Top 36 How Do I Know If My 7.3 Turbo Is Bad The 99 Latest Answer

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Robust, iron parts, conservative power and low engine speed are the key ingredients for any diesel engine lasting forever—and if a 7.3L has gone unmodified yet been well maintained its entire life, 400,000 to 500,000 miles is virtually guaranteed.

How long does a 7.3 turbo last?

Robust, iron parts, conservative power and low engine speed are the key ingredients for any diesel engine lasting forever—and if a 7.3L has gone unmodified yet been well maintained its entire life, 400,000 to 500,000 miles is virtually guaranteed.

How do you tell if a turbo is bad on a 7.3 Powerstroke?

How do I know if my turbo is failing?

What does a failing turbo sound like?

Loud noises: If your vehicle has a bad turbo, you may hear loud noises that sound like whining or screeching. So if your vehicle is running and you hear a loud whining sound that increases in volume as the problem goes unfixed, this is most likely to do a turbo problem.

What happens when turbo goes bad?

Be aware that when your turbo fails the pieces will drop down into the intercooler and the oil seals will fail. Unfortunately the engine can actually run on this oil and can run away at maximum RPM until all the oil is used up, at which point the engine will seize.

Can you drive a diesel with a blown turbo?

Although you can still drive with a blown turbo, it would be far more preferable to stop driving it and instead bring it to us to have the turbo repaired or replaced. The longer a blown turbo is left without repair, the more damage it will cause to the car’s engine.

Can a blown turbo damage an engine?

Although it is possible to drive the car with a blown turbo, It’s important to act as soon as possible to get the turbo repaired if you notice any of the above warning signs, Ignoring blown turbo symptoms can cause further damage to the car’s engine.

What causes a diesel turbo to fail?

Most failures are caused by the three ‘turbo killers’ of oil starvation, oil contamination and foreign object damage. More than 90% of turbocharger failures are caused oil related either by oil starvation or oil contamination. Blocked or leaking pipes or lack of priming on fitting usually causes oil starvation.

How often do Turbos need to be replaced?

Most turbochargers need to be replaced between 100,000 and 150,000 miles. If you are good at maintaining your car and get timely oil changes your turbocharger may last even longer than that.

How long does a truck turbo last?

That 300,000 mile number comes from doing the bare minimum on maintenance. Good quality oil changes and air filter changes on time and proper care with a very cold/hot turbo will net much longer life from a turbo. Turbo shaft play doesn’t usually go from zero to out of service spec in 10,000 miles either.

How long does a 6.7 Powerstroke turbo last?

Take out the emissions systems and the 6.7 Powerstroke is a very reliable engine. Even with the few common problems the 6.7L Power Stroke should be good for 250,000+ miles.

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7.3 Powerstroke Blown Turbo

7.3 Powerstroke Blown Turbo

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How To Tell If Your 7.3 Powerstroke Turbo Is Failing – Side Car

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9 Ways the 7.3L Was the Most Reliable Power Stroke | DrivingLine

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• Summary of article content: Articles about 9 Ways the 7.3L Was the Most Reliable Power Stroke | DrivingLine Updating …
• Most searched keywords: Whether you are looking for 9 Ways the 7.3L Was the Most Reliable Power Stroke | DrivingLine Updating While the 7.3L was far from the most powerful diesel offered in Ford trucks, its quarter-century durability has made it legendary.
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1 Not Enough Power to Hurt Itself

2 Lack of Emissions Controls = Superb Reliability

3 Complex Yet Durable Fuel Injection System

4 Long-Lasting Injectors

5 They Keep Their Cool

6 6 Bolts Per Cylinder

7 Simple Engine Design

8 Fixed Geometry Turbo

9 Externally-Located Oil Cooler

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What Causes Turbo Failure & Common Turbo Failure Symptoms

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• Most searched keywords: Whether you are looking for What Causes Turbo Failure & Common Turbo Failure Symptoms Updating There are a number of signs you can look out for to tell if your turbocharger has blown such as poor acceleration or a whining noise from your engine. Learn more about what causes turbo failure and how you can try to prevent it.
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Ford 7.3 Powerstroke How to REALLY Check for Blowby On A Diesel – YouTube

