Super Duty, the world’s fastest 4x4 7.3L Power Stroke of smiles.
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PROVEN HARD PARTS
You won’t necessarily find anything groundbreaking in Brian’s engine, but his 7.3L is chock-full of components that’ve been torture-tested and proven over the years. The block’s water jackets have been half-filled with Hard Blok, a girdle ties all the main caps together around the crankshaft, which is secured via ARP main studs, and Mahle de-lipped and decked pistons reside in the cylinders. The rods are prototype billet pieces manufactured by Tymar from back in the day and utilize ARP rod bolts. One area where Brian’s engine is ahead of the game lies in his camshaft and cylinder head selection. A Stage 2 Gearhead Automotive Performance cam and ported (and fireringed) Crutchfield Machine heads mesh
Believe it or not, the 7.3L long-block in Brian’s Super Duty has virtually gone unchanged since 2012, with a different cam and heads added in 2015. The block’s water jackets are halfway filled, a main bearing girdle ties the main caps together, and the factory (albeit lightened) crank and main caps are secured via ARP main studs. The connecting rods are a billet prototype Tymar set from back in the day, equipped with ARP rod bolts, and the pistons are de-lipped and decked, cast-aluminum units from Mahle. The aforementioned camshaft change in ‘15 entailed a switch to Gearhead Automotive Performance’s Stage 2 stick.
Behind the high-pressure oil reservoir, a Swamps Gen3 HPOP is suspended over a 17-degree factory 7.3L HPOP in the stock location. Together, the pumps ensure that 3,200-psi worth of injection control pressure (ICP) is always on tap for the engine’s massive hybrid injectors. Called its Stage 5 units, the Unlimited Diesel Performance injectors can flow a maximum of 455cc’s of fuel and do so through 400-percent over nozzles. Everything gets started on the oil side with a Melling low-pressure oil pump feeding the HPOP’S.