7.3 injector question
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5th Wheeling
Joined: Oct 2024
Posts: 39
Likes: 4
Fuel pressure Id imagine its ok. When I originally bought these injectors from full force they sent me a set of 6 tunes from there 20 year old tune bank. They turned out to be entirly to hot. My computer was calling for a ridicouly large pulse widtth high 3's up into the mid 2000 rpm range. For example i purchased a jellibuilt extreme street tune, whcih we have now maxed out. Bettween the two the jellibuilt tune consitently calls for about .5 milliseconds less of pulse width regarless of rpm excluding idle obously. That particular hot tune would put a bus lenght on Brains. NOT SAFELY, but it was capable of dumping some fuel in. That said id imagine fuel pressures fine.
As for ICP, im guessing its fine. I really dont watch that gauge through my scanguage 2, but id say around 40 percent ipr its in the upper 2000's. Could be wrong havent checked in a while
Realistcally, if it wernt for me getting sent a wildly dangerous hot tune in the begining, Id probally be content with the power ive got now.
Its just kinda one of those things, once you felt the power its hard to go backwards
As for ICP, im guessing its fine. I really dont watch that gauge through my scanguage 2, but id say around 40 percent ipr its in the upper 2000's. Could be wrong havent checked in a while
Realistcally, if it wernt for me getting sent a wildly dangerous hot tune in the begining, Id probally be content with the power ive got now.
Its just kinda one of those things, once you felt the power its hard to go backwards
More Turbo
Joined: Sep 2018
Posts: 544
Likes: 213
From: UT
I have towed heavy with 160/30 injectors and the gen3 300x and have had zero issues with EGT or power. I live at 6K elevation so I need to watch EGT's and to be quite honest, I dont even look at the gauge anymore....the gen3 made a huge difference there.
I agree with everyone else about making sure the other things are dialed in first, but you cant go wrong with that turbo and that size of injector. I am getting ready to do the same upgrades to my other 7.3 and I am running a gen2 300x in that one. I could care less about the lack of whistle with the results Ive gotten from the gen3.
Keep the 160/0's and get the gen3 (PS...my gen3 hits 38psi very easily with my setup)
I agree with everyone else about making sure the other things are dialed in first, but you cant go wrong with that turbo and that size of injector. I am getting ready to do the same upgrades to my other 7.3 and I am running a gen2 300x in that one. I could care less about the lack of whistle with the results Ive gotten from the gen3.
Keep the 160/0's and get the gen3 (PS...my gen3 hits 38psi very easily with my setup)
Last edited by uglypitbull; Nov 20, 2025 at 08:23 PM.
Laughing Gas
Joined: Jun 2017
Posts: 833
Likes: 124
From: CSRA, SC
I have a ZF6 Excursion, 160/30's and KC gen 2 turbo. I think its a fantastic sweet spot. I don't tow much anymore, but I did tow a 2006 chebby silverado through the mountains of VA earlier this year and it was a great experience.
It's a Van Gogh
Joined: Feb 2010
Posts: 7,802
Likes: 1,333
From: Elk Grove, CA
Fuel pressure Id imagine its ok. When I originally bought these injectors from full force they sent me a set of 6 tunes from there 20 year old tune bank. They turned out to be entirly to hot. My computer was calling for a ridicouly large pulse widtth high 3's up into the mid 2000 rpm range. For example i purchased a jellibuilt extreme street tune, whcih we have now maxed out. Bettween the two the jellibuilt tune consitently calls for about .5 milliseconds less of pulse width regarless of rpm excluding idle obously. That particular hot tune would put a bus lenght on Brains. NOT SAFELY, but it was capable of dumping some fuel in. That said id imagine fuel pressures fine.
As for ICP, im guessing its fine. I really dont watch that gauge through my scanguage 2, but id say around 40 percent ipr its in the upper 2000's. Could be wrong havent checked in a while
Realistcally, if it wernt for me getting sent a wildly dangerous hot tune in the begining, Id probally be content with the power ive got now.
Its just kinda one of those things, once you felt the power its hard to go backwards
As for ICP, im guessing its fine. I really dont watch that gauge through my scanguage 2, but id say around 40 percent ipr its in the upper 2000's. Could be wrong havent checked in a while
Realistcally, if it wernt for me getting sent a wildly dangerous hot tune in the begining, Id probally be content with the power ive got now.
Its just kinda one of those things, once you felt the power its hard to go backwards
It's a number you need to know.
And after watching it a while you'll see dips that tell you when to change the fuel filter.
Last edited by aawlberninf350; Nov 22, 2025 at 12:26 AM.
Cargo Master
Joined: Apr 2012
Posts: 2,009
Likes: 522
From: Bottom Of Pikes Peak
That's the truth. I went from 250/100's to 200/30's...I cry every time I get on it, lol
Logistics Pro
Joined: May 2017
Posts: 4,667
Likes: 1,455
From: Muskogee, Ok
Instead of focusing solely on the injectors and "MO POWA BETTA!" , what about the braking side of the equation? Towing 18 to 20,000 pounds on a platform that topped out at 17,700 IF you had the proper body style and transmission options is pretty sketch.
Heck, we slapped 20,000+ to my 71 F100. It did it without complaint back in the day in Granny and low gear transfer case moving a **** load of fresh cut trees around the farm to our sawmill and hay and tractors, but stopping all that weight on the roads safely above the crawl like in the fields, with half ton drum brakes? Hell no.
