what year excursion has 7.3

The Best And Worst Years For The Ford 7.3L Power Stroke V8 Engine

Among diesel enthusiasts, few engines have reached the same levels of fame and prestige as the 7.3-liter Power Stroke . The 7.3L motor powered the Ford F-Series from 1994 to 2003 and represents the first iteration of the Power Stroke engine lineup. It was replaced by the 6.0L midway through 2003 but remains one of the most popular and famous engines in the Power Stroke family. The motor is renowned by Ford fans and diesel lovers alike for its reliability, durability, and upgrade potential. When drivers properly care for the 7.3 and stick to a regular maintenance schedule — including routine oil changes, coolant flushes, and transmission services — it's not unusual for these engines to last more than 500,000 miles.

However, not all 7.3L Power Stroke model years are equal, and a few model years are known for being less reliable and more prone to defects. Some of the most common issues to plague the 7.3 include camshaft position sensor failure, exhaust back pressure valve malfunction, fuel filter housing leaks, and turbocharger up-pipe leaks. If you're in the market for a 7.3L Power Stroke pickup or planning to buy a used 7.3 for a project build, you'll want to look out for these problems and avoid a few model years. Let's take a deeper look at those common issues and explore the best and worst years for the Ford 7.3L Power Stroke.

The best years

When it comes to the best years for the 7.3L Power Stroke, most experts and enthusiasts agree that the 7.3 peaked between 1998 and 2000. The 1999 model, in particular, is considered to be the best of the best. The motor saw a series of changes and updates in 1999 that led to significantly increased performance. Some of those advancements include new automatic and manual transmissions , an enhanced intercooler for the turbocharger, an improved oil cooling system, and a dual injector setup that vastly increased the engine's combustion performance. The 1999 7.3 is known to be extremely dependable due to these updates and easy to maintain due to the low cost of parts and sizeable engine bay. While the 1998 model doesn't include these updates, it's free of many of the issues that plagued its predecessors and is considered one of the best years for that reason.

After 2000, the 7.3 began experiencing a series of malfunctions that led to its replacement in 2003. So, if you're looking for a used 7.3L pickup or engine, your best bet is to stick with the years 1998-2000.

The worst years

Model years 2001 to 2003 were the worst for the 7.3L Power Stroke. These engines were plagued by issues ranging from excessive noise to failure of the camshaft position sensor and fuel leaks. Beginning in 2001, the 7.3L Power Stroke developed a reputation for excessive engine noise. While this issue was never diagnosed definitively, most experts place the blame on the split-shot fuel injectors that Ford was using at the time. Throughout the next couple of years, things only got worse for the 7.3. The engine became notorious for camshaft position sensor (CMS) failure. When the CMS fails, the engine's timing system will be disrupted, which can result in difficulty starting the vehicle. Other issues that led to the 7.3's replacement include fuel leaks due to faulty fuel filter housings, turbocharger performance problems, and overheating due to a malfunction of the exhaust back pressure valve (EBPV).

Outside of model years 2001 to 2003, the years between 1994 and 1997 are also known to be less than perfect. The engines produced during these years struggled with an electrical issue stemming from a faulty under-valve harness connector. This issue prevented components like the glow plugs and fuel injectors from working together correctly and led to misfires and excessive vibrations.

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7.3 What year is best - Excursion

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If it makes a difference or not for the EXCURSION which I am itchin to buy one. I have a general idea certain builds and better things in each 7.3 but if possible could someone help find me a damn link for this if already asked? I remember 99.5-00 were forged rods an all that. So while im buyin a Ex I rather buy one with the best 7.3 I can possible, and no just say I want a newer model or this or that. Generally im not worried about it, and I know my basics as far as diesels and what to look for buying. But again as I ahve read I would rather have an 00 with forged rods over a digital instrument cluster or all that. This is just for a traveling rig with buddies and whatnot, finally something everyone fits in and to have storage within cabin. So I plan on just highway/occasional use. All info helps, Thanks! PS I know my 99.5 in driveway w/ forged rods rocks cause shes over 300K now!  

I guess it will depend on how much power you want. If you need the forged rods, then I guess 2000 and some 2001s are your best bet. If you are happy with basic power mods then I would get the newest and cleanest.  

I would limit it to anything with a 7.3L and then focus on the suspension and go form there. I saw a guy around here that did an 08 front suspension on a 96 OBS, Coilovers and all. It was sweet and simple.. Something I had thought about doing since the suspensions on the Ex's suck. Forged rods would be nice, but any 7.3L is going to keep going.. Mine will be tripping over 300k in less than 4k and I have done nothing to the motor except aftermarket turbo, tuner, exhaust and some odds and ends.... Look for one with captains chairs in the middle row, they fold down and with the rear seat out it is a huge open box.. I have camped / Ski'd for over a week out of mine.  

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As the adage goes, size matters, and that is one of the key reasons why the Ford Excursion is still relevant nearly 20 years after production ended on the heavy-duty, large SUV. Ford launched the Excursion in 1999 as a 2000 model year with just one generation-spanning until 2005, was based on the Ford F-250 heavy-duty pickup, and is the largest SUV to ever enter mass production.

The model was launched as the SUV craze had firmly planted its feet in the automotive landscape and was created to rival the Chevrolet Tahoe and Chevrolet Suburban — but only for sales as the GM products couldn’t compete with the Excursion’s massive footprint.

The Excursion was both loved and hated. Its huge dimensions and heavy-duty, truck-like performance gained it a niche following among those who enjoy the larger things in life, while its insane appetite for gasoline, and again, massive size, put it in the crosshairs of environmental groups as a prominent example of the excess of the automotive industry and how cars were harming the planet.

The Sierra Club environmental organization dubbed it the Ford “Valdez,” a play on the Exxon Valdez oil supertanker which spilled nearly 11 million gallons of crude oil into Prince William Sound, Alaska, in 1989. No matter which camp automotive enthusiasts found themselves in regarding the Excursion, it remains one of the most notable SUVs of the 21st century.

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Ford Excursion

• 48-Cubic Feet Cargo Space
• Tow Rating Up To 11,000 Pounds
• 9-Seat Capacity
• Power Adjustable Pedals
• Turbo Diesel Engine
• Rear Seat Entertinament System
• Model: Excursion
• Engine: 5.4L V-8 /6.8L V-10 /7.3L Turbo Diesel /6.0L Turbo Diesel
• Power Output: 235-325 HP
• Torque: 350-550 LB-FT
• Transmission: 4/5-Speed Automatic
• Driveline: RWD/4-Wheel Drive
• Heavy-Duty Truck Capability
• Massively Practical
• Powerful Engines
• Terrible Efficiency
• Unwieldy Size
• Basic Amenities

2000-05 Ford Excursion Performance And Capability

The 2000-05 Ford Excursion was available in several trims, including:

• XLT Premium
• Eddie Bauer
• Limited Ultimate

To move the Excursion’s sizeable heft, the SUV was powered by a quartet of engines with equally sizeable displacements. The standard engine is a 5.4-liter Triton V-8 engine offering 255 horsepower and 350 pound-feet of torque, while an optional, massive 6.8-liter Triton V-10 delivers 310 horsepower and 425 pound-feet of torque. For the first three years of production (2000-03), the Navistar, 7.3-liter, turbocharged V-8 diesel Excursion specs were 250 horsepower and 525 pound-feet of torque.

