Ford 7.3L V8 (Power Stroke & Godzilla)

Ford 7.3L V8 (Power Stroke & Godzilla) — every model and year that used this engine (47 models, 1988–present), based on NHTSA VIN build data, with links to prices and reliability.

The classic 7.3 Power Stroke diesel and the 2020+ 7.3 Godzilla gas V8.

7.3L · 8 cylinders · 41% of builds flagged turbo · seen in 47 models, 1988–2027

By the numbers

Output range 160–430 hp (median 210 hp). Gasoline: 30%. Diesel: 70%. Based on 1,433 decoded NHTSA VIN build sheets.

About this engine family

Power Stroke, also known as Powerstroke, is a family of diesel engines that were produced by Navistar International from 1994 until 2010, and by Ford Motor Company since 2011. Along with its use in Navistar's medium-duty trucks and in the Ford F-Series, applications include the Ford E-Series, Ford Excursion, and Ford LCF commercial truck, and South American production of the Ford Ranger.

In detail

The first engine to bear the Power Stroke name, the 7.3 L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8. Introduced in 1994 as the replacement for the 7.3 L IDI V8, the Power Stroke/T444E is a completely new design, with only its bore and stroke dimensions common with its predecessor (resulting in its identical displacement). In line with the IDI diesel, the Power Stroke was offered in three-quarter-ton and larger versions of the Ford F-Series and Econoline product ranges.

The Power Stroke is an electronically controlled, direct injection engine with a bore and stroke creating a displacement of . It has a 17.5:1 compression ratio, and a dry weight of approximately . This engine produces up to and of torque in automatic transmission trucks from the last years of production, and and of torque in manual transmission trucks. The oil pan holds while the top end (due to the HPOP) holds an additional , making for a total of of oil contained within the engine.

The 1994.5 to 1996/97 DI Power Stroke has "single shot" HEUI (hydraulically actuated electronic unit injection) fuel injectors which were AA code injectors unless from California where as they received AB code injectors. It ran a high pressure oil pump (HPOP) to create the necessary oil pressure to fire the fuel injectors. This generation of Power Stroke utilizes an HPOP with a 15° swash plate angle. The 1995-1997 trucks use a two-stage cam-driven fuel pump, whereas the 1999-2003 trucks use a frame rail mounted electric fuel pump.

The 1999–2003 trucks also had a deadhead fuel system and a "long lead" injector in cyl. number 8 due to lower fuel pressures with the deadhead design (AE code injector). The California trucks from 1996 and 1997 have a split-shot fuel injectors; other trucks did not get split-shot injectors until 1999. Single-shot injectors only inject one charge of fuel per cycle, whereas the split-shot injector releases a preliminary light load before the main charge to initiate combustion in a more damped manner.

This "pre-injection" helps reduce the sharp combustion 'knock' as well as lower NO x emissions by creating a more complete burn. 1994.5–1997 engines utilize a single turbocharger, non-wastegated, with a turbine housing size of 1.15 A/R. For 1999, an air-to-air intercooler was added to cool the charged air from the turbo for increased air density. With the new cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGT).

The turbine housing was changed to a .84 A/R and a wastegate was added halfway through the 1999 model year. The 1999 engine also received injectors, up from in the early model engine. With the larger injectors, the HPOP capability was increased by utilizing a 17° swash plate angle to meet the requirements of the new, higher flowing injectors. The engine used forged connecting rods until powdered metal rods were introduced for early 2002 models.

Serial numbers can be seen with the aid of a borescope to confirm the changeover between the 2001 and 2002 model years. These new connecting rods sufficed in an unmodified engine, but would become a potentially catastrophic failure point if aftermarket tuning pushed the engine above . Early models did not use any form of exhaust aftertreatment, such as a catalytic converter, as emissions were not enforced on diesel engines; however, by mid-year 2002, Ford began installing catalytic converters as part of the OEM exhaust as part of the Tier 1–3 standards.

Despite being regarded as one of the most reliable diesel engines ever put in a light-duty truck, the engine had its own issues. A common failure point was the camshaft position sensor (CPS). The failure of this sensor would cause a no-start condition or a stall while running. The easiest way to diagnose a failed CPS is through movement of the tachometer when cranking. If the tachometer does not move, the CPS is most likely bad.

Source: Wikipedia — Ford Power Stroke engine, CC BY-SA.

Models that used this engine

Model Years with this engine Fuel VIN builds seen
F-350 1988–2026 Diesel 469
F-250 1988–2026 Diesel 199
E-350 1988–2027 Diesel 152
F-450 1999–2026 Gasoline 104
F-550 1999–2026 Gasoline 77
TRANSIT CARGO 2018–2019 Diesel 60
E-450 1996–2027 Gasoline 57
TRANSIT CHASSIS 2018–2019 Diesel 56
F-650 2000–2027 Diesel 31
TRANSIT 1988–2019 Diesel 24
EXCURSION 2000–2003 Diesel 23
MOTORHOME CHASSIS 2000–2024 Gasoline 18
COMMERCIAL CHASSIS 2020–2026 Gasoline 17
F-SUPER DUTY 1988–1997 Diesel 16

Engine usage derived from NHTSA VIN build data (displacement + cylinder configuration). Model links lead to prices, generations and reliability.

For sale with this engine