reliability for his P-pumped 7.3L? We don’t doubt it.

3. Dan Snyder: 5.24 at 140 MPH

Claiming the runner-up spot in the quarter-mile list and third here, Dan Snyder’s 6.7L-powered rail returns. On a separate pass from the aforementioned 8.43 it put up in the 1320, a more aggressive launch shaved more than two tenths off of the rail’s eighth-mile elapsed time and added 10 mph to its top speed. With one of the more extreme 6.7L Power Strokes we’ve seen, the block has been filled and fitted with Ontork main (and head) studs, Carrillo rods, Snyder Performance Engineering custom-machined and coated Mahle pistons, and a custom-grind cam from Colt. The ported factory reverse-flow heads were equipped with Snyder Performance Engineering modified rockers, Stage 3 valve springs and treated valves. Big fuel is provided by Exergy Performance in the form of custom injectors, a stroker CP4 and a stroker CP3. The massive 96mm S500 mounted up top is combined with an S475 (along with a two-stage Nitrous Express system), which we’re told should be good for 150 psi worth of boost.

4. Taylor Overcash: 5.93 at 119 MPH

Another 6.4L breaking into the eighth-mile elites club is Taylor Overcash’s 4,000-pound standard cab. Put together by MB Diesel Performance, the single turbo’d Super Duty sports a Customs by Bigun chassis, a Twisted Diesel 4R100, Mac-Fab beadlocks and a slick at each corner. The 6.4L also packs Carrillo rods, forged-aluminum pistons, 150%-over injectors, an S476 and a healthy dose of nitrous courtesy of a Nitrous Express system. According to the truck’s trap speed, at least 900 rwhp was applied to the track during the blazing 5.93-second pass.

5. Jim Rose: 5.97 at 116 MPH

On the same day he moved into the number 4 spot on the quarter-mile list, Jim Rose also climbed the eighth-mile ladder, beating out Matt Kubik’s Ford Ranger that’d previously run a 6.03 at 118 mph. Before power ever makes it to the big Hoosier slicks out back it first passes through a two-speed Powerglide that Rose built himself, complete with a custom bellhousing and billet flywheel adapter and an 1,800rpm stall converter. After that, a narrowed Ford 9-inch out of a 1970s Lincoln takes over. The 9-inch has been treated to a spool, Moser axle shafts and a 3.00:1 ring and pinion.

[divider][/divider] Dyno Dominators (*Rank determined by adding horsepower and torque)

1. Aaron Rudolf: 1,987 HP/3,005 LB-FT

Since his days of introducing his stock-bottom-end 6.4L to copious amounts of N2O, Aaron Rudolf, owner of Rudy’s Diesel Performance, has never been afraid of adding 600, 700, even 800hp worth of nitrous to his ’08-10 Fords. At the 2016 Ultimate Callout Challenge, he did just that. After clearing 1,250 rwhp on fuel, he added nearly 750 more horsepower by way of the bottle. The 1,987 hp and 3,005 lb-ft figures were survivable thanks to a Rudy’s Diesel competition long block and made possible thanks to a two-stage triple-turbo setup from Maryland Performance Diesel. With engine troubles hindering his dyno efforts at UCC 2017, it will be interesting to see what Rudolf’s nasty 6.4L can lay down at UCC 2018.

2. Dan Snyder: 1,819 HP/2,948 LB-FT

For one of the highest quality builds we’ve seen in years, look no further than Dan Snyder’s ’10 Super Duty. The tube chassis, four-linked, ground-up work of art was put together to compete in the 2017 Ultimate Callout Challenge. Its 6.7L-based engine was stroked to 7.0 liters of displacement, Carrillo rods were added, Exergy Performance provided the massive piezoelectric injectors and stroker injection pumps, and Fuelab kicked in a pair of lift pumps. For air, a trio of S400 turbos are employed. It’s worth noting that the 1,819 hp and 2,948 lb-ft Snyder’s truck achieved are fuel-only numbers.

3. Tommy Hassler: 1,621 HP/3,052 LB-FT

It’s no secret that the 6.7L Power Stroke is a great platform to make power with. With the proper aftermarket internals, some pretty big numbers can be generated. Take Tommy Hassler of Hassler Diesel for example. His ’11 Super Duty cleared 1,600 rwhp and a whopping 3,000 lb-ft of torque on a single S476 turbo. The battle-ready 6.7L swings a set of Carrillo 6.0L rods and River City Diesel cut-and-coated pistons and utilizes a cam from Elite Diesel Engineering. Dual high-pressure pumps and 100%-over injectors fuel the beast, while Maryland Performance Diesel tunes it and a billet Hassler Diesel 6R140 backs it all up.