From 2003-05, the available diesel was reduced in size to a 6.0-liter turbo V-8 that offered more power, 325 horsepower, and a massive 560 pound-feet of torque. The gasoline engines and 7.3-liter turbo diesel are mated to a four-speed automatic transmission while the 6.0-liter diesel is fitted with a five-speed automatic. Rear and four-wheel drive were standard depending on engine choice/trim.

When fitted with the V-10 engine, the Excursion can rumble from 0-60 mph in 10.9 seconds and needs 18.1 seconds to cross the quarter-mile mark at 75 mph . These figures are undoubtedly impacted by its incredibly hefty 7,000-pound-plus weight.

Another impressive figure, though for opposite reasons, is the Excursion’s ultra-thirsty nature. Due to its classification as a heavy-duty vehicle, the Excursion was not subject to EPA ratings, but tests undertaken during its heyday showed the Excursion’s mpg was about 10 to 14 mpg for gasoline versions while diesel powertrains could manage about 16-18 mpg .

As the Excursion was based on the F-250 pickup, it was no surprise that it has heavy-duty capabilities in addition to its ability to move plenty of passengers and cargo with ease. The base V-8 engine can haul between 6,100-7,200 pounds, the V-10 has a towing capacity of 9,600 to 11,000 pounds, and the diesel powertrains can handle 10,000 to 11,000 pounds. Even two decades later, these towing figures are wildly impressive for an SUV, even for one that's based on a pickup.

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Exterior Design

Ford didn’t stray too far away from its heavy-duty pickups in designing the Excursion, as it almost resembles a crew cab F-250 of the time with a truck “cap.” One of the most dominant features of the Excursion, other than its overall footprint and high ride height, was its four, full-sized doors, with the rear wheel arches not interfering with rear-door access, and massive rear side and rear windows.

The Excursion was available with the following exterior colors:

• Dark Satin Green
• Deep Wedgewood Blue
• Medium Steel Blue
• Oxford White
• Toreador Red
• Silver Birch
• Arizona Beige

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Interior Quality And Technology

Like the exterior, the Excursion’s cabin was nearly a carbon copy of the F-250 with a basic steering wheel with a few controls and a busy dash covered in knobs and buttons for climate control/radio/towing functions and a large center console.

The cabin of the Excursion was fairly basic, even for its time, but it did offer amenities in the form of full leather seating, power-adjustable brake, and throttle pedals (with an available memory feature), a rear seat entertainment system with a VCR and wireless headphones and six-CD changer.

Where the Excursion separated itself from its truck sibling in seating arrangements. The Excursion could seat up to nine passengers with a split, folding bench in the second row and a removable bench in the rear. Those needing less passenger hauling capabilities could also opt for the second-row captain’s chairs in the Limited trim models.

Though it features ample passenger space in all three rows, the Excursion didn’t skimp on cargo capability. Even with the third row in place, the Ford offered a huge 48 cubic feet of cargo space. For perspective, that’s seven more cubic feet than what’s available in the current Chevy Suburban. Additionally, unlike its F-250 sibling, the Excursion’s rear glass operated like a liftgate, but the lower “tailgate” split and opened toward each curb instead of lowering like a traditional tailgate.

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2000-05 Ford Excursion Price And Availability

The Excursion provided a lot of bang for the buck with its capabilities and space with prices ranging from $38,035 to $51,570 for new 2005 models, the last year of production. Interestingly enough given its cult-like status, capabilities that are still relatively impressive today, and somewhat limited numbers, used Excursions haven’t depreciated nearly as much as other full-size SUVs of the time. According to CarGurus, the average price paid for a 2000-05 Excursion between August 20, 2022, and February 15, 2023, was still over $17,000 .

If you're interested in purchasing an Excursion should ensure its recalls have been fixed, including the installation of a fused wiring harness to the speed control system which, if left unfixed, could result in a fire. Other recalls include fixes for the driver or passenger seatbelts not fully latching, a camshaft sensor replacement to avoid engine stall, and a fix for the airbag inflator canister to assure it deploys properly.

The Excursion’s biggest safety feature was its sheer size. Otherwise, it included anti-lock brakes, front-impact airbags for the driver and front passenger, and a BlockerBeam, a steel cross-member installed below the front bumper that prevented smaller cars from being engulfed by this massive Ford’s front end during a crash.

RELATED: A Guide To Buying A 2000-2005 Ford Excursion

Main Competition

The Excursion was the Blue Oval’s response to the full-size SUVs from General Motors’ camp, specifically the Chevrolet Tahoe/Suburban and GMC Yukon and its longer XL iteration. However, Ford’s massive dimensions allowed it to effectively stand in a class of its own. The Excursion was over seven inches longer than the Chevy Suburban, it had a seven-inch longer wheelbase, was six inches taller, and weighed nearly a full ton more. It was also available with its turbo diesel engines while the GM products relied on unleaded fuel.

With these figures, the Excursion had no real direct competition. Rather, it provided an even larger alternative to Yukon, Suburban, and Tahoe. The Excursion also provided added size and capability over its Ford stablemate, the Expedition, which was more closely aligned with GM’s full-size SUVs. To this day, the Excursion still remains a stand-alone SUV for its sheer size and capabilities.

Q: Why was Ford Excursion discontinued?

The Excursion was discontinued primarily due to lacking sales.

Q: Is Ford Excursion still being made?

No, the Excursion was discontinued after the 2005 model year, and the model has not been revived.

Q: Is the Ford Excursion coming back?

Rumors of the Excursion re-entering Ford's lineup circulated in 2020 with Ford aiming to trademark the nameplate, but so far no actual news of its revival has come from the automaker.

Q: Is the Excursion the biggest SUV?

The Excursion is the largest mass-produced SUV to enter production.

Q: Is Excursion 4 wheel drive?

The Excursion was available either with rear-wheel or four-wheel drive.

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At $8,000, Could This 2003 Ford Excursion Limited 7.3 Be A Pretty Big Deal?

The 7.3-litre Power Stroke diesel in today’s Nice Price or Crack Pipe Excursion is considered to be a member of one of the best engine families in Ford Truck history. That’s what makes these big beasts so desirable to their fans. Let’s see if this one’s price could be considered a stroke of genius.

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The seller of last Friday’s 2016 Volvo S60 T6 shot a number of the photos for their ad overlooking the Big Tujunga Reservoir, just off of the legendary Angeles Forest Highway. That’s right in my backyard and so I was keen to see your response to the car as well as the $17,499 asking price the seller had set for it. If you all thought it was a screamin’ deal, and it being so close, perhaps it’s a car I should look into.

