The truck that I have now has a 5.0L in it but I want more power. I was thinking about swapping a 5.9 cummins in but now thinking about dropping in a early 7.3. My truck is a 90 F-250 5.0L with a 5 spd trans. What for Hp & Torque can I expect to get out of a early 7.3 turbo. The truck would be used to haul 2 gooseneck trailers and be a daily driver so nothing out of this world power wise would be needed. How much money would a early 7.3 cost me and would my trans fit the motor. The trans is either a ZF S5-42 or a ZF S5-47, or would I have to find a trans to fit the motor.

Your best bet is to find a wrecked IDI so you can transplant the engine, trans and wiring harness. the trans is specific to the diesel, so a gasser trans will not work. there's also quite a bit of gasser wiring that you can eliminate or go with a diesel harness and not have to worry about problems later on. Lastly, there is minor mods you will have to make on the frame crossmember to accept the diesel mount plates. good luck.

What for mods would have to be done to the crossmember to let it fit. What are the years that the 7.3 IDI run from. What mods can be done to get the power and torque numbers up. Is there a site that I can see what to do for the swap.

The IDI 7.3 came out in the '88 model year. Used up to early '94. 7.3L PSD came out in late '94. IIRC, in '93, the turbo was optional. Std in '94.

Me personally, If I was to do a diesel conversion, I would go with a Cummins. And this is coming from someone who run plenty of Ford/GM diesel V-8 powered trucks. I won't ever go back to a V-8 diesel.

My Cummins has been awesome. No glowplug problems (cummins uses grid heaters in the intake manifold).

Stronger bottom end, if/when you want to really up the power (there are guys making over 800hp on a stock short block).

Start MUCH better cold. I can start my truck at 35* without needing to cycle the grids. Any V-8 I've driven (even a 6.0L PSD), you have to let the glow plugs cycle once, before it'll even try to hit. My 6.9L is the same way. Even on a 95* day, if it has been sitting over 1/2 hour. :mad:

Better fuel economy. Gained over 2mpg with my mods, vs. stock, and more than double the power.

Easier to work on. 1 headgasket to replace instead of 2. I'm still on my stock gasket in my Cummins. My 6.9L blew a gasket at 129k miles, and this is a 150hp high altitude engine. :rolleyes: I've pushed over 45psi boost on the Cummins, with a bigger than stock turbo. Still haven't blown it.

www.fordcummins.com has conversion kits for Ford trucks.

I had already check in to swapping in a cummins in to my truck. I wanted to drop a IDI in it but since there would be so much work to make it work I might as well swap the cummins in. I have check on the mods for the 5.9 and there is already a list of what to put on the motor when the swap is started/completed. It is going to have POD injectors,bigger turbo,5 inch miter cut stacks, intercooler, guages, and some other goodies.

are you going to get a 1st gen VE rotory pumped motor or a 2nd gen P7100 inline pump motor

Any V-8 I've driven (even a 6.0L PSD), you have to let the glow plugs cycle once, before it'll even try to hit.

My '02 sure doesn't have that problem. One time with good batteries and it'll start below 0º

Any V-8 I've driven (even a 6.0L PSD), you have to let the glow plugs cycle once, before it'll even try to hit.
www.fordcummins.com has conversion kits for Ford trucks.
:umno: :laugh_explode:

surely you jest

I was going to get a high performance pump to put on

Any Ford diesel which does not start the first time in the cold is not tuned/maintained correctly. This is basic stuff.
The machine is not able to compensate for a negligent owner.
The only thing Ford may be guilty of is not somehow making the v-8 even more FOOOOOL-proof.

It is going to have POD injectors,bigger turbo,5 inch miter cut stacks, intercooler, guages, and some other goodies.

If you are getting PODs, you muxt be looking at a VE pumped engine. Make sure to get one was factory intercooled (late '91-'93). The heads on those have less tendecy to crack. They have smaller bores in the heads for the injectors.

To simplify things, you could get a water-to-air intercooler from an industial/ag B-series Cummins. It will repace the cover and intake horn on the intake manifold. Will also need the high pressure fuel injection pump lines for that engine. They are made different to fit over/around the cooler.

What Iam going to do is put an intercooler on the motor anyway. I have found a 93 motor so it would be intercooled anyway. Any draw backs to the 93 motor.

What Iam going to do is put an intercooler on the motor anyway. I have found a 93 motor so it would be intercooled anyway. Any draw backs to the 93 motor.
from what I have read/learned, the more desireable motor is the one with the bosch in-line injection pump. It is easier to bomb compared to the rotary type IP. As far as converting from one to another, I haven't read anyone doing that yet.

theres been plenty of people that have done it it just takes $$ and time you need to replace the whole timing case and then pay for the pump and the fuel lines its doable but just pricy

So how do I know what pump the motor has.

VE distributor type ('89-'93)-

http://www.o-f-i.com/Bosch_VE_pump.jpg

P7100 in-line ('94-'98.4)-

http://www.o-f-i.com/Bosch_injector_pump_p7100.gif

VP44 distributor type ('98.5-'02)-

http://www.o-f-i.com/Bosch_VP44_pump.jpg

If you got a engine with the VE pump, they can still make gobs of power with mods. Setup right, they can still make over 500hp.

If you get a later engine ('94-'98.4 in Ram applications), it will have the P7100. The 215hp, 913 pump ('96-'98 manual trans) is the coveted one.

I have descided not to do the swap. I am going to get a diesel. It was just to much money.

I remembered, but thought I'd answer for others who want to know. ;) :)