4. Mark Vanadia: 1,497 HP/2,903 LB-FT

Mark Vanadia’s ’08 F-250 has been to 10.26 at 123 mph, which ranks him 16th on the quarter-mile list, but thanks to a 0.136 jet coupled with a 0.91 jet his progressive Nitrous Express system earned him one of the highest dyno numbers ever achieved by a Power Stroke. The built 6.4L under the hood of Vanadia’s 7,000-pound Super Duty was put together at his place of employment, Big Time Kustomz Diesel & Off-Road Performance, and is fueled by a River City Diesel CP3 Dual Fueler kit and 150%-over nozzles. A Barder Turbo Service S476 (mounted via a Maryland Performance Diesel pedestal) with a 96mm turbine wheel provides for awesome top-end power, while dual wastegates help keep the big single alive when all the nitrous hits.

5. Jesse Warren: 1,758 HP/2,532 LB-FT

Given how far Jesse Warren has pushed the 6.0L (and more importantly, its HEUI injection system) in recent years, it should come as no surprise that he made the list. His ’06 F-350 has been lighting up chassis dynos for years now, and the 1,758hp figure shown above was made at the 2016 Ultimate Callout Challenge. It’s worth mentioning that the hefty crew cab has blazed the eighth-mile to the tune of a 6.21 at 114 mph, which makes it the ninth-fastest Power Stroke through the ’660. Warren’s nasty 6.0L also currently ranks 12th fastest on the quarter-mile list, having run a 10.05 at 135 mph (at 7,600 pounds) back in 2015.

Freak 6.0L

The foundation of the country’s most powerful 6.0L begins with a Warren Diesel-assembled long block that makes use of a filled factory block, OEM crank and bed plate, Wagler Competition Products billet rods, custom pistons from Diamond Racing and an extensively ported set of cylinder heads. As for the injection system, Warren built a massive set of injectors that flow 500cc through 400%-over nozzles (i.e., 500/400s), along with his own dual high-pressure oil pump system. A Bullseye Power S475 high-pressure turbo combines with a Holset HX82 with a 4.4-inch compressor wheel to produce triple-digit boost, and a three-stage nitrous system adds even more controlled mayhem to the equation.

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FREQUENTLY ASKED QUESTIONS

What are the detailed specifications of the 7.3L Power Stroke diesel engine, including horsepower and torque variations over the years?

Detailed Specifications of the 7.3L Power Stroke Diesel Engine

The 7.3L Power Stroke is an impressive turbocharged V8 diesel engine known for its robustness and power. Let’s delve into its detailed specifications, including the variations in horsepower and torque across different production years.

Engine Design and Construction

• Engine Type:Turbocharged V8 Diesel
• Displacement:3 Liters (equivalent to 444 cubic inches)
• Bore and Stroke:
  • Bore: 4.11 inches (104.4 mm)
  • Stroke: 4.18 inches (106.2 mm)
• Material:
  • Cylinder Head: Cast iron with six head bolts per cylinder
  • Engine Block: Cast iron

Performance Characteristics

• Compression Ratio:5:1
• Firing Order:1-2-7-3-4-5-6-8
• Fuel System:Direct injection using hydraulic electronic unit injectors (HEUI), with pressure up to 21,000 PSI
• Turbocharger:
  • From 1994 to 1997: Garrett TP38 Fixed Geometry
  • From 1999 to 2003: Garrett GTP38 with Wastegate

Valvetrain and Internal Components

• Valvetrain:Overhead valve (OHV) with 2 valves per cylinder and hydraulic lifters
• Pistons:Made from cast aluminum

Capacity Details

• Engine Oil Capacity:15 quarts including the filter (approximately 14.2 liters)
• Coolant Capacity:75 quarts or 31 liters
• Fuel Tank Sizes:
  • 29 gallons for short box
  • 38 gallons for long box

Transmission Options

• 1994-1998:
  • Automatic: E40D 4-speed
  • Manual: ZF S5-47 5-speed
• 1999-2003:
  • Automatic: 4R110 4-speed
  • Manual: ZF S6-650 6-speed

Horsepower and Torque Over the Years

• Horsepower:
  • 1994-1995: 210 HP
  • 1996: 215 HP
  • 1997-1998: 225 HP
  • 1999-2000: 235 HP
  • 2001-2003 (Automatic): 250 HP
  • 2001-2003 (Manual): 275 HP
• Torque:
  • 1994-1995: 425 lb-ft
  • 1996-1998: 450 lb-ft
  • 1999-2000: 500 lb-ft
  • 2001-2003 (Automatic): 505 lb-ft
  • 2001-2003 (Manual): 525 lb-ft

Fuel Type

• Designed to run on diesel fuel.

This engine has a strong reputation, particularly noted for its performance variations which cater to different driving needs. Whether through its robust construction or evolving horsepower and torque outputs, the 7.3L Power Strokeremains a formidable choice for those seeking durability and power in a diesel engine.