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Fortunately for my bank account and, more importantly, my relationship with my wife, a narrow 54 percent of you nixed the idea. That was the number of those dunning the car to a Crack Pipe loss, and potentially saving my marriage. Thank you, people, I owe you one.

We live in challenging times. We’re told by various sides that we should alternatively shelter in place and get back to going out and keeping the economy alive. It’s a conundrum with no easy solution for those of us not yet ready for the quietude afforded by the grave.

I think, however, that I may have found a solution. Check out this 2003 Ford Excursion Limited 4X2 SUV. It is inarguably, the largest wagon that Ford has ever produced for the consumer market. At 227 inches long and over 80 wide, the three-row Excursion could allow you effective physical distancing with others   while you’re still in the same truck.

That’s not the only attractive attribute this Excursion possesses either. Another is the 7.3-litre Navistar-built Power Stroke Diesel that sits under its massive hood. The 2003 model year was this engine’s last. At mid-year, it was replaced by the higher-output but soon to be discovered, woefully unreliable, Power Stroke 6.0. This was done to meet the competition on power and accommodate more stringent smog standards that were coming in ‘04 .

At 275 horsepower and a massive 525 lb-ft of torque, the 7.3 turbo diesel V8 isn’t exactly a slouch and it makes that power without the fuss for which the later six-ohs became known.

In fact, well maintained, i t’s not uncommon for the 7.3 to do half a million miles without blinking an eye. Astoundingly , t his one is more than half-way there, showing over 300K on the clock. Even more incredibly, the odo is about the only place those miles are evident.

Overall, t he truck does look to be in pretty good shape for those miles and a decade and a half of racking them up. The Mineral Gray Metallic paint appears to be without flaw and comes with color-matched lower cladding and rear bumper. Factory chrome wheels bookend the longest running boards you’ve ever seen and those are matched by a humongous side-exiting exhaust tip.

This being a Limited, it’s pretty swank inside. The three rows of seats get leather seating surfaces with captains chairs in the front and second pews. The upholstery looks to be in decent shape save for one back seat that seems to have gotten all the use. Up above there’s a DVD entertainment system and rear-cabin A/C controls since this thing is so big inside—a remarkable 146 cubic feet of cargo space—that, of course, it has different climate zones in front and back.

The big-ass storage area is accessed through Ford’s clever three-piece dutch door and liftgate back portal which gives you the choice of hatch or hatch and swingers . The load area on this one appears clean enough, although the entry apron looks either worn down or is where the Sahara desert is kept in the off-season.

Making up for that, you get a remote start for all those cold mornings when there are un-masked masses congregated around the truck and you need to warm it up. There’s also a custom grille in the nose which is nice, although that’s bookended by headlamps that have gone as yellow as an old man’s beard.

The seller says the truck has been garaged-kept and that makes me keen to see just what sort of garage can fit something this gargantuan. It has also apparently enjoyed on-time oil and filter changes, or so the ad says . There’s no word on other maintenance, and things like the high-pressure injectors on these do tend to need refreshing at around 200K. That, of course, is far in this Excursion’s rearview mirror. The title is clear and the asking price is $8,000.

The Excursion was Ford’s attempt to take on GM’s Suburban. It was the biggest of the company’s SUV lineup, a roll played today by an extended-wheelbase (MAX) edition of the smaller Expedition. There will likely never be a truck like the Excursion from Ford ever again. That means the used market is the only salve for those in need of such girth and vision that extends no further than the border of a Blue Oval badge.

That’s not necessarily a bad thing since these trucks have a rep for being surprisingly reliable, extremely comfortable, and hilariously overburdening when it comes to parking lot stalls. That’s a lot to like. Add to that the stellar 7.3 and you may have a winner on your hands.

The question for you, however, is whether this high-mileage example can command that $8,000 as it sits. Yes, it’s only 2-wheel-drive, but should you not need the added tire spinning capability, that factor makes this less complicated to drive  and a good bit better on the kidneys in terms of ride quality.

What do you think, could all that equal handing over $8,000 to take over ownership? Or, for that much, is this an Excursion you would not go out of your way for?

You decide!

Topeka, KS Craigslist , or go here if the ad disappears.

H/T to Daniel D. for the hookup!

Help me out with NPOCP. Hit me up at [email protected] and send me a fixed-price tip. Remember to include your Kinja handle.

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Excursion 7.3 vs. 6.0?

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Hi all: Just bought a 31' travel trailer (8365 lb dry) that my 5.4 Expy just won't handle, particularly up a hill. I am currently in the market for a used diesel Excursion. I am new to the diesel world but decided that is definitley the way to go. I have heard that there are some concerns about certain model years of the diesels (the early 6.0's ?) that I am trying to get input on. Are the 7.3's (00-03?) as bullet proof as I hear? Which years/models would you recommend and whoch would you say to stay away from? I appreciate any input from the experienced crowd out there. Thanks!  

I have a 7.3 with 280K with original tranny, injectors, etc. I have replaced one alternator and one belt tensioner. It is all stock as far as the engine itself. I bought it used, so I don't know what the previous owner did in the way of chips or programmers. I have not used anything yet. I find it very reliable. I know many people that are happy with their 6.0 L engines. Maybe you could see if you can get an oasis report on whatever you think you want to buy and see what issues it has been to the dealer for. I think PSN forum has a section where you can request these reports. I hope you find a good one. We really enjoy ours. steve  

I disagree about the weak tranny issue withe the 7.3 It generally always came back to some abuse during it's life. I much prefer the 7.3 and it's durability. Mine's still going strong with ALL original parts (except cam sensor of course) with a measly 160,000 miles. Many of them towing a heavilly loaded 24' car hauler. The truck is still perfect although I've since gotten rid of the trailer.  

TurboDave, I agree on the tranny. Mine is still solid at 280K. It is mostly a daily driver, but it also tows a 30 travel trailer in the mountains occasionally. Worse, I putter around on two track roads in the mountains. Slow speeds, lots of heat produced in the tranny as the torque converter is not locked up at low speeds. I have seen tranny temps go pretty high (250 to 260). I upgraded to the 6.0L tranny cooler and that solved the heat issue. Personally, I would pick the vehicle you like based on the engine reliability. Either a 7.3 or a 6.0 that has been low maintenance for a lot of miles. Steve  

I have never seen a 4r100 transmission go over 150k... usually they fail well before that. But we use them in ambulances. 14,000 pounds and the worst sort of driving there is. Even with the possibility of transmission problems, I would take a 7.3 any day of the week. The 6.0's end up on a wrecker quite often, and the 7.3's only had an occasional CPS sensor go out.  

