Rebuilding a 7.3?
Thread Starter
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Senior User
Joined: Dec 2007
Posts: 253
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From: Otego NY
Rebuilding a 7.3?
First I want to say thanks to you guys who responded to my first question... Thanks. Second, I have a '88 7.3 w/ 195,000 and I just bought it a couple of months ago. I know how easy and cheap it is to rebuild a Small Block Chevy, How expensive and difficult is a 7.3 idi? And what does "idi" mean?
Thanks again Beersy50
Thanks again Beersy50
Post Fiend
Joined: Nov 2003
Posts: 21,285
Likes: 15
From: Nutter Fort, WV
beersy50,
Welcome to FTE and the IDI diesel forum.
When I did my 6.9 I had about 1800 in parts and 2200 in machine work.
All labor was done by my son and I.
I did do a few extra things and had several new parts laying around.
6.9 and 7.3 are the same engine, most of the parts swap.
Parts are not as cheap as a small block chevy, but much cheaper than Power Stroke parts.
Camshaft is about 300 dollars.
Lifters run about 130 dollars a set.
A set of pistons run about 600 dollars.
A set of rings is about another 250 or so as examples.
IDI is indirect injection, the fuel is injected into a precombustion chamber.
DI or Direct Injection or Power Stroke the fuel is injected into the cylinder.
Why are you wanting to rebuild so early?
Welcome to FTE and the IDI diesel forum.
When I did my 6.9 I had about 1800 in parts and 2200 in machine work.
All labor was done by my son and I.
I did do a few extra things and had several new parts laying around.
6.9 and 7.3 are the same engine, most of the parts swap.
Parts are not as cheap as a small block chevy, but much cheaper than Power Stroke parts.
Camshaft is about 300 dollars.
Lifters run about 130 dollars a set.
A set of pistons run about 600 dollars.
A set of rings is about another 250 or so as examples.
IDI is indirect injection, the fuel is injected into a precombustion chamber.
DI or Direct Injection or Power Stroke the fuel is injected into the cylinder.
Why are you wanting to rebuild so early?
Post Fiend
Joined: Nov 2004
Posts: 5,638
Likes: 1
From: Manitoba
Yea ......why the rebuild thoughts it's not even broken in yet........... 500K is about the life. There are some 7.3 problems that must be addressed around 160-200K ie the valve guides. Cavitation is a constant gamble so keep the SCAs and coolent up to scratch.
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Senior User
Joined: Dec 2007
Posts: 253
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From: Otego NY
Well, I guess I'm still thinking of gasoline engine terms, you know where 200,000 is a lot of miles. So these diesel engines are in a whole other ball game. Why do they last so many more miles, I would think the higher compression would shorten the engine life?
Beersy50
Beersy50
Lead Driver
Joined: Jul 2007
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From: Rhode Island
Originally Posted by beersy50
Well, I guess I'm still thinking of gasoline engine terms, you know where 200,000 is a lot of miles. So these diesel engines are in a whole other ball game. Why do they last so many more miles, I would think the higher compression would shorten the engine life?
Beersy50
Beersy50
Diesels often run with compression ratios twice as high as gas enignes (17.2:1+), and the diesel process relies on the detonation of fuel (which is why they are loud). So the pistons, block, head have to be extremely heavy duty to handle this, and because of that, they usually last longer.
Cummins rates their diesel in the dodge estentially at 300,000 miles minimum. There are plenty of ford diesels still running around 300-400k on them, or even more.
195k is nothing for a diesel
Moderator
Joined: Jan 2001
Posts: 56,984
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From: Virginia
Forged crankshaft is stock. I think it has 4 bolt mains stock. Roller lifters stock. I hear it weighs about 1200 lbs if that's any indication of the extra metal.
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Post Fiend
Joined: Nov 2003
Posts: 21,285
Likes: 15
From: Nutter Fort, WV
When you do tear one down, there will be no question as to why they last longer.
Both heads complete weigh about as much as a gasser small block block does.
Forged crank, forged rods, roller lifters, 4 bolt mains, 19 head bolts per head, everything made out of steel or cast iron except the pistons.
Crankshaft is massive when compared to what you would find in a gasser.
Did I remeber that right, I have CRS tonight.
Frequent oil changes, frequent filter changes on air, fuel and oil.
Rather low RPM, ususlly between 1800 and 2500 RPM for normal driving and economy.
In a 1200 pound monster.
With some internal and external mods I am running effective compression ratios close to 60 to 1 when the turbo is cranking good and I feel like burning some serious fuel.
Both heads complete weigh about as much as a gasser small block block does.
Forged crank, forged rods, roller lifters, 4 bolt mains, 19 head bolts per head, everything made out of steel or cast iron except the pistons.
Crankshaft is massive when compared to what you would find in a gasser.
Did I remeber that right, I have CRS tonight.
Frequent oil changes, frequent filter changes on air, fuel and oil.
Rather low RPM, ususlly between 1800 and 2500 RPM for normal driving and economy.
In a 1200 pound monster.
With some internal and external mods I am running effective compression ratios close to 60 to 1 when the turbo is cranking good and I feel like burning some serious fuel.
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Lead Driver
Joined: Nov 2003
Posts: 6,900
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From: Campbell River, B.C.
I'm tearing mine down right now, and yes, everything is massive. Didn't weigh anything, but the crank seemed to be at least as heavy as one of the heads.
Good internal crossbracing, huge 4 bolt main bearing caps, lots of iron, and barely any piston ridge at 400 000 kilometers
. And enough low end torque to rip godzilla's tail clean off, really miss driving it....
Good internal crossbracing, huge 4 bolt main bearing caps, lots of iron, and barely any piston ridge at 400 000 kilometers
. And enough low end torque to rip godzilla's tail clean off, really miss driving it....
Post Fiend
Joined: Nov 2003
Posts: 21,285
Likes: 15
From: Nutter Fort, WV
The only off the shelf performance mod is a turbo system.
Once you have that you can go to a turbo IP and injectors, or there are a couple places doing hotter than normal turbo IP and injectors.
Everything else requires machining stock parts to what you want.
Once you have that you can go to a turbo IP and injectors, or there are a couple places doing hotter than normal turbo IP and injectors.
Everything else requires machining stock parts to what you want.
Lead Driver
Joined: Jul 2007
Posts: 7,868
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From: Rhode Island
Originally Posted by beersy50
Nobody does cams, stroker kits, alminum intakes or anything like that?
Beersy50
Beersy50
Post Fiend
Joined: Nov 2003
Posts: 21,285
Likes: 15
From: Nutter Fort, WV
The piston to head clearance is the thickness of the head gasket.
The bottom of the head is flat.
There is not much room to change the cam much, clearance is .35".
Compression ratio is 21.5 to 1 on the 7.3.
The bottom of the head is flat.
There is not much room to change the cam much, clearance is .35".
Compression ratio is 21.5 to 1 on the 7.3.