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• Most searched keywords: Whether you are looking for Ford 7.3 Powerstroke How to REALLY Check for Blowby On A Diesel – YouTube Updating Does engine temperature have an effect on the amount of blowby?.Parts:S&B Intake: https://amzn.to/2PdVb63Headlight Assemblys: https://amzn.to/2B9E2noProjecto…f250, f350, f450, ford, powerstroke, super duty, diesel trucks, truck build, dodge, cummins, chevy, duramax, gmc, turbo diesel, injectors, towing, wheelchair, wheelchair driving, trucks, Stage 1 Injectors, Injector Upgrade, Dodge ram, Power Stroke, Super Duty, Fuel System, How to, Hostile Wheels, Hostile Sprocket, Customwheeloffsets, Goodyear Duratracs, 7.3 Powerstroke, FixitNick, Fix it Nick, Headlight Retrofit, Powerstoked
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How to tell if your turbo is blown | Halfords UK

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What Are The Symptoms Of A 7.3L Powerstroke Turbo Failure?

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• Summary of article content: Articles about What Are The Symptoms Of A 7.3L Powerstroke Turbo Failure? 1. Excessive Exhaust Smoke · 2. Poor Acceleration · 3. Loud Siren Noise · 4. Increased Oil Consumption · 5. “Check Engine” Light · 6. The Boost Gauge · 7. Black And … …
• Most searched keywords: Whether you are looking for What Are The Symptoms Of A 7.3L Powerstroke Turbo Failure? 1. Excessive Exhaust Smoke · 2. Poor Acceleration · 3. Loud Siren Noise · 4. Increased Oil Consumption · 5. “Check Engine” Light · 6. The Boost Gauge · 7. Black And … If you like your truck producing a lot of power, then you will love a turbocharger when you install one in your truck.
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• Most searched keywords: Whether you are looking for What Causes Turbo Failure & Common Turbo Failure Symptoms There are a number of signs you can look out for to tell if your turbocharger has blown such as poor acceleration or a whining noise from … There are a number of signs you can look out for to tell if your turbocharger has blown such as poor acceleration or a whining noise from your engine. Learn more about what causes turbo failure and how you can try to prevent it.
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how do i know if the turbo is bad – Ford Truck Enthusiasts Forums

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• Summary of article content: Articles about how do i know if the turbo is bad – Ford Truck Enthusiasts Forums Pre-Power Stroke Diesel (7.3L IDI & 6.9L) – how do i know if the turbo is bad – my 94 i turbo bellows a grayish smoke at le and gets … …
• Most searched keywords: Whether you are looking for how do i know if the turbo is bad – Ford Truck Enthusiasts Forums Pre-Power Stroke Diesel (7.3L IDI & 6.9L) – how do i know if the turbo is bad – my 94 i turbo bellows a grayish smoke at le and gets … 2000, 64, 73, bad, determine, diesel, excursion, f250, ford, obs, om, play, truck, turbo, working, how do i know if the turbo is bad, ford,truck,f150,forum,explorer,ranger, f250, parts, guides, reviews,stroke,diesel,2009,sale,ford-trucks,ford trucks,suv, super duty, ford trucks forum,f100,enginePre-Power Stroke Diesel (7.3L IDI & 6.9L) – how do i know if the turbo is bad – my 94 idi turbo bellows a grayish smoke at idle and gets alot worse if i try to drive it and there is no power takes off good then like a wall i can get it up to 55 but you cant see the road behind me and it takes a little while to get up…
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How To Tell If Your 7.3 Powerstroke Turbo Is Failing

In order for a Ford (or any other vehicle for that matter) to produce power, it needs to combine fuel with air. The 7.3 Powerstroke turbo is responsible for adding more air into the mix. It does this by using its exhaust to spin its air pump or compressor. It’s able to produce more power because of the extra air pushed into the engine’s cylinders.

Your Ford’s 7.3 Powerstroke turbo is necessary for boosting its engine power. However, sometimes things like lack of lubrication or wear and tear could lead to your 7.3 Powerstroke turbo failing. When your turbo starts to fail, there will be signs to look for to let you know.

Possible Signs That A 7.3 Powerstroke Turbo Is Failing

You may need to take your Ford into the repair shop if you believe that the turbo has failed. Look for any of the following signs as a clue that your 7.3 Powerstroke turbo is about to die:

Loss of Power

Is your Ford reacting slower than usual? One obvious sign that the turbo is failing is that your car is either reacting slower than usual or it isn’t accelerating as easily as it once did. If it once had a fair amount of power, but now seems to struggle to catch up, the 7.3 Powerstroke turbo is probably starting to fail.

Strange Engine Noise

Many Ford drivers love how the 7.3 Powerstroke turbo is able to muffle the sound of their engine. That’s why it’s a noticeable sign that the turbo is failing when the engine starts to make a loud screeching or whining sound. If this sound begins, it will only get worse. When you hear this strange engine noise, always get it looked at by a professional.