I have one of each. The 6.0 gives me fits now and then. Since new. The dealership could never "confirm" a problem. It has not died as yet. But it is scarry sometimes. The 7.3 just runs. I only have about 98k miles on it but it just goes and goes. Pulling a car carrier, only one car, you don't even know it is back there. Except when you look in the mirror and see a car coming in through the rear window and your heart skips a beat because you did forget it was there. I do have a TS Performance chip and I run it on the additional 50hp setting. That gives me 325 horses. I have never had to use the 75hp or the 125hp settings. I did a couple of times when the chip was new just to see how that many horses were on an 8000# truck. Awsome is the word I would use. But with the 325 horses I have found that sufficient to do what I want.  

I like my 6.0, runs strong, and only had to replace ICP sensor since I have had it (two years). I think both are good and its more a matter of driving style and maintenence than anything else.  

My 00 "X" just split an injector cup but other than that has never missed a beat. 212,000 all stock. Does pull 9,000# when asked to. I just dont like the springs on it. About 3 leafs in the rear and I think I have about 1" of travel left up front.  

Thanks for sooo much valuable feedback. It looks like there are diehards for the 7.3 and fans of the 6.0 as well. Regarding the 6.0 issues of 2003-2004 (?). Being that the issues of those years appear to have been fairly major, is too far a stretch to assume that any 6.0's from those years that experienced the problems would have been rectified by now and therfore fairly reliable at this point ... or if the issues had not arisen by now, that they probably won't? Just not to about the extent of the issues and if they were actually fixable or a major design flaw that will live with the motor forever. Thanks again.  

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Why the Ford Excursion is the Best

Let’s take a trip back to 1999. Bill Clinton was President, Ask Jeeves is the largest search engine on the internet and Google just became a thing. The average price of gasoline is $1.17 per gallon across the U.S. People still have pagers, and it won’t be for eight more years till the first iPhone is released. It was a different time, it was the best of times. It was a time when Ford decided to make an SUV based on the Super Duty pickup line, and boy did they.

Based on the F250 Super Duty pickup, the Ford Excursion is considered a heavy duty Class 2 truck. A 3/4 ton chassis with front and rear beam axles and engine options ranging from the 5.4L Triton V-8, the 6.8L Triton V-10 and the dreamy 7.3L Power Stroke V-8 Turbo Diesel. It featured a Dana 50 front axle (it is like a Dana 60 housing with Dana 44 insides), and a Ford/Sterling 10.5 rear axle, it shared three quarters of its frame with the F250, and most of its hard components were the same as well.

Unfortunately, in 2005, due to mixed feelings on the Excursion because of its size and poor fuel economy, especially when the life of excess was coming under fire due to a tumbling economy and rapidly rising fuel costs, the decision was made to cancel the Excursion and focus on the F-150 deprived Expedition going forward.

The 7.3L and 6.8L-powered Ford Excursions are hot items in the Overland world, and those that have not been modified or tuned and are rust free are going up in value just as fast as a comparable Land Cruiser. It is not uncommon to find ‘00 and ‘01 7.3L Eddie Bauer trimmed Excursions selling for close to $20,000, regardless of mileage.

Being the ultimate plus-sized SUV, we can understand why. These monstrosities combined all the best parts of American diesel full-sized trucks, and mixed it with the legacy of big SUVs. Suddenly with that power stroke under the hood, you had a massive SUV that was infinitely reliable, could tow exceptionally well, and still managed to get over 20 miles per gallon. There is not a single vehicle like the Excursion, as it was, in a class all its own, and forever will be. Who might dethrone the king of excess? We do not know, but our money is on Rivian.

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Looking to buy a 7.3 Excursion... What should I watch out for?

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I'm in the market for a '99 to '03 7.3L Diesel Excursion and I'm looking for some guidance on common problem areas I should watch out for. Transmission problems? Rear end's? I know about the problems with the early 6.0L and am avoiding them by default. I prefer the 7.3L because of it's potential and simplicity over the 6.0L. I don't care about the low noise or better fuel mileage or even the improved power from the 6.0L. I think the simplicity of the 7.3L outweigh all those other benefits. I need something big enough to carry the whole family (3 kids + mother-in-law + mom & dad) when going on trips and can pull a car hauler and at the same time have enough load carrying capacity to carry a full load in the back with the 3rd row bench seat pulled out. I would love one with a pass through 2nd row, but I haven't seen one in several weeks of scouring CL and the common internet sites. Are these rare or non-existent? Thanks in advance! Cheers, LWW  

From what i've read the 7.3 usually gets better mpg. I have one with 285/75/18 BFG A/t's and i see about 19mpg with the winter blend and inclement driving conditions. I currently have intake exhaust and a superchips tuner and this truck is just about perfect plenty of power, space and just about everything in between.  

yep the 7.3 is a rare find becuz of the 6 liter u can usually find some with 140k on them but nhot too often under that that r for sale. so happy hunting! i have not found a single problem with my 03 ex they r the best family wagon slash power house there is. i highyl recommend them to who ever is lookling for something like that.  

ive had mine for 2 years now. i pull my travel trailer and 6 people on board no problems. mods in sig. i also have the captains chairs in back. it wa a hard find but i found one.. i like!  

Check autotrader I know a few nice 00-03 7.3's are on there.  

Haven't had any problems with mine. I have heard of problems with the transmission (I have the "bad" trans in my truck) but I have had no problems. Search it if you want. I forgot what to look for to see if it is the "bad" one or not. Great truck though. 2x4 gets 17 city 23 hwy w/ exhaust/diy intake and TW chip.  

Did you buy? This guy has 2 for sale, a 2wd and a 4wd, at vegas. 2002 Excursion 4x4 7.3 Diesel 2000 Excursion xlt 7.3 2x  

I don't know if you ever bought one or not, but my ex-roommate did. Something you may want to look out for (I have no idea how common this may be, but it happened to my bud and resulted in a $1800 bill from the stealership) is the fuel pump, fuel tank, and sending unit... MAKE SURE that they're for a diesel truck. No idea why someone would have already replaced them on his truck, but they used gasser parts. My ex-roommate bought a 2003 Excursion with the 7.3, ran great until the fuel system started acting up. Took it to the shop, they found that mistake. Got it all fixed up, and now he gets 26 mpg on the interstate. His only mods are an AFE intake, 4" MBRP exhaust, and a DP Tuner (60hp tow, 60 eco, 80 eco, and 120 race). Good luck!  

I picked mine up at the dealer the day it was delivered. Only problems so far: water pump at88k, fuel filter bowl assembly(my fault-stripped screw), hub at 65k, exhaust up pipe broken at 158k and glow plug module at 163k. These are very durable vehicles with enough room to take the family anywhere. They can pull just about anything and they do it well. I've had Suburbans and Blazers in the past, but nothing can compare to the Xs versatility. Good luck in your hunt for an X.  

I've had my 2001 for a couple of years now, purchased with 58k miles. Almost immediately had to replace both front bearings. Within a year had to rebuild the transmission, and replace the glow plug controller. @Flawless - was your mileage always ~19, or did that happen after mods? Mine gets 10 mpg day-in & day-out.  