 

What common issues and problems are 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 celebrated for its long-lasting performance. However, it’s not completely free from issues. Here’s a rundown of typical problems owners might encounter:

Injector Driver Module (IDM) Complications

Situated on the driver’s side fender, the Injector Driver Module can experience water infiltration or damaged wiring. These issues often lead to a failure to start or an engine that runs roughly. Regular checks can preempt these nuisances.

Cam Position Sensor (CMP) Failures

The Cam Position Sensor is known to malfunction, causing the engine to intermittently cut out or refuse to start. This sporadic issue makes it a good idea to keep a replacement CMP handy, just in case.

Injection Pressure Regulator Valve (IPR) Challenges

Located near the high-pressure oil pump, the Injection Pressure Regulator Valve may encounter sensor failures or wiring damage. Additionally, they can stick or have worn-out seals, impacting engine performance. Regular inspection can help catch these issues early.

These issues, while not uncommon, can often be managed with routine maintenance and by keeping spare parts readily available.

 

What is the maximum towing capacity of the 7.3L Power Stroke engine under different configurations?

Maximum Towing Capacity of the 7.3L Power Stroke Engine

To accurately know the maximum towing capacity of the 7.3L Power Stroke engine, it’s essential to consider several variables, including the cab setup, drivetrain type, and whether the truck is a dually.

• Conventional Towing Capacity:
  • Standard Model (1999-2003):Up to 12,500 lbs
  • Earlier Models (1994.5-1997):Up to 10,000 lbs
• 5th Wheel Towing Capacity:
  • Standard Model (1999-2003):Capable of towing up to 13,900 lbs
  • Earlier Models (1994.5-1997):Capable of towing up to 13,500 lbs

Key Considerations

1. Cab Configuration:The choice between extended, crew, or regular cab can influence the towing performance.
2. Drivetrain Options:A four-wheel drive may offer different capabilities compared to a two-wheel drive setup.
3. Dually Options:Trucks equipped with dual rear wheels often handle heavier loads more effectively.

These configurations significantly impact the towing capabilities, offering various options for those needing robust performance for different towing needs.

 

What are the key specifications and attributes of the 7.3L Power Stroke diesel engine?

Thanks to vast technological improvements taking place in HEUI (and mechanical) injection over the past five years, the 7.3L and especially the 6.0L Power Stroke are regularly being revisited and treated as viable performance platforms—and that’s reflected in the extraordinary group of vehicles you’ll find below. From P-pumped 7.3Ls to high-powered 6.0Ls that are still oil-fired, and common-rail 6.4L and 6.7Ls knocking on the door of 2,000 hp, this one-of-a-kind list is about as diverse as it gets.

Unveiling the 7.3L Power Stroke: A Technical Marvel

The 7.3L Power Stroke diesel engine stands out with its innovative single shot HEUI injector system. This system leverages highly pressurized engine oil to generate fuel pressure directly within the injector body, bypassing a typical injection pump. This technological leap not only promised enhanced performance but also delivered better fuel economy and reduced emissions.

Performance Evolution Over the Years

• 1994 Introduction: The 7.3L engine debuted with 210 horsepowerand 425 lb-ft of torque, a significant boost of 40 HP and 87 lb-ft over previous models.
• Midpoint Enhancements (1998): By 1998, the engine’s horsepower had increased to 225 HP at 3,000 RPM, with torque reaching 450 lb-ft at 2,000 RPM. This year marked compliance with California’s emission standards and the introduction of split-shot injectors.
• Final Year Specs (2003): As production wrapped up, the automatic transmission models delivered 250 HP at 2,600 RPM, while the standard transmission models offered 275 HP at 2,800 RPM. The torque was an impressive 505 lb-ft at 1,600 RPMfor automatic and 525 lb-ft for standard.

The 7.3L Power Stroke’s continuous improvements over its production life have cemented its reputation as a robust and reliable engine, making it a favorite among diesel enthusiasts and a worthy contender in the world of performance engines.

 

Why is the Ford 7.3L Power Stroke diesel engine highly regarded and what makes it durable?

Thanks to vast technological improvements taking place in HEUI (and mechanical) injection over the past five years, the 7.3L and especially the 6.0L Power Stroke are regularly being revisited and treated as viable performance platforms—and that’s reflected in the extraordinary group of vehicles you’ll find below.

The Legacy of the 7.3L Power Stroke

First introduced in 1994, the 7.3L Power Stroke diesel engine quickly became a staple in the Ford F-Series truck lineup. This engine stood out for its remarkable durability and performance, a reputation that has endured over decades.