Smoke From The Exhaust

You shouldn’t see smoke coming from the exhaust of modern vehicles. That’s why it’s a likely sign that the turbo has failed if you see smoke starting to come out of the exhaust. There may be a crack in the turbo, which is causing oil to leak into the system. When this happens, the fumes coming out of the exhaust may be discolored.

Can I Still Drive If The 7.3 Powerstroke Turbo Is Failing?

Your Ford will likely still run if the 7.3 Powerstroke turbo is failing. It’s not recommended that you continue driving it if the turbo is failing because it can lead to engine failure. When you notice any of the signs above, always have your Ford’s turbo looked at by a professional.

9 Ways the 7.3L Was the Most Reliable Power Stroke

9 Reasons Why the 7.3L Was the Most Reliable Power Stroke

April 11, 2019

Story By Mike McGlothlin

The 7.3L Power Stroke is a widely renowned engine that’s known to last half a million miles if properly looked after, but was it the most reliable Power Stroke ever assembled? We think so, and we think it’s pretty easy to illustrate why. More than a quarter century after the first one was produced you can still find thousands of 7.3Ls working the fields, highways and construction sites every day, not to mention the fact that aftermarket support for the 444 ci V8 is still abuzz with activity.

Sure they lacked the horsepower and torque the modern 450hp and 1,000 lb-ft behemoths do, but it was a different time and the 7.3L’s conservative power rating, combined with its rather simple design, culminated in an engine that’s extremely hard to kill. Below, we’ve narrowed things down to the top nine reasons the 7.3L is the most durable V8 to ever don the Power Stroke name. Have a different opinion? Let us know in the comments or enter the verbal fray on Facebook!

1. Not Enough Power to Hurt Itself

Some of you may find this reason laughable, but if you’ve ever driven a bone-stock 7.3L-equipped ’94.5-’03 Ford you know the struggle that is keeping up with modern day traffic. When the 7.3L debuted in mid-’94, it was rated at 210hp and 425 lb-ft of torque in Power Stroke form (the version of the 7.3L that Navistar built for International trucks was coined the T444E and came with different yet similarly-mild power ratings). While that kind of power matched or beat what Dodge and GM were offering at the time, you were still looking at 0-60-mph times of 14 seconds empty. Robust, iron parts, conservative power and low engine speed are the key ingredients for any diesel engine lasting forever—and if a 7.3L has gone unmodified yet been well maintained its entire life, 400,000 to 500,000 miles is virtually guaranteed.

2. Lack of Emissions Controls = Superb Reliability

A big reason why the 7.3L Power Stroke lasts so long boils down to the absence of emissions controls present on the engine. Aside from the use of a catalytic converter down stream in the exhaust system, the 7.3L’s sole means of meeting emissions regulations relied on the engine’s computer calibration to ensure the engine adhered to NOx standards. By comparison, the exhaust gas recirculation (EGR) system that had to be employed on its successor, the 6.0L Power Stroke, led to a myriad of operational problems (stuck EGR valve, cracked EGR cooler, contaminated engine oil, harder on coolant, etc.). Then, the addition of a diesel particulate filter (DPF) on top of EGR on the 6.4L Power Stroke virtually guaranteed you would never see high mileage.

3. Complex Yet Durable Fuel Injection System

Though a bit labyrinthine, the oil-activated fuel injection system used on the 7.3L Power Stroke is extremely reliable if properly maintained. The Caterpillar-sourced HEUI injection system had undergone extensive R&D before CAT leased the technology to Navistar for use on the 7.3L (as well as Navistar’s T444E, DT466E and I530E models). The HEUI system (short for hydraulically actuated, electronically controlled, unit injector) on the 7.3L revolves around a high-pressure oil pump sending oil volume through oil rails integrated into the engine’s cylinder heads, which allows oil to feed the topside of each injector. From there, the pressurized oil acts on an intensifier piston, compressing the fuel below it and resulting in injection pressures as high as 21,000 psi in-cylinder. CAT would also make use of HEUI technology on several of its own engines (some of which were the 3126, C7 and C9), all of which saw good success in terms of durability.

4. Long-Lasting Injectors

The HEUI injectors used in the 7.3L Power Stroke, though fairly complicated to the novice, are quite simple in terms of their fuel injection functionality. Single-shot operation means that—unlike the common-rail injectors used today, which can conduct five or more injection events per combustion cycle—the injectors aren’t as prone to wear. Even when split-shot injectors were introduced on the 7.3L (’97 model year California models and ’99 model year federal engines), a pre (pilot) injection event prior to the main event was made possible mechanically, so the plunger still only operated once per combustion event. Properly maintained 7.3L injectors are virtually guaranteed to go 200,000 miles between overhauls, with most lasting well beyond that.