What are your braking upgrades that enable you you safety stop a grossly overloaded trailer on public roads? 08+ F450/550 axle swaps? You're way past just slapping on a specialty brake pad of yellow, green, red colors and hoping for the best
Plus when you crest 26,001 pounds, in all 50 states, a CDL is required. No ifs, ands, or buts about it. Let alone insurance companies refusing to cover any accidents at that point of known negligence
Heck, we slapped 20,000+ to my 71 F100. It did it without complaint back in the day in Granny and low gear transfer case moving a **** load of fresh cut trees around the farm to our sawmill and hay and tractors, but stopping all that weight on the roads safely above the crawl like in the fields, with half ton drum brakes? Hell no.
What are your braking upgrades that enable you you safety stop a grossly overloaded trailer on public roads? 08+ F450/550 axle swaps? You're way past just slapping on a specialty brake pad of yellow, green, red colors and hoping for the best
Plus when you crest 26,001 pounds, in all 50 states, a CDL is required. No ifs, ands, or buts about it. Let alone insurance companies refusing to cover any accidents at that point of known negligence
Last edited by Wes444; Nov 23, 2025 at 04:56 AM.
Thread Starter
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5th Wheeling
Joined: Oct 2024
Posts: 39
Likes: 4
Interesting point, I mean its an f450 cab and chasis. Ive really never had a problem braking. With the skid steer and some implements that put me around 18,500, I usally have my brake controller set to only 3 out of 10 on the gain. Definelty a decent point one might miss, but my truck seems to be alright. What where the f450's even specced to tow?
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Logistics Pro
Joined: May 2017
Posts: 4,667
Likes: 1,455
From: Muskogee, Ok
That's a can of worms in itself. Crew cabs tow less than regulars, manuals less than autos, 4x4 less than 2wd,. And the killer? Diesel engines weighed more than the V10s so they tow less than a V10, on paper. Which is what the guys in blue will go by if you get pulled over or an accident scene investigation is done.
There's a year specific body/drive line chart you have to go off to find out. But the max for a 2000 F450 of a specific combination is 17,700 pounds. Other combinations have lower ratings.
Plus with the weight of the truck, when you crest that magic 26,001 number, a CDL is required
There's a year specific body/drive line chart you have to go off to find out. But the max for a 2000 F450 of a specific combination is 17,700 pounds. Other combinations have lower ratings.
Plus with the weight of the truck, when you crest that magic 26,001 number, a CDL is required
Last edited by Wes444; Nov 23, 2025 at 05:05 AM.
Logistics Pro
Joined: May 2017
Posts: 4,667
Likes: 1,455
From: Muskogee, Ok
I mentioned the CDL part, because my neighbor is Oklahoma highway patrol, and that is literally all his job is. Every day he pulls over only CDL territory rigs to ensure their paperwork is in order looking for CDL violations. All day, every day. He doesn't deal with us normal commuters unless he answers a call for backup when really bad crap happens, just semis or F350s and up towing something other than RVs, especially anyone with a company logo towing anything
I see him on my commute to or from work often with various rigs pulled over. I know if I were towing 18k with my F350 I'd be over that magic CDL 26,001 number and probably get pulled over by him
I see him on my commute to or from work often with various rigs pulled over. I know if I were towing 18k with my F350 I'd be over that magic CDL 26,001 number and probably get pulled over by him
Last edited by Wes444; Nov 23, 2025 at 06:01 AM.
Cargo Master
Joined: Dec 2007
Posts: 2,037
Likes: 310
Interesting point, I mean its an f450 cab and chasis. Ive really never had a problem braking. With the skid steer and some implements that put me around 18,500, I usally have my brake controller set to only 3 out of 10 on the gain. Definelty a decent point one might miss, but my truck seems to be alright. What where the f450's even specced to tow?
It's a Van Gogh
Joined: Feb 2010
Posts: 7,802
Likes: 1,333
From: Elk Grove, CA
As to better brakes you can only get so much improvement out of better pads and calipers. The real solution is bigger rotors. F450 front end with 19.5 wheels is my boomchakalaka brake fantasy.
I have a 2001 Subaru Forester swapped in 2007 front discs, wheels, and caliper brackets. OE 2001 pads and calipers. Simple bolt up. Gained over 1/2 inch on rotor diameter, big improvement. Plant the front end and turns on a dime.
I have a 2001 Subaru Forester swapped in 2007 front discs, wheels, and caliper brackets. OE 2001 pads and calipers. Simple bolt up. Gained over 1/2 inch on rotor diameter, big improvement. Plant the front end and turns on a dime.
Logistics Pro
Joined: Nov 2006
Posts: 3,671
Likes: 367
From: Fallon,NV & Bainbridge OH
Wes, The CDL rule is truck at 26,001 requires a Class B license, not the combined weight. The CDL rule is, with a few exceptions, the trailer at 10,001 requires a Class A license no matter the the tow pig. There are some exceptions in some states and for non-commercial use but that is the general rule.
Cargo Master
Joined: Dec 2007
Posts: 2,037
Likes: 310
Wes, The CDL rule is truck at 26,001 requires a Class B license, not the combined weight. The CDL rule is, with a few exceptions, the trailer at 10,001 requires a Class A license no matter the the tow pig. There are some exceptions in some states and for non-commercial use but that is the general rule.
Last edited by bwguardian; Dec 1, 2025 at 04:01 PM.
Logistics Pro
Joined: Nov 2006
Posts: 3,671
Likes: 367
From: Fallon,NV & Bainbridge OH
Legally it doesn't matter if the trailer is empty or loaded. If it is rated at anything over 10,000, e.g. 10,001, it requires a Class A CDL. The cop was right as it was not the combined weight of you employee driven rig, but the fact that any gooseneck behind a F-550 is going to be rated at over 10,000. Like I said earlier, some states change state laws for certain aspects but it sounds like your guy had no Class A or any exception.