• Performance and Reliability: The 7.3L Power Stroke was paired with either the ZF 5-speed manual or the E40D 4-speed automatic transmission, delivering 210 horsepower and 425 lb-ft of torque. Its electronically-controlled direct-injection system was a game-changer, allowing it to achieve up to 21,000 psi, which was a significant leap from its predecessors, the 6.9L IDI and earlier 7.3L engines.
• Comparative Superiority: Despite sharing the same displacement as its forebears, the engine’s innovative features offered enhanced reliability and performance, making it more successful than the models that followed.
• Longstanding Success: Remaining in production until 2003, the 7.3L Power Stroke’s blend of power and reliability ensured its place in the annals of automotive engineering as a durable and highly regarded engine.

These enduring qualities are why the 7.3L Power Stroke continues to captivate enthusiasts and why it’s being considered anew as a performance platform. As you explore the vehicles detailed below, you’ll see how this legendary engine continues to inspire and perform.

 

How can performance parts be upgraded for the 7.3L Power Stroke to improve its performance?

“Everyone loves a P-pumped mechanical 7.3L, and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, ported factory heads with billet rockers, competition pushrods, and valve springs were all sourced from Hypermax Engineering—along with the front cover that provides for the use of an inline 8-cylinder Bosch P-pump. The injectors are modified 8.3L Cummins pieces equipped with 5x.025 nozzles, and a sizeable compound turbo arrangement consists of a Hypermax 4.1-inch atmospheric charger feeding an 88mm Garrett GTX5533R Gen 2 high-pressure unit. EGT is kept in check thanks to a direct-port water injection system.

Enhancing 7.3L Performance

While pushing the limits of drag racing, the 7.3L Power Stroke can also undergo several practical enhancements to boost everyday performance. Here’s how:

Turbocharger Upgrade

A turbocharger upgrade is a straightforward way to gain additional power. By replacing the stock turbo with a more robust unit, you can achieve higher boost levels across the rpm range, resulting in significant power and torque increases.

Exhaust System Overhaul

Upgrading the exhaust system can drastically improve your truck’s performance. A better exhaust flow and reduced backpressure lead to increased horsepower. Plus, the unique growl of a diesel is accentuated, offering an auditory pleasure alongside performance gains.

Fuel System Modifications

For those looking to make substantial improvements, upgrading the fuel system is key. By swapping out the factory cam-driven lift pump for an electric unit and installing larger supply lines, you can ensure a better fuel supply pressure. This, combined with larger injectors, can double the stock horsepower and torque, offering a massive boost in performance.

Intake System Improvements

An upgraded intake system can further enhance power and improve efficiency. With better airflow, you gain not only increased torque and power but also quicker throttle response and improved fuel economy.

Incorporating these upgrades can transform your 7.3L Power Stroke, whether you’re chasing speed on the drag strip or seeking a more exhilarating drive on the open road. These enhancements cater to both the enthusiast looking to push boundaries and the everyday driver wanting to elevate their driving experience.”

 

What is the experience of individuals who have completed a p-pump conversion on their 7.3 engine?

Exploring the P-Pump Conversion Experience for a 7.3 Engine

If you’ve been contemplating a conversion to a p-pump on your 7.3 engine, you’re likely seeking clarity on what the experience entails. Here’s a breakdown based on insights from enthusiasts and professionals who have tackled this ambitious project:

Why Consider a P-Pump Conversion?

Many owners choose to convert to a p-pump to eliminate electronic components and persistent issues associated with them. This mechanical solution provides greater control, especially for those who desire a more robust and straightforward engine setup. However, it’s important to note that this path is not for the faint of heart nor light on the wallet.

Conversion Challenges and Considerations

• Complexity and Cost:Undertaking a p-pump conversion is no small feat. It involves significant mechanical knowledge and often requires custom fabrication. Enthusiasts warn that this process is neither cheap, simple, nor quick.
• Parts and Components:Critical components are necessary for the conversion. You’ll need mechanical injectors with custom bodies, new valve covers to accommodate lines, and a modified front cover. Conversion parts are known to be expensive, but savvy buyers keep an eye out for competitive pricing on essential pieces.
• Compatibility and Regulations:Converting may lead to compatibility issues. For instance, if you’re switching to older engine technology, you might face regulatory challenges with local authorities, especially concerning emissions standards.

Execution Insights

• Custom Fabrications:Building mounts for a pump, routing custom fuel lines, and designing pulley systems to ensure correct timing are part of the detailed work required.
• Machine Shop Collaborations:Many components may need custom machining. Working with a skilled machine shop is key to crafting adapters and other necessary parts.
• Timing Adjustments:Adjustments to fuel timing are critical. Utilizing cog pulleys with specific tooth configurations can offer more precise control over timing modifications.

Potential Benefits

• Enhanced Control:With the conversion, drivers report better control over fuel injection and timing, resulting in a more reliable performance under demanding conditions.
• Increased Durability:Moving away from electronic components can extend the lifespan of certain engine parts, reducing the likelihood of electronic failures.

