GEN3

The Last HPOP Your 7.3L Will Ever Need

It’s no secret that chasing horsepower with a 7.3L Power Stroke calls for big injectors, and thanks to modern aftermarket HEUI injector technology substantial gains can be had without breaking the bank. However, every factory injection system has its limits—and the 7.3L’s is no different. Once you venture beyond the 550-rwhp range (or, as a general rule of thumb, go larger than a 250cc injector), you run the risk of the stock high-pressure oil pump not being able to keep up. And if you’re unable to maintain high-pressure oil volume being delivered to the injectors, you’ll never realize the full potential of a big set of sticks. To remedy this situation and fully enjoy your truck, you’ll either need to add a higher volume HPOP or run dual pumps.

DW-1810-FDTECH-02 — After being bitten by the performance bug (and with a 5.9L common-rail Dodge at his disposal for daily driving and towing duties), Hastings Foote decided to turn his ’97 F-250 into a play toy. Readying the 140,000-mile, stock bottom end 7.3L Power Stroke for more power called for ARP head studs, Irate Diesel Performance competition valve springs and Smith Brothers chromoly pushrods. Then, with a set of 350/200 hybrid injectors on order, he knew it was time to step up to a higher volume high-pressure oil pump, hence the reason for this article.

DW-1810-FDTECH-03 — In preparation for the big injectors, the engine was saddled with a complete T4 turbo mounting kit from Irate Diesel Performance and a BorgWarner S471. Equipped with a cast 71/100mm compressor wheel and the common 74/83mm turbine wheel, the S471 was also spec’d with a 1.10 A/R exhaust housing—the second largest available—for optimum high rpm flow (i.e., peak horsepower potential).

DW-1810-FDTECH-04 — A steady 65-70-psi diet of fuel supply makes it to the injectors thanks to a competition fuel system from Irate Diesel Performance. The compact, race-ready package incorporates a Fuelab Prodigy pump, -8 fuel line from the tank to the pump and the pump to the engine, and a regulated return system.

DW-1810-FDTECH-05 — To keep fuel free of air and ensure each cylinder sees adequate supply pressure, an Irate Diesel Performance regulated return system is employed. The system consists of 304 stainless steel hard lines, Parker fittings, a Fuelab adjustable pressure regulator, and it also deletes the factory fuel bowl from the lifter valley.

DW-1810-FDTECH-06 — Swamps Diesel’s Gen3 high-pressure oil pump assembly is made up of an industrial-grade Haldex hydraulic pump, a proprietary drive gear that works in conjunction with the factory pump’s drive gear, and a CNC-machined, billet-aluminum high-pressure oil reservoir. Each Gen3 unit is shipped 90 percent assembled and ready to install. Utilizing new mounting bolts, the Gen3 mounts directly above the factory location pump.

DW-1810-FDTECH-07 — The Gen3’s gear pump draws its oil from the reservoir and feeds it to a port at the rear of the factory high-pressure oil pump, which is common to the pump outlets, both cylinder heads, and the injection pressure regulator (IPR). Also note that no second IPR is required. A check valve on the gear pump inlet prevents the factory pump from back-feeding through it when starting the engine.

In recent years, 300cc or larger injectors equipped with 200% over nozzles have proven capable of supporting 650 rwhp or more and provide great streetability with proper custom tuning, but (as stated) they require a larger displacement high-pressure oil pump or dual HPOPs to support them. With a set of 350cc injectors fitted and 200% nozzles on the way, ’97 F-250 owner Hastings Foote readied his highly modified 7.3L’s injection system for the increased high-pressure oil demand that was to follow. His pump of choice was the time-tested Gen3 unit from Swamps Diesel Performance. Of all the big injector 7.3L Power Strokes we come across, nearly 50 percent of them are running this pump. For an HPOP that works in conjunction with the factory pump, installs in just two hours, and supports any size injector on the market, it’s no wonder the Gen3 is so common in the 7.3L world.