How to modernize a 7.3L Powerstroke with today’s technology

It has earned a reputation as a reliable workhorse over the past few decades with the 7.3L PowerStroke engine. There is still a following for this engine in the diesel community, despite it not being manufactured for almost 16 years. The practice of selling a newer model of truck to upgrade to a 7.3L engine is not uncommon. Prices for these trucks sometimes surpass those of newer-model Fords, illustrating their popularity.

Its only drawback is the lack of power the engine makes-or, in other words, its infamous 7.3L PowerStroke. Let’s remember that the engine had impressive power numbers when it was released. Furthermore, the engine’s low power output is another factor that makes it reliable. We have a skewed perception regarding the amount of power an engine ought to produce. Modern diesel engines set a high bar for performance, and aftermarket performance parts are capable of really enhancing power. There are, however, some disadvantages to modern trucks, such as their high prices and the fact that some major upgrades can affect reliability.

This week we focus on improving Jared Lehenbauer’s new-to-him (somewhat neglected through the years) ’01 Ford F-250 into a truck that serves his need for a reliable towing vehicle. The 7.3 Powerstroke parts have started to show signs of wear after years of hard use. Turbochargers sometimes squeal under heavy load, engines run rough (injector cleaner can help), and if the truck sits more than a day or two, it is difficult to start (HPOP is losing prime due to oil seeping into the fuel). We must replace some worn components in the engine to make it more productive for towing, without losing the dependability this truck is known for.

I spoke to the crew at KC Turbos about a new turbocharger they were working on: the KC300x. The engine setup and our plans were discussed. According to KC, they have the right setup for waking up the truck, improving towing, and providing great driveability (turbo configuration, injectors, and ECM tunes).

In the Super Duty, we hopped in and drove over to Apache Junction, Arizona, to visit KC Turbos, where we replaced some quick repairs (injector O-rings).

We start by putting the ’01 Ford F-250 on the dyno (for later comparison) after arriving at KC Turbos. Prior to the testing, James Bolen from KC Turbos disconnected an old Banks Six-Gun unit to ensure our ECM is calibrated for a baseline dyno run.

It is secured to the dyno with straps and backed onto it. As 37-inch tires are not designed to withstand speeds near 100 mph, we are cautious of their use. Charlie Fish (KC Turbos’ owner) is behind the wheel and can generate 226 horsepower and 474 lb-ft of torque.

We will install the Power Hungry Performance Hydra 7.3L Powerstroke Performance Programming Chip after the baseline runs are complete. A Hydra has 15 slots accessible for manually calibrating the ECM. Besides setting parameters to prevent module loading, users can also turn off the module starts. Each Hydra tune adjusts shift strategy (which includes injector and turbo sets) to cope with power increases. For a stock transmission (like ours) to survive, this feature is crucial.