![]() AGED WIRING After enduring between 15 to 23 years’ worth of vibration (depending on which 7.3L model year you’re looking at), facing a wiring gremlin or two is always a possibility. The impending result of the exhaust leak is a loss in performance, decreased fuel economy, elevated EGT, and soot coating the rear of the engine, firewall, and transmission. Throughout their service life, the up-pipes expand and contract thousands of times, and the gaskets eventually begin to leak. From the factory, crush donut gaskets (one per side) are used to seal each up-pipe to the exhaust collector (the cast Y assembly that attaches to the turbo). LEAKING UP-PIPES Blown up-pipes are very common on the 7.3L Power Stroke. Eventually, the engine would be down a cylinder, and down two cylinders if the opposite edge was in the same kind of shape. It’s typical for the connector to burn up around the outer edges, as is the case on the ’94.5-97 UVCH connector shown here. BURNT UVCH HARNESSES A poor connection at the under-valve cover harness (UVCH) plugs can lead to overheating and melting of the plastic. Still, most 7.3L owners keep a spare in the glovebox or toolbox for good measure. Thanks to updated versions of the sensor being released over the years, failures are much less frequent than they used to be. Failure of the camshaft position sensor will lead to a no start condition without warning, and it’s typically diagnosed when the engine cranks but the tachometer needle doesn’t move. CAMSHAFT POSITION SENSOR Of the extremely tiny list of 7.3L Power Stroke problems if it had one Achilles heel, it’s this vital little sensor: the camshaft position sensor (PN F7TZ-12K073-B). Add in a little wear, tear, and age and you start to see not only an ever-expanding list of part failures, but failures that were rare just five years ago now becoming commonplace. ![]() Still, other failures aren’t engine-specific (e.g., emissions components) and exist across the entire spectrum, regardless of brand. Every power plant that’s ever been produced ends up with problem areas that are exclusive to that specific design. It’s true that all engines have their unique sets of issues. FORD DIESEL SHORTCOMINGS, FROM ’94.5 TO PRESENT ![]()
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