Community Insight

Those who have completed the conversion share a sense of accomplishment. It provides a unique opportunity to learn and engage deeply with the mechanics of your engine. However, seasoned converters advise careful consideration of the time, effort, and resources involved before embarking on this journey.

In conclusion, transforming a 7.3 engine to a p-pump setup is a challenging yet rewarding venture. It requires thorough planning, an understanding of mechanical systems, and a willingness to invest time and resources.

 

How Practical is a P-Pump Conversion for Street Use in a 7.3 Engine?

Embarking on a p-pump conversion for your 7.3 engine can be quite the project, offering both challenges and potential rewards. However, before diving in, it’s crucial to weigh the practicality for street use.

Understanding the Basics

A p-pump conversion involves swapping out your existing fuel injector pump for a mechanical alternative. This can offer increased control and power but comes with its own demands and complexities.

Key Considerations

1. Compatibility:
   The primary challenge is that traditional p-pumps are not inherently designed for use with an 8-cylinder engine. This means modifications are necessary.
2. Mechanical Compatibility:
   To accommodate the mechanical injectors, you’ll need to fabricate new injector bodies. Additionally, alterations to your valve covers will be required to allow fuel lines to pass effectively.
3. Engine Modifications:
   Expect to redesign the front cover to fit resized pockets for timing gears. You’ll also need to create new attachment points for the pump itself.
4. Legal Implications:
   Be mindful of local regulations. Swapping older components into your engine can lead to compliance issues with transportation authorities. Ensure you verify what’s permissible in your region first.

Costs and Time

A p-pump conversion is neither cheap nor speedy. With custom fabrication and potential legal hurdles, costs can escalate quickly. Additionally, the time investment is significant unless you have access to advanced machining capabilities and expertise.

Conclusion

For street use, the practicality of a p-pump conversion largely depends on your willingness to navigate the complexities of fabrication, the financial investment, and regulatory hurdles. If you’re seeking simplicity and reliability, exploring other performance-boosting changes might be a more straightforward path.

 

What are the potential challenges and costs associated with converting a 7.3 engine to a p-pump?

Understanding the Challenges and Costs of Converting a 7.3 Engine to a P-Pump

If you’re considering converting your 7.3 engine to a P-pump, prepare for a journey that’s neither simple nor inexpensive. It’s crucial to recognize the potential challenges and the financial commitment required to achieve a successful conversion.

Key Challenges

1. Engine Customization:
   • You’ll need to modify key engine components. This includes creating custom injector bodies suitable for mechanical injectors and fabricating new valve covers to accommodate the necessary fuel lines.
2. Timing Gear Adjustment:
   • Significant modifications to the engine’s timing components are essential. This involves redesigning the front cover to provide resized pockets for timing gears and secure attachment points for the P-pump.
3. Technical Complexity:
   • The conversion requires a deep understanding of engine mechanics and specialized skills. It’s neither a quick fix nor a project for an amateur. The intricacies involved demand expertise and precision.

Financial Considerations

• High Material Costs:
  • Custom fabrication and specialized parts aren’t cheap. Be prepared for significant expenses in acquiring and manufacturing the necessary components.
• Professional Services:
  • Due to the complexity, hiring professionals for parts of the conversion is often necessary, adding to the overall cost.
• Time Investment:
  • This conversion isn’t just costly in monetary terms but also in time. The project can take a considerable amount of time to complete, affecting both personal and project timelines.

Converting a 7.3 engine to a P-pump demands a substantial investment and a strategic approach. While the potential performance gains are attractive, it’s critical to weigh the challenges and costs before diving in.

 

Are there any legal or regulatory considerations when converting to a p-pump in a newer vehicle?

When considering a conversion to a P-pump in a newer vehicle, it’s crucial to be aware that there are indeed legal and regulatory factors to consider.

Emissions Regulations:Most new vehicles are required to meet stringent emissions standards. Modifying your engine with a P-pump might lead to increased emissions, which can violate these regulations. It is essential to check whether your modification would still comply with local and federal emissions laws.

Vehicle Inspections:Some regions have mandatory vehicle inspections, which include emissions testing. If your conversion doesn’t adhere to the specified standards, you might fail these tests, rendering your vehicle illegal to operate on public roads.

Warranty Concerns:Altering your vehicle’s engine can void warranties provided by the manufacturer. This is particularly important if your vehicle is relatively new and still covered under warranty.

Insurance Implications:Modifications can affect your vehicle insurance. Some policies might not cover vehicles with significant engine alterations, or they may require higher premiums. Contact your insurance provider to determine how this change could impact your coverage.

Safety Regulations:Engine swaps and modifications should meet safety regulations. If not properly executed, such modifications can compromise vehicle safety, and they may not pass legally required safety inspections.

