7.3L Stroker Kit For 6.4L Power Strokes

The Modern Era 7 3 Power Stroke Ford 6 4 Power Stroke

Utilizing a 0.020-inch overbore brings the 6.4L Power Stroke’s bore to 3.886 inches (vs. 3.866 inches stock). Combine that with 4.75 inches of stroke, and you get the modern era’s 7.3L: a common-rail V-8 displacing 450 cubic inches. With the largest air and fuel modifications attempted so far, Elite Diesel Engineering is definitely on the cutting edge of 6.4L performance. You may even be looking at the first 1,000hp, fuel-only Power Stroke ever built.

Utilizing a 0.020-inch overbore brings the 6.4L Power Stroke’s bore to 3.886 inches (vs. 3

There is no replacement for displacement. How many times have you heard this line? As old-fashioned as it sounds, there is no way around the truth in that statement. When gearheads feel they’ve pushed the factory rotating assembly to its horsepower limit, they often begin searching for more cubic inches. In diesel motorsports, in which engines are inherently heavy to begin with, swapping in a bigger powerplant is often out of the question for competition vehicles. So improving upon the existing platform becomes key.

Between the popular 7.1L Duramax stroker kits and one-off Cummins stroker engines scattered throughout diesel motorsports, Chevy and Dodge fans have been able to add cubic inches to their high-end engines for years. Due to cubic-inch limits, injection system shortcomings, and limited horsepower, Ford fans had little room for growth in the past. But today’s common-rail 6.4L Power Stroke is changing all that.

The Modern Era 7 3 Power Stroke Completed Engine

The finishing touch is a trick tunnel ram intake manifold from ZZ Custom Fabrication up top. This particular stroker engine is destined for a low 10-second drag truck—and it should provide the bump needed to get the truck well into the 9-second range in the quarter-mile.

The finishing touch is a trick tunnel ram intake manifold from ZZ Custom Fabrication up to

While Blue Oval loyalists are somewhat new to the common-rail game, they’re discovering new ways to make more power with the 6.4L every day. In fact, with the stock bottom end allowing trucks to make 800 rwhp on fuel and more than 1,000 rwhp on nitrous, it was only a matter of time before someone built an all-out race engine for all the folks who bleed Ford Blue. That someone is Tadd Layton of Elite Diesel Engineering. Follow along as we detail his buildup of the modern day 7.3L—a stroked 6.4L Power Stroke.

6.4L: Stock vs. Elite Stroker

	Stock:	Elite Stroker:
Bore (inches):	3.866	3.886
Stroke (inches):	4.13	4.75
Displacement:	390 ci	450 ci
Compression Ratio:	17.5:1	16.5:1

Price: Starting at $23,000 (complete)
*Competition only: Not a 100,000-mile engine

6.0L Stroker
You could also say Elite Diesel is bringing the 6.9L back. With its deep involvement in the 6.0L Power Stroke aftermarket, plans were made to also invest in a 6.0L stroker motor. Utilizing the same stroke length and a 0.020-inch larger bore diameter, the stroked 6.0L will displace 422 cubic inches.

Much of the 6.4L stroker packages’ rotating assembly components will be shared, and 6.9Ls will also feature fully ported cylinder heads equipped with oversized valves, stronger valvesprings, chromoly push tubes, its billet camshaft, and lifters. Customers running conventional injectors larger than 240 cc and hybrids larger than 300 cc will have to run Elite’s twin high-pressure oil pumps for the best injection system performance.

By the time you read this, a few sled pullers will already be running 6.9L strokers in 2.6 Classes. And while engines will be air-limited to a single 66mm turbo, the very nature of the stroker engine should help add more low-end torque to the rev-happy 6.0L. We’d like to see a 6.9L in an unlimited turbo, drag racing class—and one will eventually power Elite’s standard-cab Pro Street truck.

	Stock:	Elite Stroker:
Bore (inches):	3.74	3.76
Stroke (inches):	4.13	4.75
Displacement:	365 ci	422 ci
Compression Ratio:	18.0:1	18.0:1

*Competition only: Not a 100,000-mile engine

With the 6.4L Power Stroke’s block already incorporating a bed plate into the casting and the water jackets not protruding into the lower portion of the block, the folks at Elite decided the factory bottom end was already a rigid enough foundation for big horsepower.
With the 6.4L Power Stroke’s block already incorporating a bed plate into the casting and
The heart and soul of the engine is this balanced, stroker crankshaft. The connecting rod journals were located further outward on the crank to create a stroke of 4.75 inches (vs. 4.13 inches stock). The crank was made from EN30B billet steel—the same material used in Top Fuel dragsters. H-11 main studs secure the crankshaft.
The heart and soul of the engine is this balanced, stroker crankshaft. The connecting rod
Because the crank’s counterweights had to be made smaller than stock for the pistons to clear them, Mallory heavy metal inserts were added to offset the weight of the pistons and rods, and to help counter torsional vibrations.
Because the crank’s counterweights had to be made smaller than stock for the pistons to cl