To answer your question, I bought mine about a month ago and did a lot of research regarding what to look for. I can tell you that the 7.3 is a great motor that is easy to work on. You can go to powerstrokehelp.com This guys website has great videos to show you what to look for when shopping for a PSD. He has a series of videos on youtube that are great. They cover everything from exterior and interior to motor and trans. He gives you tips like not letting the dealer start the vehicle before you get there all the way to what to look for in the trans when driving and checking fluid. I watched videos, took notes and made my own checklist that was almost 2 pages long. I went through the checklist and it took about an hour. I ended up with a solid X and knowing exactly what I was getting!  

Anyone telling you they are getting 26mpg is either resetting their gauge as they are going down a hill with the wind at their back or they are lying. I live in Iowa and can get 16.5 if I really baby it on fairly flat ground. I have 4" mbrp exhaust, no chip or intake. I'm sure it will improve with the chip but not 10mpg. Make sure ball joints are good-it's about $1200 to have shop do it. These are know to have severe wandering problems-mine did. A rear anti sway bar (2000's don't come with one) and ball joints helped alot. The landyot rear trac bars are said to solve it completely. I haven't been able to contact the guy or get a price on them. Once the handling problem was corrected, I can't imagine a better SUV for traveling. Good luck.  

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• Power Stroke
• 7.3L Power Stroke

7.3 Powerstroke V-8 Engine

• History of the 7.3 Power Stroke
• 7.3 Power Stroke Design Features
• 7.3 Power Stroke Engine Specs
• 7.3 Power Stroke Horsepower & Torque Curves
• Horsepower & Torque by Application/Model Year
• Common 7.3 Power Stroke Problems

The fabled 7.3L Power Stroke is a 4 stroke, turbocharged, V-8 diesel engine designed and manufactured by International Navistar for various Ford light and medium duty vehicle platforms, most notably of which is the Ford F-Series and later Super Duty pickup truck platforms. It is based on International's T444E (turbocharged, 444 CID, electronically controlled), sometimes also referred as the 7.3L DIT (direct injection, turbocharged).

The large displacement V-8 is well renowned in both consumer and commercial vehicle markets for its brazen reliability and longevity. It remains a popular engine platform today, despite being widely outperformed by modern engines employing superior technologies. The 7.3L Power Stroke, although sophisticated for its time, remains somewhat easy to diagnose and repair without the need for advanced diagnostic equipment and training.

Ford 7.3 Powerstroke History

The 7.3L Power Stroke was introduced as a replacement for the 7.3L IDI. While the 7.3L IDI is regarded as a highly reliable engine platform, also designed and manufactured by International Navistar, it was severely lacking in performance and performance potential moving forward in what was becoming an extremely competitive segment. Dodge's 5.9L Cummins powered Ram was attracting significant attention after the 1994 model year redesign and GM's Detroit diesel was adopting electronic fuel metering controls to enhance efficiency. Ford and International, targeting separate but overlapping markets, required a new engine platform that could maintain the status quo.

Ford first offered the 7.3L Power Stroke midway into the 1994 model year as an engine option for F-250, F-350, and F-Super Duty (chassis cab) truck models. The launch was largely successful and the new Power Stroke V-8 became a popular choice in both the pickup and chassis cab truck markets. International's variation of the engine, the T444E, was enjoying equal success in the medium duty truck and bus segments. In 1994, the 7.3L Power Stroke was rated at a peak 210 horsepower and 425 lb-ft of torque. Meanwhile, International was offering the T444E in multiple power ratings ranging from 175 to 230 horsepower and 430 to 605 lb-ft of torque.

The 7.3L Power Stroke's popularity is evident in its production numbers, which greatly exceeded that of any competing automaker's diesel vehicle sales. By 1999, 1 million Power Stroke diesel equipped Ford F-Series had been delivered to dealerships across the United States. Demand soared following the introduction of the Super Duty truck platform and the 2 millionth 7.3L Power Stroke equipped Ford truck rolled off the assembly line in 2002.

A greater demand for fuel economy and significantly lower emissions would ultimately lead to the retirement of this engine platform by the end of the 2003 model year. While the 7.3L and 6.0L Power Stroke engines were available through the majority of the 2003 model year, the new 6.0L Power Stroke would be the only diesel option offered by Ford for 2004.

7.3 Powerstroke Design Features

The 7.3L Power Stroke is a 90 degree, 8 cylinder vee configuration engine with a 4.11 inch cylinder bore and 4.18 inch stroke length, resulting in a bore-stroke ratio of a marginally undersquare 0.98. The parent bore (unlined) engine block is produced from cast iron, as are its cylinder heads. All early engines received forged steel connecting rods and aluminum pistons, while later engines (including some experimental production runs) utilized less desirable powdered metal connecting rods.

Lubrication & Cooling System

A crankshaft driven gerotor type low pressure oil pump is mounted behind the damper (harmonic balancer) against the front engine cover. In addition to keeping the engine lubricated, the pump is responsible for feeding the high pressure oil pump (see fuel system subsection below) mounted at the top of the engine. A transversely positioned lube oil cooler is mounted across the side of the engine block just beneath the driver side exhaust manifold. Coolant is pumped through this heat exchanger to help draw heat from the lube oil supply and prevent it from reaching excessive temperatures. Due to the engine's HEUI injection system, oil temperature control is an extremely important aspect of total engine cooling.

The cooling system itself is entirely traditional and features a mechanical, belt driven water pump mounted centrally at the front of the engine. A mechanical cooling fan is employed to maintain airflow across the radiator in extreme ambient temperatures or at high engine operating temperatures. While the prescribed thermostat opening temperature has changed over time and application, the current Motorcraft replacement thermostats have an opening temperature between 190 and 192 degrees Fahrenheit.

Fuel System

The 7.3L Power Stroke employs a hydraulic-over-electric unit injection system by which pressurized engine oil is used to intensify actual fuel injection pressure at the injector nozzle. A high pressure oil pump (HPOP) supplies high pressure engine oil through a dedicated circuit in each cylinder head where it is delivered to each individual fuel injector. The operating range of the high pressure circuit is between 500 and 2,700 psi, depending on operating conditions; higher engine demands requiring generating higher oil pressures for efficient engine operation and power production.

Fuel is also supplied to each injector through galleries cast into the cylinder head. 1994 to 1997 model year engines employ a camshaft driven, two stage mechanical fuel pump mounted in the engine valley while 1999 and later engines utilized a chassis mounted, inline electric fuel pump.

The fuel injectors mount through brass sleeves in the cylinder head, which are cooled by engine coolant flowing through the cylinder head. As the injectors have a constant supply of low pressure fuel and high pressure oil whenever the engine is running, they are actuated electronically by a large solenoid affixed to the top of the injector. For more specific information on HEUI injectors, see: how HEUI fuel injectors work .