Before proceeding with a P-pump conversion, it is advisable to do thorough research and possibly consult a professional to ensure compliance with all relevant laws and regulations. Make sure to engage with local authorities or a legal expert to understand all implications specific to your region.

 

What are the alternative solutions to a p-pump conversion for a 7.3 engine?

Exploring Alternatives to a P-Pump Conversion for a 7.3 Engine

If you’re exploring different options instead of a P-pump conversion for a 7.3 engine, there are several possibilities to consider that can fit various needs and budgets.

Mechanical Injection Options

1. Cummins Engine Swap: This is often a cost-effective solution for those wanting a mechanical setup. The Cummins engines are known for their durability and can be more straightforward to work with for those familiar with mechanical systems.
2. Injection Pump Upgrade: Instead of a full conversion, consider upgrading to a more robust injection pump. This can enhance performance and reliability without overhauling your entire system.

Electronic and Hybrid Solutions

3. Turbocharger Enhancements: Upgrading or adding a turbocharger can provide significant performance boosts. This can be paired with tuning for optimized results.
4. Stand-Alone Fuel Management Systems: These systems offer precise control over fuel injection and timing. They provide flexibility to fine-tune your engine’s performance without a full mechanical conversion.

Customization Routes

5. Camshaft and Injector Upgrades: Modifying the camshaft for better lift and duration, along with upgrading injectors, can yield significant improvements in power and efficiency.
6. Modified Cylinder Heads: Porting and polishing cylinder heads can increase air flow and combustion efficiency, often resulting in better performance gains.

When considering these alternatives, keep your end goals in mind, whether it’s increased power, efficiency, or a seamless mechanical solution. Each option comes with its own set of advantages and challenges, so weigh them carefully against your technical expertise and budget constraints.

 

Is it possible to make a 7.3 engine conversion to a p-pump affordable?

Making a 7.3 Engine Conversion to a P-Pump Affordable: Is It Possible?

If you’re considering a 7.3 engine conversion to a P-pump, you’re likely aware that this project can be quite the investment. However, finding a cost-effective path isn’t entirely out of reach. Here’s how you can manage expenses:

1. Understand the Market

The niche for this specific conversion is relatively small, which often results in limited availability of parts and services. This can drive up prices, but understanding market dynamics helps in planning your budget effectively.

2. Research and Plan Carefully

• Component Sourcing:Look for used parts or consider remanufactured options. Websites specializing in automotive parts or salvage yards can be goldmines for finding what you need without breaking the bank.
• DIY Versus Professional Help:If you have the necessary skills, doing parts of the conversion yourself can save money. For complex tasks, hiring an experienced mechanic is advisable to avoid costly mistakes.

3. Budgeting for Essential Upgrades

Certain upgrades are necessary for the conversion to function correctly:

• Fuel System Mods:Ensure compatibility with the P-pump to optimize performance.
• Engine Internals:Reinforcing engine internals may be necessary, depending on the desired performance level.

4. Seek Community Advice

Join online forums or social media groups focused on engine modifications. These platforms are rich with advice from people who’ve undertaken similar projects and can offer insights into cost-saving strategies.

In summary, while affording a 7.3 engine conversion to a P-pump requires investment, strategic planning, and resourceful shopping can help alleviate some of the financial burdens.

 

How can one manage the fuel system requirements when converting a 7.3 engine to a p-pump?

“Everyone loves a P-pumped mechanical 7.3L, and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, ported factory heads with billet rockers, competition pushrods, and valve springs were all sourced from Hypermax Engineering—along with the front cover that provides for the use of an inline 8-cylinder Bosch P-pump. The injectors are modified 8.3L Cummins pieces equipped with 5x.025 nozzles, and a sizeable compound turbo arrangement consists of a Hypermax 4.1-inch atmospheric charger feeding an 88mm Garrett GTX5533R Gen 2 high-pressure unit.

To replicate this powerhouse setup, managing the fuel system requirements is crucial. Start by acquiring injectors, sleeve adaptors, and valve covers that accommodate a 6.9 or 7.3 IDI pump. Operate it using a cog pulley, belt, and tensioner kit from Weiand. For precise fuel timing adjustments, consider larger 72-tooth pulleys, allowing for 5-degree increments. Alternatively, a 34-tooth crank pulley paired with a 68-tooth pump pulley can be used.

A collaboration with a skilled machine shop is advisable to create adapters for the pulley-to-pump and pulley-to-crank connections. This meticulous approach not only optimizes performance but also significantly reduces costs by avoiding the high expenses of specialized pumps and timing covers. While crafting your own fuel lines and blocking off the HPOP ports might seem daunting initially, these steps are essential for a seamless conversion.

With these modifications, you’re not just upgrading an engine—you’re transforming it into a formidable force on the track, ready to rival the likes of Kubik’s engineering marvel.”

