Who Made Ford 7.3 Diesel Engine?

The diesel world was irrevocably transformed in 1994. Ford Heavy Duty trucks received the 7.3L Powerstroke engine from International Navistar. The performance specifications of the 7.3L Powerstroke Diesel engine were much superior than those of its 6.9L IDI and 7.3L predecessors. It also had substantially higher reliability than the 6.0L Powerstroke engine that came after it. Ford’s 7.3L Powerstroke was a great hit, but what made these trucks so unique? The essential 7.3L Powerstroke engine characteristics and design aspects that continue to make these vehicles so valued today are listed below. We’ll also go over the changes between model years, the 7.3’s history, and tow ratings. Let’s get started!

Who made the Ford 7.3 diesel?

The 7.3L Power Stroke turbodiesel (engine code T444E), built by Navistar and launched in 1994, was a game-changer for Ford in the mid-’90s. The early versions of the hydraulically/electronically fueled (HPOP and poppet-valve injectors), fixed-geometry turbocharged powerplant produced 210 horsepower and 425 pound-feet of torque; performance numbers that, with the addition of updates and parts that improved power (intercooler, bigger injectors, etc.) over the course of five years, would eventually increase to 275 horsepower/525 pound-feet by the end of the 7.3L’

Is the 7.3 Power Stroke the best engine ever?

The “Legendary 7.3” is the name given to the 7.3 Powerstroke. It is largely regarded as the second most reliable diesel engine ever developed, in addition to being the largest diesel engine ever installed into high-production, consumer-grade trucks. It is without a doubt the most reliable Powerstroke ever made, trailing just the 5.9L Cummins engines produced from 2003 to 2006.

This massive 7.3L diesel was produced from 1994 to 2003 and went through two variants before being phased out in mid-2003 owing to emissions laws and better gas mileage. The addition of a wastegated turbo and an intercooler to the 1999 versions increased power output from 210hp and 425tq to 275hp and 525tq, respectively.

It’s no surprise that Ford ended up producing roughly 2.5 million 7.3 Powerstrokes by the time it was decommissioned, given it was known to be one of the most over-built diesel engines ever.

Who owns Duramax?

DMAX Ltd. is a joint venture between General Motors and Isuzu Diesel Services of America, Inc., with GM owning 60% and Isuzu Diesel Services owning 40%. Its plant manufactures the Duramax 6.6L V-8 turbo-diesel engine found in GMC Sierra and Chevrolet Silverado HD pickup trucks.

Does Ford own Cummins?

It’s a popular misconception that Cummins is owned by car companies such as Ford or Chrysler. Cummins Turbo Technologies, in fact, is a separate firm that designs, manufactures, and sells a whole range of diesel and natural gas engines.

What years are Ford diesel engines to avoid?

The 6.0L Powerstroke is a well-known engine. Because of the engine’s poor performance, Ford and Powerstroke’s parent company, Navistar, were involved in a lengthy court dispute. Ford said Navistar produced a faulty engine. Ford has ignored unsatisfactory test results for the 6.0L Powerstroke, which could have prevented post-production issues, according to evidence.

As the Powerstroke suffered catastrophic failures, expensive engine replacement warranty claims flooded in. The cab of the vehicle had to be removed for the majority of these repairs. Because to this engine, many owners have lost faith in the brand. A series of recalls affecting this notoriously problematic truck are listed by Consumer Reports.

Why is 7.3 so good?

“The critical factors for any diesel engine surviving forever are robust, iron parts, conservative power, and low engine speed—and if a 7.3L has been carefully maintained its whole life, 400,000 to 500,000 miles is nearly certain.”

How many miles will a 7.3 last?

Some of you may scoff at this argument, but anyone who has driven a bone-stock 7.3L-equipped ‘94.5-’03 Ford knows how difficult it is to keep up with modern traffic. In Power Stroke guise, the 7.3L was rated at 210hp and 425 lb-ft of torque when it debuted in mid-’94 (the version of the 7.3L that Navistar built for International trucks was coined the T444E and came with different yet similarly-mild power ratings). While that kind of power was on par with or better than what Dodge and GM were producing at the time, you were still looking at 14-second 0-60 times. The basic requirements for any diesel engine to endure forever are robust, iron parts, conservative power, and low engine speed—and if a 7.3L has been adequately maintained throughout its life, 400,000 to 500,000 miles is nearly certain.

What diesel engine does RAM use?

This powerhouse helps RAM deliver best-in-class hauling with up to 400 horsepower and 1,000 pound-feet of clean diesel torque. The Cummins-powered RAM 3500 has a towing capacity of over 31,000 pounds when paired with the AISIN AS69RC six-speed automatic transmission.

This renowned engine offers unrivaled fuel economy and the industry’s best 15,000-mile oil change intervals. You can always rely on that kind of power and dependability.

Is Cummins better than powerstroke?

Although most diesel aficionados seem to agree that the Cummins Turbo Diesel is the more reliable engine, Ford pickups last longer and are more reliable than Ram pickups. The following are the most serious issues with these two engines:

On trucks with the CTD that do a lot of towing, the exhaust manifold issue with shrinking and cracking is most common.

The Powerstroke Diesel turbocharger issue primarily affects tuned engines, as the increased horsepower and torque causes the turbo’s ball bearings to wear out.

Why did Ford stop making the 7.3 diesel?