Turbocharger

All 7.3L Power Stroke diesels have a single fixed geometry turbocharger mounted to the valley near the rear of the engine. 1999.5 (late 1999) and newer engines feature a wastegate and air-to-air intercooler. For all model years, the turbocharger was available with or without an exhaust backpressure valve (EBPV). The EBPV is a butterfly-type valve mounted at the outlet of the turbine housing (the downpipe attaches to the EBPV housing on applicable configurations). This device is designed to be closed via PCM activation when the engine is cold to provide a quicker warm-up cycle.

Emissions Equipment

Most 7.3L Power Stroke engines do not have exhaust aftertreatment equipment. According to Ford's service literature, the only engine's requiring a diesel oxidation catalyst (DOC) were trucks equipped with manual transmissions (ZF 5 or 6 speed). In reality, there are many automatic trucks with factory equipped DOCs. While many believe this to be a Federal vs California emissions situation, there are many automatic transmission equipped trucks with Federal emissions packages (built for sale outside of CA) that were factory equipped with a DOC and we've been unable to verify this connection. All manual transmission equipped trucks powered by the 7.3 liter rolled off the assembly line with a DOC.

Transmission Options

1994 to 1997 model year trucks received the Ford E4OD four speed automatic transmission or ZF S5-47 five speed manual transmission (while rare, some 1994 model year vehicles may have received the ZF S5-42 manual transmission). The later 1999 to 2003 Super Duty trucks received the 4R100 four speed automatic transmission or ZF S6-650 six speed manual transmission. There were many transmission options made available for F-650 and F-750 medium duty trucks, including four, five, and six speed automatics and five, six, and seven speed manual transmissions.

7.3 Powerstroke Engine Specs

[1] - Powdered metal connecting rods are found on engine serial numbers 1425747 to 1440712 and 1498319 and greater; all other engines have forged connecting rods [2] - Original specification was 12 quarts with filter change; dipstick was re-calibrated for the 1995 model year to indicate full crankcase at 14 quarts (oil filter holds approximately 1 quart) [3] - Idle speed is electronically controlled and will vary with ambient temperature and engine oil temperature

7.3 Powerstroke Engine Oil Viscosity Chart

7.3 Powerstroke Horsepower & Torque Curves

Horsepower & Torque by Model Year

Note that the following horsepower and torque values are based on Ford's advertised ratings, for which there are some discrepancies. Actual ratings may vary slightly due to previous model year carryovers and other oddities. The actual horsepower rating for any 7.3L Power Stroke is listed on the identification tag affixed to the passenger side valve cover.

Ford F-Series & Super Duty

[4] - Improved calibration for manual transmission equipped trucks became available late in 2001 model year

Ford E-Series (Econoline, Cutaway, RV Chassis)

Ford f-650 & f-750 medium duty trucks.

The 7.3L Power Stroke V-8 was available in the F-650/F-750 medium duty platform beginning with the 2000 model year and ceasing after 2003 when the engine was replaced with the 6.0L Power Stroke. For all four model years, the Power Stroke was only available in a single power option advertised at 210 horsepower at 2,300 rpm and 520 lb-ft of torque at 1,500 rpm. The Caterpillar 7.2L I-6 and Cummins 5.9L ISB were offered concurrently in various power and torque output configurations during these years.

International T444E vs 7.3 Powerstroke

The International T444E and 7.3L Power Stroke are essentially identical with few differences and full parts interchangeability. T444E engines were commonly used in medium duty truck and bus applications manufactured by International-Navistar; these applications include platforms with a gross vehicle weight rating in excess of 60,000 pounds.

The most prevalent difference between the T444E and 7.3L Power Stroke is the PCM/ECM calibration, which controls the total rated output through fuel injector rates, timing, injector control pressure, and governed engine speed. While the most powerful 7.3L Power Stroke produced a peak 525 lb-ft and 250 horsepower, the highest output T444E produced a peak 620 lb-ft and 238 horsepower. The large differences in these figures is simply the result of different engine calibrations.

International and Ford also manufacture many of their own sensors for the T444E and 7.3L Power Stroke. While these sensors operate at the same ranges and accomplish the same tasks, you'll note that many parts, such as the ICP sensor, available through International parts dealers appear different than those available through Ford Motor Company. The accessory drive, turbocharger model, and water pump design may also differ between T444E and 7.3L Power Stroke engines depending on the model year and application.

International T444E Power & Torque Options

The International T444E has been produced in various power and torque configurations, including those listed in the chart below.

Available power options will vary by model year and application type.

Common 7.3 Powerstroke Engine Problems

Note - the following problems are listed in no particular order and this list has been limited to the most common failures not resulting from maintenance neglect or compounding problems.

Cracked Injector Sleeves (Cups)

Each fuel injector is mounted into a pressed-in brass sleeve within the cylinder head. The sleeve separates the lower half of the fuel injector from engine coolant flowing through the cylinder head passage, which prevents the fuel injectors from overheating during operation. These sleeves are largely prone to developing stress cracks and fractures, generally allowing fuel to contaminate the cooling system. If there are signs of diesel fuel in the engine coolant, a failed injector sleeve is highly likely to be the culprit.

UVCH, Injector Harness Connector Failures

This is a very common problem on 7.3L Power Stroke diesels and unfortunately it is often misdiagnosed as a faulty fuel injector. The valve cover gasket on a 7.3L Power Stroke has a connector formed into it that allows the engine wiring harness to connect to the injector/glow plug harness housed inside of the valve cover. It is typically referred to as the "under valve cover harness", or UVCH for short. This connector and its mate from the engine wiring harness are notorious for failing, generally due to oil and heat exposure. When a poor connection is present, one or more injectors on that bank can fail to operate. It is not uncommon for this condition to be intermittent, thus wiggling the connector while the engine is running is a common method used to isolate the problem; if the engine cuts out, stalls, or there is a misfire, that connection is poor.

Camshaft Position Sensor Failures

Frequent and repeated camshaft position sensor (CPS) failures were widely common on the 7.3L Power Stroke through the 90's and into the early 2000's. After several sensor changes, Ford's current replacement seems to be widely reliable. Today, if you're experiencing repeated CPS failures consider checking the CPS connector. In high mileage engines, it is also not uncommon for trigger wheel wear to cause a CPS signal problem, for which the only remedy is pull the engine and replace the trigger wheel (a quite extensive job).

IDM Failures

While we find nothing inherently wrong with the 7.3 liter's injector driver module (IDM), its mounting location is less than desirable. The IDM is positioned inside of the driver side fender, requiring the fender liner to be removed to access it. The problem with this location as that moisture can get into the module, causing it to corrode or even short out. As these devices generate heat during operation, there is an air vent cast into the case where moisture, even from humid air, can enter and wreck havoc.