5. They Keep Their Cool

Even though early 7.3L Power Strokes didn’t come with intercoolers, the ’94.5-’97 engines were able to manage exhaust gas temperature relatively well thanks to their conservative horsepower and torque ratings. Beginning in ’99, EGT was even more manageable thanks to the addition of an air-to-air intercooler. Even with aggressive aftermarket tuning in the mix (and the fact that the ’99-’03 engines came with considerably larger injectors from the factory), it takes a lot of work to get the pyrometer past 1,200 degrees F on a 7.3L-equipped Super Duty. In any turbocharged application, an intercooler undoubtedly makes life easier for both the engine and the turbocharger, and things were no different in the ’99-’03 7.3L’s case.

6. 6 Bolts Per Cylinder

Adding to the 7.3L’s commercial-grade attributes is its use of six head bolts per cylinder, something Navistar got away from on the 6.0L and 6.4L Power Strokes but that Ford reverted back to with its 6.7L in 2011. An untouched (or slightly modded) 7.3L can go its entire life with zero head gasket issues. Even modified versions will run for years or decades without lifting a head. We know of several 7.3L Super Dutys making 375-400rwhp (twice the factory amount) that survived more than 330,000 miles of heavy tow duty (well over GCWR) before popping a head gasket. Had these engines been fitted with head studs (a popular addition in the aftermarket, which makes the stock 7.3L head gaskets capable of living at up to 75 psi of boost), the failure likely wouldn’t have occurred at all. While the generally accepted threshold for boost on a 7.3L’s stock head bolts is 35 to 40 psi, you can get away with close to 50 psi for a while.

7. Simple Engine Design

Virtually nothing is exotic about the large bore, 7.3L V8. Its block is cast from gray iron, the crankshaft is made from forged-steel, the rods from forged-steel (although select ’00 and most ’01-’03 mills came with powdered-metal units) and the pistons from cast-aluminum. The engine’s lone camshaft resides in the traditional, overhead V8 engine location within the block. Like the crankcase, the cylinder heads were cast from gray iron and feature two valves and two pushrods per cylinder. Highly forgiving, hydraulic lifters actuate the intake and exhaust valves, while eliminating the need for periodic adjustments.

8. Fixed Geometry Turbo

A fixed geometry, journal bearing turbocharger kept the forced induction side of the 7.3L simple as well. The most uncomplicated of the lot would be the non-wastegated Garrett TP38 charger that graced the ’94.5-’97 engines (pictured above). Instead of being equipped with a wastegate, the exhaust side was opened up courtesy of a 1.15 A/R turbine housing (which helped keep EGT in check as they were non-intercooled engines). A wastegated version of the TP38 would be employed on early ’99 engines (and with a much tighter 0.84 A/R turbine housing), while a GTP38 model, complete with a larger wastegate and looser 1.0 A/R turbine housing, came on all ’99.5-’03 7.3Ls. In direct comparison, the VGTs that followed would prove fairly problematic on the 6.0L, the 6.4L and even the early versions (’11-‘14) of the acclaimed 6.7L Power Stroke.

9. Externally-Located Oil Cooler

It’s no secret that the engine oil in the 7.3L Power Stroke gets worked hard. In addition to the 20-60 psi of oil pressure being used to lubricate the engine, the oil in the high-pressure circuit gets pressurized to more than 3,000 psi. This builds tremendous heat extremely fast. Luckily, the externally-located oil cooler on the 7.3L is up to the task. In addition to its location exposing it to the cooling effects of outside air, its large internal passageways never plug up. In direct contrast, the oil cooler integrated into the lifter valley of the 6.0L and 6.4L Power Strokes is constantly exposed to excessive heat and features minuscule internal passageways that are prone to clogging and restricting coolant flow to other vital engine components. The only type of failure associated with a 7.3L oil cooler pertains to the seals on both ends, which can leak with age.

What Causes Turbo Failure & Common Turbo Failure Symptoms

A turbocharger, also known as a turbo, is an additional system used by car manufacturers to boost engine power. Turbos are commonly used to deliver the same level of power in smaller cars that’s usually found in larger cars.

