#DIY FLYCUT PISTONS FULL#
Packing the cylinders full of air is an off-the-shelf S472 SX-E from BorgWarner. The Irate kit entails a Walbro pump, Baldwin filters, and a regulated return system. On the fuel supply side, an Irate Diesel electric system designed specifically for the OBS allows David to keep using both factory fuel tanks. The big HEUI sticks receive their high-pressure oil supply from a Swamps Gen3 mounted over the factory 15-degree HPOP, and ICP stays in check even with aggressive, dyno-proven tunes from Jelibuilt Performance in the mix. Equipped with 200-percent over nozzles, the 350/200 hybrids are capable of supporting more than 700 rwhp with the right air and tuning. Oil and Fuel SupplyĪfter pulling the 275cc injectors that contributed to the bent factory rod, David shipped them to Full Force Diesel to be converted into 350cc units. With a set of Full Force Diesel 350cc hybrid injectors with 200-percent over nozzles to feed, a Swamps Gen3 HPOP was bolted over the factory 15-degree unit. One look at the top of David’s 7.3L and you’ll notice the factory fuel bowl is gone and that two high-pressure oil pumps are stacked at the front of the lifter valley. The charger itself sports a 10-blade 72 mm inducer compressor, an 87 mm exducer turbine, a 1.0 A/R exhaust housing, and builds 55 psi worth of boost. Thanks to Irate Diesel’s T4 mounting system, the big single was seamlessly bolted to the back of the lifter valley and makes use of 304 stainless steel up-pipes, 3-inch stainless intercooler piping, and aluminum intake plenums with 3-inch diameter inlets. Taking advantage of the added airflow through the ported heads is a BorgWarner S472 SX-E. Other noteworthy upgrades entail a Stage 2 Colt cam, mildly ported cylinder heads from Crutchfield Machine, Power Stroke Products’ 165-ppi valve springs, cryo’d rockers, Smith Brothers pushrods, and ARP head studs holding down the fort. With Irate Diesel Performance’s main cap girdle and ARP main studs, Manley Performance’s forged-steel I-beam rods, fly-cut pistons, welded piston oil jets, and a welded cam gear, he’s probably right. After playing with the fire that is a 650 hp stock bottom end 7.3L, David Keyser decided this would be the last time he needed to rebuild his Power Stroke. Complementing the added airflow of the heads is a Stage 2, billet drop-in camshaft from Colt Cams, while ARP studs make blown head gaskets a non-issue.
With the block at Ford, the heads took a trip to Crutchfield Machine for light port work and a performance valve job. The rest of the rotating assembly would consist of the factory-based crankshaft and Manley Performance’s forged-steel rods. To ready the 7.3L for maximum longevity, the block was sent to the machine shop side of the local Ford dealer, where it was prepped to accept a main cap girdle and valve-relieved, standard bore pistons, both of which came from Irate Diesel Performance. But instead of throwing in the towel, David decided to pull the engine, overbuild it, and enjoy his horsepower upgrades reliably. With a set of big hybrid injectors and an S369 SX-E bearing down on it, the 190,000-mile, stock, bottom-end 7.3L Power Stroke in David Keyser’s ’97 F-250 decided it’d had enough just eight minutes after being started. Unfortunately, some of us find out sooner rather than later exactly how much abuse a factory rotating assembly can handle.
Pushing the limits of a stock engine is what diesel performance is all about.
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