Oil Cooler Leaks

Servicing the oil cooler on a 7.3L Power Stroke is not terribly expensive, but it can be a messy task. The oil cooler is sealed by four o-rings, two on either end, which keep the coolant and engine oil separated. As these o-rings age, they tend to become brittle, making them more susceptible to cracking. Internal leaks may result in engine oil and coolant mixing, while an external leak tends to start as a small drip before progressing into a larger leak.

• The 7.3L Power Stroke is a light to medium duty diesel engine produced by International Navistar beginning in the 1990's.
• Key features of the 7.3L Power Stroke include a HEUI injection system, direct injection, turbocharger, and fully electronic engine controls.
• Ford offered the 7.3L Power Stroke V-8 from 1994 to the 2003 model year in various vehicle platforms, most notably the Ford F-Series and Super Duty.
• At its best, the 7.3L Power Stroke was advertised at a peak 275 horsepower and 525 lb-ft of torque.
• The 7.3L Power Stroke is a widely desirable and overwhelmingly popular engine platform known for its longevity.

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Ford 7.3L Powerstroke Specifications, History, and Tow Ratings

Written by Kamil

January 3rd, 2020

7.3L Powerstroke Specs & Info

Comprehensive Guide to 1994-2003 Ford Superduty Trucks with the V-8 7.3 Powerstroke Diesel Engine

In 1994, the diesel world was changed forever. The 7.3L Powerstroke engine, made by International Navistar, was introduced to Ford Heavy Duty trucks. The 7.3L Powerstroke Diesel engine provided significantly better performance specifications than its 6.9L IDI and 7.3L predecessors. It also offered significantly better reliability than the engine that followed, the 6.0L Powerstroke. The 7.3L Powerstroke was a huge success for Ford, but what made these trucks so special? Here are the key 7.3L Powerstroke engine specifications and design elements that make these trucks so valuable, even today. We’ll also cover model year differences, 7.3 history, and tow ratings. Let’s dive in!

7.3L Powerstroke V-8 Diesel Engine

Ford’s 7.3L Powerstroke engine isn’t nearly as capable as modern diesels, but its simplicity plays a major role in its great success. These engines were built to be big brutes, capable of working for hundreds of thousands of miles without problems. In fact, the 7.3L Powerstroke engine was actually used in medium duty trucks, under a different name, the T444E. It had slight differences, but most internal components remained the same. This is a major advantage as this engine is “overbuilt” for a consumer truck. The 5.9L Cummins diesel has similar advantages, because it was designed for heavy duty hauling and agricultural applications. The durability of the 7.3L Powerstroke is evident in this engines specs and design elements.

For a solid foundation, the 7.3L Powerstroke uses a cast-iron block and a cast-iron cylinder head. These features provide long-term durability and reliability. Six head bolts are used at each cylinder, better securing the heads to the block. This design offers significantly greater clamping force than what’s found on the 7.3L IDI Diesel, or even the 6.0L Powerstroke that replaced the 7.3 Powerstroke.

7.3L Powerstroke Legendary Reliability

The 7.3L Powerstroke is one of the most reliable Diesel engines ever produced. It’s so reliable even die-hard Cummins and Duramax enthusiasts acknowledge it’s widespread success. This makes them one of the most sought after diesels today. How sought after? Prices for a used 7.3L Powerstroke with 200,000 miles are still upwards of $10,000. That’s a hefty price to pay for a 20 year old truck. Still, most people will tell you they’re worth it. If you’re looking for your first diesel and have a low budget, this is one of the trucks you should consider.

1994.5-2003 7.3L Powerstroke Diesel Performance Specs

Even though we talk about the 7.3L Powerstroke’s simplicity as one of its biggest assets, this engine was highly advanced when it was introduced. A significant portion of the 7.3L Powerstroke engine’s impressive performance specs are attributed to direct fuel injection via Hydraulic electric unit injectors (HEUI injectors). These new injectors were partnered with a high pressure oil pump and a low pressure fuel lift pump. This engine also uses a fixed geometry turbocharger that was significantly more capable than the unit found on 7.3 IDI engines. Late model 7.3s even received an air-to-air intercooler for improved performance because of a larger supply of cold, dense air.

The 1994 Ford Superduty with the 7.3L Diesel engine produces 210 horsepower and 425 lb-ft of torque. That’s an increase of 40 horsepower and 87 lb-ft of torque over the IDI. Adjustments were made also every year to the 7.3l Powerstroke that made these trucks more powerful, especially in later models. Late model 7.3s, 2000-2003 model years, came from the factory with 275 horsepower and 525 lb-ft of torque when paired with the 6-speed manual transmission.

7.3 Powerstroke Direct Fuel Injection

One major difference between the 7.3L Powerstroke engine and its 7.3L IDI predecessor is that it uses direct fuel injection. IDI engines literally refers to engines that utilize indirect injection. In those engines, fuel is injected into a pre-combustion or swirl chamber, where fuel mixes with air before it enters the actual combustion chamber. The 7.3 Powerstroke’s Direct injection system injects fuel directly into the combustion chamber, resulting in more power and cleaner emissions.

High Pressure Oil Pump (HPOP)

The 7.3L Powerstroke engine’s direct fuel injection system is far from the standard system seen on most Diesel engines from a similar time period. Instead of using an fuel injection pump to pressurize the fuel for the injectors, the 7.3 uses a High Pressure Oil Pump, or HPOP, at the core of this system. This high pressure oil pump is gear-driven and is a fixed-displacement design.

All 7.3l Diesel engines use a swash plate style pump. This swash plate determines oil output of the HPOP. Early 7.3l Powerstroke engines, from 1994-1999 utilize a 15-degree swash plate. 1999.5 and late models of the 7.3L Powerstroke use a 17-degree swash plate. This gives late models an advantage because it provides greater oil volume, giving these engines the ability to support higher performance modifications more easily.

The HPOP on 7.3l Powerstroke Diesel engines isn’t responsible for pressurizing the fuel like a common injection pump. Instead, it sends oil to the injectors. As the oil leaves the HPOP, the injector pressure regulator, or IPR for short pressurizes the oil to 500-3000 psi. This pressurized oil then enters the injectors where it is used to pressurize fuel up to 21,000 psi. We’ll go over more details on how the 7.3’s injectors work below.

Over time, the High-Pressure Oil Pump can provide less than adequate performance. This can result in injector starving which leads to reduce power, lower fuel economy, and lesser reliability. Aftermarket HPOPS like the Adrenaline HPOP for 96-03 7.3L Powerstrokes can provide improved performance over stock units and can support significantly more horsepower. Even stock trucks can benefit! This makes them one of the best 7.3L Powerstroke Performance Upgrades .

Hydraulic Electric Unit Injectors (HEUI Injectors)

The 7.3L Powerstroke Engine’s Hydraulic Electric Unit injectors, or HEUI injectors for short, use engine oil supplied by the HPOP to actuate injection events. This occurs when the poppet valve opens, allowing high-pressure engine oil to enter the injector. High-pressure engine oil then sends the injectors inner “plunger” downward. This places pressure on the fuel and when pressure gets high enough, fuel is injected to the combustion chamber through the injector nozzle.