 

What additional modifications are necessary?**

Additional modifications include creating custom fuel lines and sealing off ports for the HPOP, which are essential steps in the conversion process.

 

How can costs be minimized during the conversion?**

To reduce expenses, consider bypassing the purchase of costly components like the Hypermax pump and timing cover by fabricating your own adapters and using alternative parts.

 

Where can one source or fabricate necessary parts?**

You can have an adapter for the pulley to the pump and another for the crank fabricated at a competent machine shop, ensuring the parts are tailored to your specific needs.

 

How should the pulleys be configured for the conversion?**

It is advisable to use larger 72-tooth pulleys to allow for 5-degree increments in fuel timing adjustments. Alternatively, a setup using a 34-tooth pulley for the crank and a 68-tooth for the pump can also be configured.

 

What components are needed for the conversion?**

To convert a 7.3 engine to a P-pump, you will need injectors, sleeve adaptors, valve covers suitable for either a 6.9 or 7.3 IDI pump, and a cog pulley, belt, and tensioner kit.

 

What specific parts and modifications are needed for a 7.3 p-pump conversion?

Everyone loves a P-pumped mechanical 7.3L, and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, ported factory heads with billet rockers, competition pushrods, and valve springs were all sourced from Hypermax Engineering—along with the front cover that provides for the use of an inline 8-cylinder Bosch P-pump.

The injectors are modified 8.3L Cummins pieces equipped with 5x.025 nozzles, and a sizeable compound turbo arrangement consists of a Hypermax 4.1-inch atmospheric charger feeding an 88mm Garrett GTX5533R Gen 2 high-pressure unit. EGT is kept in check thanks to a direct-port water injection system.

For those looking to replicate this kind of performance with a more hands-on approach, consider the following modifications:

• Injector and Sleeve Adaptor Installation:Start with acquiring high-quality injectors and sleeve adaptors. These components are crucial for ensuring efficient fuel delivery and compatibility with the new pump system.
• Valve Covers and Mounting:Custom mounts need to be built for either a 6.9 or 7.3 IDI pump. These mounts will be critical for the stability and alignment of the pump in the engine bay.
• Pulley and Belt System:Utilize a cog pulley, belt, and tensioner kit, such as those from Weiand. A savvy machine shop can fabricate an adapter for the pulley to the pump and another to the crank. Opt for larger 72-tooth pulleys for more precise fuel timing adjustments, or consider a 34-tooth for the crank and a 68 for the pump for alternative setups.
• DIY Customizations:To save on costs, you can construct your own fuel lines and block off the ports for the HPOP. While these tasks require some mechanical know-how, they are manageable with the right tools and patience.

This combination of high-end components and cost-effective customizations allows for a unique blend of performance and efficiency, bringing the best of both worlds to enthusiasts eager to push their 7.3L diesel engines to new heights.

 

What additional modifications are required?

One necessary modification is blocking off the ports for the HPOP. This step is crucial to ensure the engine operates correctly with the new pump conversion.

 

How can costs be reduced in the conversion process?

To save money, consider having a machine shop build the adapter required for connecting the pulley to the pump and crank, rather than purchasing pre-made components. Additionally, making your own fuel lines can significantly cut costs.

 

What modifications are necessary for fuel timing?

Use larger pulleys, such as 72-tooth ones, to allow for more precise adjustments in fuel timing. This setup enables finer increments of 5 degrees per adjustment. Alternatively, you could use a 34-tooth pulley for the crank and a 68 for the pump.

 

How should the parts be installed?

Begin by mounting the pump using the appropriate build mounts for either a 6.9 or 7.3 IDI. Ensure the pump runs off a cog pulley system, which requires precise setup to align with your specific engine.

 

What parts are needed for a conversion?

To perform the conversion, you’ll need injectors, sleeve adaptors, valve covers, a cog pulley, a belt, and a tensioner kit. These components are essential for adapting the pump to your engine configuration.

 

What are the advantages and disadvantages of using a p-pump in a 7.3 engine?

Although it was once thought to be light years away from matching what the Cummins and Duramax brought to the table, recent times have shown that the Power Stroke has begun to close the performance gap against its adversaries. At the drag strip and on the dyno, Blue Ovals are more competitive now than they’ve ever been. But who’s the fastest of the fast? And exactly who owns the most powerful Ford trucks in the country? With the help of ElitePowerStrokes.com, a site that maintains an up-to-date list (at time of posting) of the heaviest hitters in the Power Stroke world, we decided to profile the top five Fords in quarter-mile, eighth-mile, and chassis dyno competition.