Almost all manufacturers now offer a turbocharged model in their line-up. It means they can provide smaller engines that produce the same power output while also increasing fuel efficiency. For example, Ford have replaced their old 1.6-litre petrol engine with the new 1.0-litre turbo EcoBoost unit.

How Does A Turbo Work?

In order for a car engine to produce power that drives the wheels, it combines fuel and air. Turbos add more air into the mixture by using the exhaust to spin an air pump (or compressor).

The air pump then pushes extra air into the engine’s cylinders, allowing them to burn more fuel per second, and produce more power than a normally-aspirated unit.

Turbos run at incredibly high speeds (up to 250,000rpm) which means they operate under huge pressures and temperatures. Typically, a turbocharger will be paired with cooling systems to cool the oil and hot air.

Turbo Failure Symptoms

There are a number of signs you can look out for to tell if your turbocharger has blown:

POWER LOSS

If you notice that your car isn’t accelerating as powerfully as it used to, or is slow to react to your input, this might be a sign that your turbo is failing.

Similarly, a turbocharged car that struggles to maintain high speeds or isn’t able to reach speeds it once could may be experiencing turbo failure.

WHINING ENGINE

One of the unexpected advantages of a turbocharger is that it actually makes the engine quieter because it muffles the sound of air intake.

However, if you start to hear a loud, whining noise – a bit like a dentist’s drill or police siren – it’s a potential symptom of turbo failure.

As the fault gets more serious, the noise will get worse. If you notice a whining from your engine, you should get a professional mechanic to have a look at your car.

EXHAUST SMOKE

When oil leaks into the exhaust system, it produces a distinctive blue/grey smoke as it burns off. This could be caused by a crack in the turbo housing or damaged internal seals.

If this symptom is caused by the turbocharger, you’re more likely to see these discoloured fumes as the engine revs increase shortly after idling.

CHECK ENGINE LIGHT

The computer diagnostics on most modern cars are able to pick up turbo faults and the check engine light will appear on the dashboard to notify the driver.

However, the check engine light doesn’t solely indicate turbo failure – you will need a professional mechanic to perform further checks to diagnose the exact nature of the engine problem.

What Causes Turbo Failure?

Turbochargers are extremely reliable. In fact, less than 1% of warranty inspections find a fault with the turbo itself; instead, blown turbos are normally the result of problems with engine lubrication or the introduction of foreign objects.

OIL/LUBRICATION

Engine oil is essentially the life blood of your car. It works to lubricate key moving parts, protect them from corrosion and keep them cool while in use.

In terms of the turbocharger, it needs a constant flow of clean, quality oil. A lack of oil (oil starvation), incorrect grade of oil or poor quality oil will lead to a build up of contaminants in the engine (oil contamination). This can cause abrasive damage to the inside of the turbo.

It’s important that the engine oil and oil filter are both replaced at the manufacturer’s recommended intervals.

DAMAGED SEALS

If the seals between the compressor and the engine become worn or cracked, oil will leak into the exhaust system. As a result, the turbo has to work harder to increase air pressure.

This problem is also known as over-speeding. Ultimately, it will reduce the efficiency and the boost delivered by the turbo.

FOREIGN OBJECTS/DEPOSITS

A turbocharger is essentially made of two fundamental components: the compressor at the front and the turbine at the back. Sometimes, foreign objects such as dust particles, dirt, leaves and small stones can enter the turbo, either via the compressor inlet or turbine inlet.

If the foreign object enters the compressor housing, it often comes from the air filter. In contrast, if the foreign object causes damage to the turbine, the problem usually originates from the engine itself.

The efficiency of the turbo will be reduced if foreign objects start to damage the compressor wheels or turbine blades. To prevent this happening, your air filter should be serviced and replaced regularly. You should also check your turbo for debris.

WEAR & TEAR

Turbos are designed to last the lifetime of the vehicle (or around 150,000 miles); however, it’s possible for them to wear out over time depending on how hard you drive the car and the original build quality of the turbo.

Can I Drive With A Blown Turbo?

Yes, you’ll still be able to drive your car if your turbocharger fails; however, engine failure won’t be far behind, so only drive on if you have to.

As soon as you spot any of the turbo failure symptoms outlined above, you should get your turbo checked as soon as possible by a qualified technician. The longer you leave it, the worse (and more expensive) the problem will get.

At Dowleys Garage, we can run a diagnostic check to identify the problem and advise on any necessary repairs. Our garage is open 8:30 – 5:30, Monday – Friday and from 9:00 – 12:00 on Saturdays.

You can call us directly on 01993 842345, send an email to [email protected] or use our online contact form.

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