7.3L HEUI Injector

Here’s a photo taken from a 1999 Ford Superduty Sales Brochure showing the internals of a 1999 7.3L Powerstroke HEUI injector.

Power Control Module

The Power Control Module is the main computer that controls the direct fuel injection process. The PCM controls fuel injection events by telling the IDM when, and for how long, electronic pulses need to be sent to the injector solenoids. When these solenoids get this pulse, 100-120 volts, it releases the poppet valve, beginning the fuel injection and pressurization process inside the injectors. The Map sensor helps the PCM determine engine load and how much fuel is needed.

Injector Drive Module

The Injector Drive Module, or IDM, is responsible for sending electrical current to the injector solenoids to open the poppet valve. This allows pressurized engine oil to enter the top of the injectors which is then used to pressurize the fuel for combustion.

Bad Injector Drive Modules are often the culprit behind poor running trucks. Common symptoms of a bad 7.3 IDM include engine misfiring, excessive smoke, hard starts, rough idling, and bad fuel economy. Replacing your OEM IDM can solve these issues and even provide a boost in performance over stock units.

Alliant Power 7.3L IDM ’99-03

Alliant Power’s 1999-2003 Injector Drive Module offers a replacement unit for a pretty affordable price!

Fuel Lift Pump

Another very positive 7.3L Powerstroke performance characteristic is that it came from the factory with a lift pump. This lift pump works slightly different though because of this truck’s fuel injection system. Instead of supplying an injection pump with a steady stream of fuel, this lift pump sends fuel directly to the cylinder heads instead, to later be used by the injectors.

Two different fuel lift pumps are used on the 7.3L Powerstroke engine. Early models, 1994-1997, utilize a cam-driven mechanical lift pump. 1999-2003 model years use an electric lift pump mounted to the chassis. While both lift pump systems are adequate on stock trucks, aftermarket lift pump systems can still provide better performance and better fuel filtration.

New Fixed Geometry Turbocharger

Three different Fixed Geometry Turbocharger configurations are used in the 7.3L Powerstroke. OBS models, 1994.5-1997 model years, utilize a non-wastegated Garrett TP38 turbocharger. No intercooler is present on early, OBS models. In 1999, the TP38 turbocharger was updated. It featured a wastegate and an air-to-air intercooler was added. 1999.5 and newer models received a new turbocharger, the Garrett GTP38. This turbocharger had the best performance characteristics when compared to the other models.

7.3L Powerstroke Specifications

Below is a comprehensive list of 7.3L Powerstroke diesel specifications. These specs are for 1994.5 to 2003 Ford Superduty trucks with the 7.3L Powerstroke engine. If you have a 7.3L engine prior to 1994.5, visit our 7.3L IDI diesel specs page. The specs below are based off of OEM specifications.

7.3L Powerstroke History/Model Year Changes

In 1994, the 7.3L Powerstroke Diesel engine was introduced to Ford’s F-Series truck lineup. This engine could be paired with an E40D 4-Speed Automatic transmission or a ZF 5-Speed Manual Transmission. 1994 7.3L Powerstroke-equipped trucks produced 210 horsepower and 425 lb-ft of torque.

No major 7.3L Powerstroke diesel changes occurred in the 1995 model year.

1996 model year 7.3L Powerstroke-equipped Ford Trucks had higher performance specs than the previous model years. 1996 Ford Trucks with this Diesel engine offered 215 horsepower and 450 lb-ft of torque.

1996 7.3L Powerstroke Mechanical Changes

• 215 HP 450 lb-ft TQ
• California trucks gained split-shot injectors for reduced emissions. Injector Code AB
• Performance is increased to 225 horsepower and 450 lb-ft of torque.

No 1998 7.3L Powerstroke-equipped trucks exist. For some strange reason models after 1997 go straight to 1999. We suspect this is because of the massive changes that happened with the 1999 trucks.

1999 marked massive change for 7.3L Powerstroke Diesel engines. This is the first year Ford referred to their F-250/F-350/F-450 trucks as their Superduty lineup. An air-to-air intercooler was introduced as well as many other performance improvements.

1999 Ford Superduty 7.3L Powerstroke Improvements

• New Truck Body-style
• New 4R110 Automatic Transmission and ZF-6 speed Manual transmissions are introduced.
• Larger, split-shot Injectors are used
• New Electric Lift Pump
• Air-To-Air Intercooler Added
• Early 1999 trucks receive a wastegated improved TP38 turbocharger
• 1999.5+ trucks get a new Garrett GTP38 Turbocharger
• 1999.5+ Models get a bigger swash plate in the HPOP
• All 1999+ trucks receive split shot injectors.

No significant changes occurred in 2000 model years.

In 2001, new 7.3L Powerstroke calibration resulted in a horsepower increase to 250 horsepower and 505 lb-ft of torque on automatic transmission models and 275 horsepower and 525 lb-ft of torque on manual transmission models.

Power levels remained the same this year. The 2,000,000th 7.3L Powerstroke diesel equipped Ford truck hits the assembly line in 2002. This is a testament to the 7.3’s reliability and success.

2003 was the last year of the 7.3L Powerstroke engine being used in Ford Superduty Trucks. Stricter emissions standards resulted in a need for lower emissions and competing manufacturers were designing trucks with similar or better performance capabilities. Ford’s response was the 6.0L Powerstroke engine that was also offered in the 2003 model year.

7.3L Powerstroke Tow Capacity

7.3L Powerstroke tow capacity depends on cab configuration, whether the truck is two-wheel or 4-wheel drive, and whether the truck is a dually or not. Peak 7.3L Powerstroke conventional tow capacity is 12,500 lbs. Peak 7.3L Powerstroke 5th wheel tow capacity is 13,900 lbs. Want to see all Powerstroke towing capacities? Visit our Powerstroke Tow Capacity guide.

OBS 7.3L Powerstroke

Ever seen the term OBS used? OBS means old body style. Ford Superduty trucks with a model year before 1999 feature this old body styling. Therefore, if you see someone referring to an OBS Powerstroke they are referring to trucks from this time period.

In 1999, trucks equipped with the 7.3L Powerstroke gained a new body-style. This makes it hard to identify late model 7.3s as they share the same body style as 6.0L Powerstroke-equipped Ford Superduty Trucks and Excursions. This body style was kept until 2008, when Ford also replaced the 6.0L Powerstroke engine with the 6.4l Powerstroke. New body style 7.3L Powerstrokes are more desirable as they benefit from technological improvements and a more luxurious interior.

Learn More About the 7.3L Powerstroke

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ABOUT Kamil

Founder of Diesel Resource and a complete diesel head. Has a little bit of problem buying too many trucks. Learn more about him by checking out his truck.

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