The 7.3 Powerstroke debuted in 1994, replacing the non-turbo 7.3L IDI (indirect Injection). The Powerstroke was a game-changing development in the automobile industry, as it woke up the previously sluggish and underperforming 3/4-ton Ford pickup, producing significantly more power and exceeding its predecessor. The 7.3 Powerstroke may be a grandpa in terms of power and performance in today’s current diesel terms, but it was a marvel of performance and power in the world of heavy-duty pickups in its day.

So, when did Ford discontinue producing the 7.3L, and why did they do so? The last year of the 7.3 Powerstroke engine was produced until roughly mid-2003, when it was replaced by the 6.0L since it failed to fulfill federal and “great” state of California emissions and noise rules. Despite the fact that it had blazed the way in 1994, the 7.3 was also phased out due to its lack of power in compared to the ever-improving performance of competitor diesels from GM and Chrysler. Unfortunately for Ford (and Navistar International), the newly designed, more emissions-friendly 6.0L Powerstroke would swiftly develop a reputation as one of the most troublesome diesel engines ever built.

Continue reading to learn more about the 7.3 Powerstroke diesel’s 9-year history, troubles, and improvements.

The 7.3L Powerstroke is widely recognized as one of the best and most reliable diesel engines ever made, however even with its stellar reputation, the 7.3 had its share of flaws and issues. The 7.3 has more problems than you might expect, but the beauty of this engine is that most fixes are simple and require just a basic understanding of diesel engines. We’ve compiled a list of the 7.3 engine’s most common difficulties and drawbacks below.

On the 7.3 Powerstroke, wire chafing is fairly prevalent, and the injector wiring harness is particularly notable since it has a tendency to burn the glow plug and injector terminals. This can result in misfires, harsh running, no start, and a variety of other issues. The 42 pin harness, which can rub against the driver’s side valve cover and cause problems similar to the malfunctioning injector harness, is another common location. It’s a fairly simple fix for both of these problems, but it can be challenging because some of the symptoms the truck exhibits may lead you to believe the problem is with your glow plug, injectors, or sensors rather than with the wiring. If sufficient research is not done, this can end up costing much more than necessary. Before leaping to conclusions, it’s always a good idea to do some study on the subject.

CPS (College of Public Safety) (Camshaft Position Sensor)

The CPS is unquestionably one of the most well-known problems with the 7.3L, but it was less common in later model years. When the CPS fails, the truck will not start and, in some situations, will shut down unexpectedly while driving. However, because the tachometer will stop moving when cranking the engine, it is typically very easy to diagnose. It can be quickly and efficiently replaced using basic tools, but it’s a good idea to have an extra one on hand because getting stuck in the middle of nowhere is never a fun moment.

3. Heating Element & Fuel Bowl

I’d prefer to start with the gasoline heating element, which has a tendency to short out, causing a fuse to blow and the truck to not start. This happened to me with my 99 7.3 just last year. I was on an elk hunt and when it was time to load up and leave, I tried to start my truck but it wouldn’t start. When the key was turned, the fuel pump did not turn on, and the tachometer did not move. I assumed it was the CPS because the tac was not moving, but the fuel pump was spanking new, so I knew something else was amiss. To cut a long tale short, after about 20 minutes of searching for a solution, I discovered the blown 20A fuse and replaced it, unplugged the fuel bowl heater, and she started up again as if by magic. It’s a good idea to have a few spare fuses in your truck just in case. If I hadn’t had a new fuse, I would have been in a lot of trouble. Furthermore, the fuel bowl housing is composed of low-cost cast aluminum, which is prone to cracking and leaking fuel into the engine valley. Not only that, but the fuel bowl seals and O-rings are prone to cracking, resulting in leaks. As a result, make sure to look for all of these items.

EBPV (Exhaust Backpressure Valve) failure is a possibility with 7.3s that have a lot of miles on them. The valve will stick in one of two positions, causing the truck to run badly and emitting a loud jet-like exhaust sound. I had this problem with my truck as well, and when it was cold and I tried to accelerate, the truck was extremely sluggish, wouldn’t create boost, and just ran rough all over. When this happens, you may either replace it or, if you don’t have the money, unplug the EBPV when the truck is hot and the valve is open as a temporary workaround. The truck will operate normally now, but it will take a little longer to warm up from a cold start.

These are just a few of the most prevalent 7.3 Powerstroke problems. We are not attempting to discredit the 7.3 because it is a wonderful engine; rather, we wanted to make you aware that it does have a few flaws. As previously stated, the 7.3 was retired due to emissions and noise laws, as well as the fact that it had simply become outmoded in the diesel industry. Diesel engine technology and power had advanced beyond what the 7.3 could properly provide. In comparison to the 2003 7.3L Cummins engine, which produced only 275 horsepower and 525 lb-ft of torque, the 2003 5.9L Cummins engine produced 305 horsepower and 555 lb-ft of torque. The Powerstroke, as you can see from the comparison of specs, was in desperate need of replacement. With 325 horsepower and 560 pound-feet of torque, the 2003.5 6.0 Powerstroke outperformed the 5.9, putting Ford back on top, at least in terms of power.

The 7.3L was regarded as one of Navistar International’s best diesel engines, and while it is a terrific engine, it does have its own set of issues and limits, as detailed above. It was subsequently phased out due to failure to fulfill emissions and noise standards. I hope you found this material to be useful in your pursuits and that it answered any issues you had. Thank you for reading, and please take a look at some of our other writings regarding the 7.3L Powerstroke.