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The world of diesel was permanently altered in 1994. Ford Heavy Duty trucks started using the International Navistar 7.3L Powerstroke engine. Comparing the 6.9L IDI and 7.3L Powerstroke Diesel engines to one another, the former offered noticeably greater performance specs. Additionally, it provided noticeably more dependability than the 6.0L Powerstroke engine that came after it.
The 7.3L Powerstroke was a huge success for Ford, but what was so special about them? The main features and specs of the 7.3 Powerstroke engine that make these trucks still so valuable nowadays are as follows. In addition, tow ratings, the history of the 7.3 and variations in model year will also be mentioned. Let us learn more about this iconic invention.
The 7.3L Power Stroke engine employs a single-shot hydraulic electronic unit injector (HEUI). The highly pressurized engine oil is responsible for building up fuel pressure in the injector body instead of utilizing a conventional injection pump which is created in HEUI. The HEUI implementation was supposed to bring about decreased emissions, enhanced performance as well as better fuel economy.
It is known that the 1994 Ford PowerStroke 7.3L motor had a torque rating of 425 lb-ft and 210 hp, which is quite an improvement in power from earlier models. Throughout the years this engine has been in production, it has undergone several changes to boost vehicle capabilities.
In 1998, for example, near the midpoint of the engine’s production run, horsepower had increased to 225 HP at 3,000 RPM and torque was 450 lb-ft at 2,000 RPM. Starting that year, the trucks had caught up with California’s emission regulations and all the Power Strokes came with split-shot injectors.
By 2003, the Powerstroke was at the end of its production. In its final year, the automatic transmission provided 250 HP at 2,600 RPM while the standard transmission provided 275 HP at 2,800 RPM. The torque was 505 lb-ft at 1,600 RPM for the automatic and 525 lb-ft at 1,600 RPM for the standard.
The 7.3L Power Stroke is an eight-cylinder, 90-degree vee-shaped engine with a 4.11-inch cylinder bore and a 4.18-inch stroke length, yielding a slightly under square 0.98 bore-stroke ratio. Both the cylinder heads and the parent bore (unlined) engine block are made of cast iron.
On later engines (including some experimental production runs), powdered metal connecting rods that fewer drivers wanted were used, whereas in all early engines there were aluminum pistons and forged steel connecting rods.
The 7.3L Power Stroke despite high desirability and repute always has problems, and some of them include:
The Injection Pressure Regulator (IPR) Valve is in the valley of the High Pressure Oil Pump (HPOP) and it can be stuck, the seals can be worn out, the sensor might fail, wires might be damaged. In order to locate an IPR valve if there is a part to be added here, check if every wire was loosened or harmed if there is a part to be added here as well as confirming tightness of a tin nut behind the IPR sensor.
Don’t put putty on the IPR threads during reinstallation as there is an open space in that thread area which the putty can block. Rather turn the IPR clockwise 35 feet per inch.
If the injector(s) cannot get their fuel, restricted fuel filter(s) leads to too much cranking without enough power or sometimes less power.
Replace the filter. One of the major issues concerning the 7.3L Ford Power Stroke engine is overheating. The radiator, thermostat, water pump, cooling fan, or faulty coolant could all be connected to this. Overheating should be easy to recognize when it occurs.
It’s crucial to put the truck in park until the 7.3 Powerstroke overheating issues are fixed. Start by checking for obvious coolant leaks coming from the 7.3 diesel engine trucks. The water pump or thermostat are frequently the primary problems.
It’s on the fender on the driver’s side. These can malfunction or sustain damage from water, which will result in rough running, no start, and rpm/velocity cutouts. Inspect for dampness or water entry, as well as damaged wiring.
Because your IDM part number is engine-specific, make sure to check it. Included with item number XC3F-12B599-AA for 1999-2003 F-Series Pickups and E-Series Cargo Vans is the IDM 120.
On the 7.3 Power Stroke, Under Valve Cover Harness (UVCH) Connectors are another frequent problem. When vehicle speed pass transmission speed, it creates very adverse operating conditions that give the impression of the engine having 17 degrees before top dead center, it idles rough jerking towards more rpm than expected; when let off completely from either throttle or brake pedal they just quit working if you do not hold onto them tight enough etc. The valve cover gasket should be replaced as it is found below this cover.
There are four connectors beneath the valve cover of your block or heads; these serve as an easy check or repair. Plug them out then have a look at each connector for cut wires, bad connections and burnt connectors. Any faulty or burnt component should be replaced.
The engine may cut out and fail to start due to a malfunctioning CMP. This kind of failure is frequently sporadic. It is probably wise to have one extra on hand.
In instances where the fuel heater shorts out, PCM is disabled as a result of maxi fuse #22 blowing. Consequently, the situation can be remedied through the act of replacing this fuse, disconnecting the fuel heater and trying to start again.
If you find yourself in such a situation with your 7.3 PowerStroke engines, do not leave it stranded because of cheap parts. It takes about $3 to replace this particular fuse that blows once there is short circuiting with maximum heater; therefore always stock them at the glove box, the price is not overly expensive and there isn’t much work involved during the exchange process. Always have some extra fuses in the glove compartment; these small items are very affordable and can be changed easily.
This will undeniably mean a failure to start. Thus, the fuel in the bowl should be checked for both before cranking and while doing it to eliminate this possibility. If there’s none in there, make sure it has some without dirt and in case after this action engine operates, change the pump.
The engine starts and runs, but it throttles quite harshly and cuts in and out. If there is oil in the ICP connector, the ICP is either broken or close to being replaced. Better running can be confirmed by momentarily unplugging the ICP sensor to observe if the problem resolves. It is advised to replace the ICP sensor pigtail as well if oil has seeped into the wires.