The Ford 7.3L PowerStroke diesel engine has legendary reliability, but since these trucks are around 20 years old and most of them have 200,000 miles or more, a few repair bills here and there are to be expected. One of the most common repairs for a 7.3L is a turbo replacement. The turbo isn’t designed to be a wear item, but the compressor wheel spins at a high RPM and is put under a heavy load when you use the truck for the kinds of work it was designed for. All PowerStroke 7.3L diesel engines have a Garett GTP38 turbo, but there are slight variations between different models. The first step is to find the turbo model you need, and then find out which option for that model works best for you. The main varieties of PowerStroke turbo are broken down by model and year:
1994-1997 “Old Body Style” trucks
The 7.3L PowerStroke diesel in these trucks was offered at the same time as the older 7.3L IDI diesel, but despite having the same displacement, they do not share any parts at all, so make sure to keep that in mind when ordering anything. To tell the difference, Powerstroke OBS trucks will have a PowerStroke logo under the F-250 or F-350 badge on the fenders. These were also the first trucks to use the “Super Duty” name.
See turbos for these trucks available here.
1998-Early 1999 Super Duty
These are the first Super Duty trucks with a design substantially different from the standard F-150. There technically is no model year 1998 Super Duty, but 1999 models were on dealer lots in the spring of 1998, which may have caused some confusion at the time. This turbo is a one-year-only model; Ford made some revisions in December of 1998, and this turbo is for models produced before then. Early 1999 trucks can be spotted by PowerStroke badges on the fenders, while later trucks have them on the doors.
See turbos for these trucks available here.
Late 1999-2003 Super Duty and Excursion
This is the most common 7.3 turbo, since it had the longest production run. This is for trucks built December 1998 and later; the PowerStroke badges will be on the doors rather than fenders. This is also the turbo found in all 7.3L Diesel Excursions.
See turbos for these trucks available here.
1998-1999 E-Series Van
Because the Econoline and Club Wagon vans have a little less space under the hood than the trucks do, 7.3L vans use a relocated turbo with slightly different mounting points.
See turbos for these vans available here.
2000-2003 E-Series Van
For the model year 2000, the PowerStroke Diesel in the vans underwent the same changes the Super Duty did in late 1998. These are easier to order for, since you do not need the production date, just the model year.
See turbos for these vans available here.
International/Navistar T444E
This engine is found in medium-duty trucks; ones sized between an F-350 and a Kenworth or Peterbilt semi, mostly box or flatbed trucks. This is the engine that the 7.3L is based on, but that doesn’t necessarily mean that parts can swap over. The T444E engine in these applications has multiple options for turbos, injectors, emissions equipment, and programming. Some parts might be interchangeable, but not all of it is tested and guaranteed to fit and work on a PowerStroke. To order parts for this engine or any other heavy equipment, you will need the OEM part number off the item you are replacing to ensure you get the correct item.
See International/Navistar turbos available here
Once you identify the model you need, there are still further options from there; do you want new or remanufactured? OEM or quality aftermarket? Stock replacement, or do you want to take the opportunity to upgrade the performance a little bit? Depending on your budget and what you plan to do with the truck, you have a lot of choices.
Many people prefer an OEM replacement turbo, but they can often be double or more the price of a quality aftermarket replacement, with no real benefit. Quality aftermarket turbos are guaranteed to fit and perform exactly the same as OEM, using the same materials, and are backed by the same or sometimes a better warranty. You can use online reviews to find a new aftermarket turbo you can trust.
Problems from Exhaust Back Pressure on 7.3L Power Stroke Diesel Engines
The 7.3L Power Stroke diesel engine was developed as a replacement for the aging 7.3L IDI engine used in Ford Econoline vans and Ford heavy duty pickups until 1994. Other than sharing displacement size, the new Power Stroke had nothing in common with its predecessor and was instead a completely new design. The 7.3L Power Stroke lasted in Ford Trucks until 2003 when it was discontinued because it couldn't meet ever increasing emissions standards, largely due to the engine being designed without the use of an effective EGR system.
The 7.3L Power Stroke uses highly pressurized engine oil for the fuel injection system as well as a few other engine systems and so it can be very susceptible to oiling issues. Additionally, even though the 7.3L Power Stroke did not come equipped with an EGR system, it's still vulnerable to the same sort of problematic soot buildup that causes problems in other EGR-equipped diesel engines. But in the case of the 7.3L Power Stroke, these problems cause excessive exhaust back pressure that can damage the turbocharger or cause exhaust valve float.
The 7.3L Power Stroke is equipped with an Exhaust Back Pressure Valve between the turbocharger outlet and the exhaust downpipe that assists with cold start up. Once the engine is warm, the valve opens. Because this control valve is located directly in the exhaust path, it is susceptible to soot buildup which can cause the valve to stick open or closed. If the valve is stuck open, you may only notice it on cold days when your truck takes a little longer to warm up. But if the valve is stuck closed, your truck will be down on power and it will feel like there is an engine brake applied.
Excessive back pressure like this can force the exhaust valves to float open, potentially striking the pistons and letting the combustion reaction into the exhaust system where it can damage the manifold, turbo, and other downstream exhaust components. If the Exhaust Back Pressure Valve is clogged with soot or rusted, you might be able to clean it enough to get it moving freely, but this is usually no better than a temporary fix. Instead, we recommend purchasing a New Replacement Turbocharger for 7.3L Power Stroke Diesel Engines at BuyAutoParts.com. Our brand-new units come with the back-pressure valve already installed on the turbo outlet and are a simple plug-and-play solution for a damaged, rusted, or sticking back pressure valve.
New OEM Replacement Turbocharger for 7.3L Power Stroke Diesel Engines
The Exhaust Back Pressure Valve is operated by an oil-filled actuator located in the turbo pedestal and controlled by the engine control unit. If the engine oil is excessively dirty or if sludge has built up in the system, it can cause the actuator to stop working. Since this part is integrated with the pedestal it is not serviceable on its own and must be replaced with the entire pedestal. If you've replaced the turbo already or if the valve moves freely with the actuator disconnected, the actuator in the pedestal is probably at fault. Fortunately, we also carry Replacement Turbo Pedestals with a New Actuator for the 7.3L Power Stroke Diesel that are guaranteed to fit your Ford F-Series Truck or Excursion.
If your truck is low on power, not building boost, and getting poor gas mileage, you may have a problem with the Exhaust Back Pressure Valve and Actuator. But with BuyAutoParts.com you can find the parts to get the job done right without draining your wallet. If you have any questions about ordering the correct parts, just give us a call, drop us an email, or use our on-site live chat feature.
