The head has an oil gallery that feeds the injectors. Since they’re filled with oil, it’s a good idea to let them drain before placing them on the bench as seen here. After the rockers, glow plugs and push rods were pulled, the injectors came out next. This would be the last these factory push rods would see the 7.3L, as they’d soon be replaced with titanium ones from Irate Diesel. After spending roughly an hour getting the cab off the frame, the guys at Bud’s immediately tore off the valve covers and started breaking down the heads. It used to be that big injectors were smoky, inconsistent beasts that didn’t have good street manners. In years past, injector technology, but more importantly, tuning technology, wasn’t at a level like it is today. The original plan was for 500 hp, but after talking with Dave Armstrong from Swamps Diesel, he made us realize that now-a-day’s making 500 hp or more with a 7.3L is relatively simple and that if we ever wanted to go bigger that we should take the steps towards that larger hp goal now as opposed to later. Going Bigįor this 7.3L, we weren’t looking to go that big (well at least not yet). However, it was never known for being fast, still isn’t, but they can be built to make pretty decent power-heck-right now, the current horsepower record is a healthy 1,226 hp held by Matt Maier and his OBS Ford. The 7.3L Power Stroke is as an extremely reliable engine, some say the most reliable diesel that Ford ever placed in a pickup. Fire Rings, Studs, Valve Springs, Push Rods and Injectors
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