Generally, and I don't mean this for every truck, but generally speaking, when you start going up in HP, you run into issues on the street with excessive smoke and not being able to keep the chargers spooled. To make big HP with a diesel, you need a lot of fuel and a lot of boost. For the most part, neither one of these happens right off idle, so driveability suffers. Now, there are definitely some trucks out there with properly sized compound charger setups that allow for big HP while having no trouble with smoke or lighting the chargers.

When comparing a 7.3 to a common rail Cummins, it's almost not fair, because the Cummins has much better control of actually when and how much fuel is injected. The HUEI system is what's holding the 7.3 back. With the 6.4 being a common rail system, I think in a few years, it will be commanding some serious respect if not dominating the aftermarket performance arena. It's already showing some serious promise, with being able to make well over 500 HP on just tuning...complete with the stock injectors, turbo, internals, intake, and only a DPF delete for hard part mods.

As for what HP a truck becomes unstreetable, there's unfortunately no magic number. It has a lot to do with the inector, charger, and tuning combination. There's 500 HP trucks out there that aren't very streetable, but at the same time there are 850+ HP trucks out there that are still have great street manners.

It may not make much sense, since the Cummins stuff is rated differently, but basically I have 100 HP injectors and a 64/71/13 turbo, which means a 64mm compressor wheel, 71mm turbine wheel, and 13 cm outlet on the exhaust housing.

 

Its about like a 12V cummins if you build it for 600-800 HP you always have that amount of HP, where the CR and Duramax engines you can turn them down a good bit. The PSDs when yuo throw alot of fuel and massive injectors to them they tend to be... well rather touchy.

THats about what he quoted me today Jeremy as a build except he went with 90 HP injectors that he built. Sounds like she would light off without much lag.

 

That's interesting Jeremy. I heard rumors of a CR 7.3L PSD being developed by a bunch of diesel enthusiasts.

 

I told you man, you get anywhere near me call, we'll hook it up. Better bring my credit card and a roll of singles....

So if Corona's make a sweet lil bit like you do that, just what do you suppose they would do to someone like me??? I'm telling you, you might not respect me in the morning...

 

It does light off without any problems at all. No doubt there is a little lag, but I'd say it's less or the same as my 7.3 was with the van turbo. Very comparable on the lag between the two.

There are supposed to be some working on it, for sure. If it comes into fruition, or should I say when it does, it will definitely be a force to be reckoned with. However, what's unknown at this point is how much it's going to cost for the setup...as in what you or I would have to pay to get something similar. I'm afraid that it will be too little too late. I think the 6.4 and the other common rails will be ruling the roost by then and the vendors might be hard pressed to get someone to spend the money on a common rail conversion for the 7.3 versus money on upgrades for the already common rail 6.4.

 

If some one would come out with a CR kit for a 7.3 with a price tag of about $10000 Im sure people would be interested, especially if tougher emmission ratings are taken into effect. Most people would rather pay 10 grand for a CR kit than 30-40 grand for a new truck.

 

I bet there will be a few people who make the common rail conversion to the 7.3, just to do it and keep the 7.3. Ive seen some of the tunning for the 6.4 and its looking real promising, In a few more years I expect it to be pushing real big numbers after they figure out what it can do. One major question is how reliable the 6.4 will be.

 

fffffffffffffffffffffffffff

 

Ill start a thread in tech on this subject, lets hash it out.....

 

However, emissions will not be relevant on a conversion kit. Tougher emissions standards will only apply to vehicles as they are equipped from the factory. A CR conversion will be labeled "for off road use only" and not DOT approved. With that being said, I don't think the guys looking at performance for the 7.3 will care that much about being emissions compliant.

I think it will be quite reliable. Being common rail, and having the ability to have much more precise control over the injection event, it's much easier to make them reliable. While guys are currently trying to develop a CR kit for the 7.3 just to begin testing on it, the 6.4 is several steps ahead with guys already testing it and the limits of the components.

That's just my opinion on it, though.

 

And I agree with what your saying, and everything looks promising for it but you just never know. And then theres the new 6.7 and who knows what that will bring.

 

the 6.7 will bring the 6.8 I am sure (in other words I am not understanding one word of what you guys just said)

 

LOL the 6.7 is the new diesel engine ford is designing.

 

Comparing the 6.7 to the 5.9, I think the 5.9 will still rule. The rod ratio is all jacked up in the 6.7 for making power. Cummins just basically stroked the 5.9 to get the new engine, so when the crank is at it's 90 degree rotation (from TDC), there's a lot of stress on the rod. A few of them have already broken rods because of this. With stronger rods though, that might be a moot point.

Edit: LOL. Look where my mind is when it comes to Diesel engines. You say 6.7 and I immediately think of a Cummins. I forgot about Ford's new engine. What are they calling it, the Scorpion, I think?

 

LOL I was talking about fords new engine, I dont know anything about the cummins 6.7 but now I do! lol

Yea they are calling it the Scorpion, I heard its being tested at some pretty high hp numbers but will later be detuned for emissions and relaiblity. That engine will be out before the aftermarket catches up to the 6.4s full capabilty and who know the new engine might be even better...