It might be surprising for some to learn that highly prevalent, common-rail technology doesn’t dominate every category. Thanks to vast technological improvements taking place in HEUI (and mechanical) injection over the past five years, the 7.3L and especially the 6.0L Power Stroke are regularly being revisited and treated as viable performance platforms—and that’s reflected in the extraordinary group of vehicles you’ll find below. From P-pumped 7.3Ls to high-powered 6.0Ls that are still oil-fired, and common-rail 6.4L and 6.7Ls knocking on the door of 2,000 hp, this one-of-a-kind list is about as diverse as it gets.

Everyone loves a P-pumped mechanical 7.3L and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, ported factory heads with billet rockers, competition pushrods and valve springs were all sourced from Hypermax Engineering—along with the front cover that provides for the use of an inline 8-cylinder Bosch P-pump. The injectors are modified 8.3L Cummins pieces equipped with 5x.025 nozzles, and a sizeable compound turbo arrangement consists of a Hypermax 4.1-inch atmospheric charger feeding an 88mm Garrett GTX5533R Gen 2 high-pressure unit. EGT is kept in check thanks to a direct-port water injection system.

Advantages and Disadvantages of Using a P-Pump in a 7.3 Engine

While the performance potential of a P-pumped 7.3L is undeniable, there are significant considerations to keep in mind. Firstly, this conversion is far from cheap. The financial investment is substantial, and it’s crucial to be prepared for that commitment.

Technical Challenges

• Parts Availability: There is a limited market for P-pumps suited for 8-cylinder engines, which can pose sourcing challenges.
• Conversion Complexity: To retrofit a P-pump, one must create new injector bodies for mechanical injectors, fabricate new valve covers, and resize pockets for timing gears. These modifications require considerable technical expertise and time.

Alternatives and Legalities

• Engine Swap Consideration: An engine swap to an older motor might simplify the process, yet it introduces potential legal issues with local DOT regulations when installing older technology into newer vehicles.

In summary, while the allure of a P-pumped 7.3L is strong for its performance prowess, it’s essential to weigh these practical aspects before diving into such a project. Balancing high-octane performance with feasibility can help you make the best decision for your goals.

 

What regulatory or legal challenges might arise from the conversion?

Swapping an older engine into a newer vehicle can lead to regulatory issues with local Department of Transportation (DOT) regulations, as it involves integrating outdated technology.

 

Are there alternative solutions to using a p-pump for the 7.3 engine?

An alternative solution could be an engine swap to an older model, although this might introduce other challenges.

 

What are the technical requirements and modifications needed for the conversion?

The conversion demands several technical modifications, including custom injector bodies, specialized valve covers, and a front cover with resized pockets for timing gears and pump attachment.

 

Are there suitable p-pumps available for an 8-cylinder engine?

Suitable p-pumps for 8-cylinder engines are limited, with most options being rotary Standyne pumps from older models.

 

Is the conversion cost-effective?

The conversion process is not cost-effective. It requires a substantial investment due to the complexity and rarity of the parts needed.

 

What is the purpose of converting a 7.3 engine to a p-pump?

Everyone loves a P-pumped mechanical 7.3L, and Kubik has taken one further than anyone else as far as diesel drag racing is concerned. Why convert your 2000 7.3 to a P-pump? It’s not just about performance; it’s about solving persistent issues. By getting rid of the electronics, you can eliminate many of the headaches that come with them.

The compacted graphite iron (CGI) block, connecting rods, low-compression pistons, and ported factory heads with billet rockers are sourced from Hypermax Engineering. Competition pushrods and valve springs are part of the package, along with the front cover that facilitates the use of an inline 8-cylinder Bosch P-pump.

Key components include:

• Modified injectors from 8.3L Cummins, equipped with 5x.025 nozzles.
• A substantial compound turbo arrangement, featuring a Hypermax 4.1-inch atmospheric charger feeding into an 88mm Garrett GTX5533R Gen 2 high-pressure unit.
• Direct-port water injection system to keep EGT in check.

By transitioning to a P-pump setup, not only do you enhance power output, but you also streamline the engine’s operation by removing complex electronics. This conversion allows for a more reliable and efficient performance, particularly appealing for those involved in high-stakes diesel drag racing.

 

How does converting to a P-pump address engine issues?

By switching to a mechanical system, the conversion can bypass problematic electronic components, thereby increasing the engine’s reliability and performance.

 

What is a P-pump, and how does it relate to engine performance?

A P-pump is a mechanical fuel injection pump that can enhance engine performance by providing consistent fuel delivery without relying on electronic controls.

 

What specific problems might arise with the electronic components of a 7.3 engine?

Electronic components can be prone to malfunctions, which may lead to performance issues or engine downtime.

 

What are the benefits of removing electronics in a 7.3 engine conversion?

Removing electronics can simplify the engine operation, potentially reducing the likelihood of failures and improving reliability.

 

Why might someone want to convert a 7.3 engine to a P-pump?

The primary motivation is to eliminate the electronic components of the engine and address any associated issues.