Along with requiring a new cam gear and custom rear main seal adapter, this one-off reluctor wheel was needed for the crankshaft sensor. The reluctor wheel is responsible for telling the computer where the crankshaft is in its rotation cycle.
Along with requiring a new cam gear and custom rear main seal adapter, this one-off reluct
Here you can see the 4340 billet steel connecting rod from Cunningham (left) that will be used vs. the stock 6.4L connecting rod (right). The billet-steel rods utilize larger, ½-inch rod bolts as opposed to the stock 11⁄32-inch bolts. The billet rods are the same length as stock (6.929 inches).
Here you can see the 4340 billet steel connecting rod from Cunningham (left) that will be
If you noticed the stroker engine’s connecting rod utilizes a smaller rod journal diameter than stock, you’re right (think 426 Hemi). Choosing a journal diameter common to the motorsports world allowed Elite to run a rod bearing that has 50 years of research and development behind it: Tri- Armor coated, Clevite rod bearings (shown).
If you noticed the stroker engine’s connecting rod utilizes a smaller rod journal diameter

Compensating for the increased stroke are forged-aluminum, 0.020-inch overbore short-skirt pistons from Mahle Motorsports (the stock piston is on the right). For maximum sealing, Elite uses a keystone-style top piston ring and a zero-gap second ring.
Compensating for the increased stroke are forged-aluminum, 0.020-inch overbore short-skirt
The pistons feature 0.150-inch valve reliefs for the increased-duration camshaft and have no oil-cooling gallery. The wristpin is also much smaller than the factory pin and (because stock-length connecting rods are being used) was moved up into the oil ring groove.
The pistons feature 0.150-inch valve reliefs for the increased-duration camshaft and have
Elite’s custom-ground, solid roller camshaft’s duration at 0.050 inch of lift is 230 degrees (vs. 170 degrees stock). While it will allow plenty of additional air in and out of the engine, it is only suited for drag race and sled pull applications.
Elite’s custom-ground, solid roller camshaft’s duration at 0.050 inch of lift is 230 degre

Solid lifters from Crower replace the stock hydraulic units and feature larger roller wheels for added strength.
Solid lifters from Crower replace the stock hydraulic units and feature larger roller whee
Next up were the push tubes, which had to be made 0.900-inch longer than stock in order to work (10.7 inches vs. 9.8 inches stock). The wall thickness of the push tubes was also increased to 0.120 inch.
Next up were the push tubes, which had to be made 0.900-inch longer than stock in order to
To lighten up the valvetrain, Elite used valvesprings 40 grams lighter than the factory springs. They also utilize 4340 chromoly retainers and have a seat pressure of 165 pounds per inch.
To lighten up the valvetrain, Elite used valvesprings 40 grams lighter than the factory sp

H-11 head studs from A1 Technologies will keep the heads secured to the block. The top of each 16mm stud features a hex broach to ease the installation process.
H-11 head studs from A1 Technologies will keep the heads secured to the block. The top of
The stock, cast-iron cylinder heads were CNC-ported and hand-blended in areas the CNC machine couldn’t reach. From the factory, 6.4L heads flow a skimpy 160 to 170 cfm. Elite’s ported units flow 230 cfm. The reduction in restriction as compared to the factory heads will lead to more power at the same boost level.
The stock, cast-iron cylinder heads were CNC-ported and hand-blended in areas the CNC mach
To ensure the big-displacement engine breathes efficiently, Manley Performance oversized intake valves measuring 2 mm larger in diameter than stock were installed in the heads. The exhaust valves, also from Manley, are 1 mm larger than stock.
To ensure the big-displacement engine breathes efficiently, Manley Performance oversized i

Two high-pressure K16 Siemens injection pumps will be responsible for pressurizing fuel before it’s sent to the injectors. As the stock Siemens K16 pump is reported to outflow a Bosch CP3 by 20 percent, Elite feels two stock pumps will be sufficient. One unit will sit in the factory location (rear of the engine) and the other will be beltdriven up front.
Two high-pressure K16 Siemens injection pumps will be responsible for pressurizing fuel be
Factory injector bodies equipped with 120-percent-over nozzles (200 hp) will be in charge of fuel delivery in-cylinder. The nozzles are eight-hole units (vs. six-hole from the factory) and use the stock, 150-degree spray angle. Ported fuel rails also help larger quantities of fuel make it to each injector.
Factory injector bodies equipped with 120-percent-over nozzles (200 hp) will be in charge
Matching all of that fuel will be a Garrett-based GT55 atmosphere turbo (left) and a GT42-based secondary charger (right). Precision Turbo modified both ball-bearing units. The GT55 is equipped with a billet 94mm compressor inducer and the GT42 houses a billet 76mm compressor inducer and is water cooled.
Matching all of that fuel will be a Garrett-based GT55 atmosphere turbo (left) and a GT42-

SOURCES
Precision Turbo & Engine 616A South Main Street Hebron IN 46341 219-996-7832 www.precisionturbo.net	Mahle Motorsports Fletcher NC _____ 888-255-1942 www.mahlemotorsports.com
ZZ Custom Fabrication 940-337-4275 www.zzcustomfabrication.com	Crower Cams 6180 Business Center Court San Diego CA 92154 619-661-6477 www.crower.com
Elite Diesel Engineering 85 N. Silicon Dr. Pueblo West CO 81007 866-631-8518 www.elitedieseleng.com	Cunningham Connecting Rods 550 W. 172nd Street Gardena CA 90248 310-538-0605 www.cunninghamrods.com
Manley Performance Products 1960 Swarthmore Avenue Lakewood NJ 08701 732-905-3366 www.manleyperformance.com