![]() ![]() Hard-part wise, it’s tough to beat, especially when you consider the rods found in the LB7 and LLY Duramax engines of the same era became a problem around the 600-hp mark, if not sooner. Going beyond the fact that a lack of fasteners in the block led to the inevitable head gasket failures plaguing the 6.0L engine (or the lack of head bolt diameter, or the torque-to-yield head bolts, etc.), it is one heck of a tough engine. To be sure, he has had his share of failures, as the previous (and original) engine was pushed to the brink and bent the number 8 rod. His 1997 F-250 has cleared well over 600-rwhp on a chassis dyno (fuel only), and a whopping 926-rwhp on nitrous-not to mention running bottom 11s in the quarter mile. Matt Maier has been at the forefront of pushing the limits of forged rod 7.3L engines over the last few years. The same tuning methodology applies with powdered metal rod engines, but enthusiasts are highly advised to draw the line at the 500-rwhp mark. made at 2,600 rpm on a 600-rwhp setup, as opposed to 1,200 lb-ft. The one trade-off is that the torque number won’t be huge (say 1,000 lb-ft. Stock rods are at their most vulnerable at low engine speeds (2,500 rpm or less) when cylinder pressure and torque is high, so pouring on the fuel at higher rpm keeps the rods out of danger. This means a progressive ramp up in injection timing through the low rpm range so as not to “over torque” the engine. The added timing and pulse width that’s ideal (and needed to make power) on truck’s equipped with stock injectors is way overkill when the injector size has more than doubled.Īs for forged rod engines, 600 to 650-rwhp is the general consensus, as long as spot-on, well-tailored PCM calibrating is behind it. The owner was running a set of 238/100 hybrids, which is fine, but an off-the-shelf programmer was being used for tuning. While they can be made to live in the 500-rwhp range with adequate PCM tuning, this image actually speaks to how important custom tuning is on an engine equipped with bigger injectors. Here you get an idea what happens to 7.3L powdered metal rods at high horsepower. From there on out, powdered metal units got the nod, meaning most ’01 to ’03 model year engines have them. However, to run out its stock of forged rods, they were installed once more beginning with serial number 1440713 and going to 1498318. However, powdered metal rods-known to be considerably weaker-began to make their way into production on late ’00 build date engines (starting with serial number 1425747). If you own a ’94.5 to ’99 7.3L Power Stroke, you’re in the clear, as all of those engines feature forged rods. So when planning of doing a 7.3 Power Stroke horsepower increase, there were two types of rods offered in the 7.3L, forged steel and powdered metal, which makes all the difference in the world when it comes to how far you should attempt to push things. Forged rods utilize studs to secure the cap, while powdered metal units use bolts. forged steel 7.3L connecting rod lies in the rod bolts. ![]() ![]() “I get asked all the time how my forged rod 7.3L is still together, but people forget that I did (eventually) bend the number 8 rod in the original engine, so anything can happen.” -Matt Maier of Irate Diesel Performance A telltale sign you’re looking at a powdered metal vs. Thanks to hybrid injectors, more refined tuning, and better turbocharger technology, you no longer need a built engine to have a 500-plus hp ’94.5-’03 Ford. Over the last decade, we’ve seen improvements in leaps and bounds in the 7.3L aftermarket. But it’s not nearly as bad as it used to be. When it comes to the 7.3 Power Stroke max hp limit, it’s the rods, and the weakest rods found in a Power Stroke engine, we have to start with the first mill offered: the 7.3L. Stay tuned for installments on the horsepower limits of Duramax and Cummins mills in the months ahead… 7.3L Power Stroke: So, for the purpose of this article, we’re basing our estimates off of what we’ve seen over the years throughout the diesel industry, and when (as a general rule of thumb) you can consider yourself near the breaking point. But then, 100-percent stock engines let loose for no apparent reason once in a great while, too. From the mainĭisplay screen, use the up and down arrows to navigate through theĪvailable power levels.Sure, some engines survive higher horsepower just fine. Vehicle, you can easily switch power levels on the fly. No Reserve, has suction cup to mount on window, its unlocked and works flawlessly.Īfter installing either the DPF Present or DPF Removed tuning on your It works great, has built in gauges, and really makes the truck a beast to drive. This was on my 20 that got into an accident. ![]()
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