![]() When it came time to pick out the perfect turbocharger, Tony spec’d one from Barder Turbo Service. “It’s one of the nastiest HEUI-fired 7.3L Power Strokes you’ll find” Swamp’s custom PCM tuning ties everything together for maximum power and good drivability. With a Bean’s Diesel Performance sump in the tank, a fuel system from Marty’s Diesel Performance employing an Aeromotive A1000, and a regulated return kit from Carson Stauffer Diesel, a steady stream of diesel makes it into and out of the injectors. Keeping up with the oil demand of the hybrids is the commendable Gen3 high-pressure oil pump from Swamp’s. ![]() Going big on the injector side yet keeping things streetable is a set of 300cc/200 percent nozzle competition hybrids from Swamp’s Diesel Performance. Low pressure oil supply is improved thanks to a high volume LPOP from DieselSite. It works in conjunction with the stock 17-degree pump mounted in the factory location. Keeping plenty of oil volume available for a set of Swamp’s Diesel Performance 300/200 hybrid injectors is a Gen3 high-pressure oil pump, also from Swamp’s. Producing just shy of 60 pounds of boost at full-tilt is an S475 from Barder Turbo Service. A set of Carson Stauffer Diesel’s Stage 2 fire-ringed heads feature extensive porting, upgraded valve springs, and fasten to the block via H11 head studs. ![]() The block’s water jackets were also partially filled with HardBlok, along with the block (and heads) being cut to accept fire rings. The Beast Withinīuilt by Carson Stauffer Diesel, the 7.3L engine incorporates a Dyno Proven girdle and ARP main studs, Manley connecting rods, fly-cut cast-aluminum Mahle pistons with de-lipped fuel bowls, and a Stage 2 cam from Gearhead Automotive Performance. The block and heads (Stage 2 ported units from Carson Stauffer) were cut for fire-rings and the worked over heads clamp to the block via H11 head studs. ![]() A balanced and blueprinted short block from Carson Stauffer would entail a Dyno Proven girdle, partially filled block, Manley forged I-beam connecting rods, 0.030-inch over fly-cut, de-lipped, and coated cast-aluminum Mahle pistons, a Stage 2 cam from Gearhead Automotive Performance, ATI damper, and a Precision Industries billet flex plate. This is what you get when you bend a cryo’d forged rod at the 600-rwhp mark: bigger and better. Properly matched airflow via the heads, cam, and turbo all working well together, coupled with hybrid injectors and optimal tuning culminates in a 7.3L powered truck churning out nearly 800-rwhp. Unbeknownst to most living outside the 7.3L beltway, huge breakthroughs in technology and performance have been made over the last 5-7 years-and Tony’s truck is a perfect example of all of the progress that’s been made. You can’t do that with a Duramax or Cummins.” -Tony Salokas “It’s fun to see what kind of power you can get out of the 7.3L, and it’s cheap to get started (couple hundred bucks for a motor). Need proof? How about a 7,300-pound Super Duty that runs mid 11’s on fuel. It’s one of the nastiest HEUI-fired 7.3L Power Strokes you’ll find. But stumbling across this truck at a stoplight would leave you scratching your head. With the factory 16-inch Alcoa’s, ’05 front clip, and King Ranch badging, it would be easy to assume cosmetic changes are the extent of its upgrades. At first glance, the average person would have no clue the level of rowdiness that’s concealed in Tony Salokas’ ’01 F-350.
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