Ford's 450HP 7.3L 'Godzilla' V8 | Inside Info & Spy Pics | Where's the Direct Injection?

Ford's 450HP 7.3L 'Godzilla' V8 | Inside Info & Spy Pics | Where's the Direct Injection?
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It's safe to say that there's some excitement around the release of Ford's New 7.3L Godzilla V8 Engine. Let's face it, no one really expected to see a brand new pushrod V8 engine design from Ford Motor Company in 2019. We here at SVTP did our best to bring you the insider info we uncovered during the 7.X's development, and now that it is here we can share with you some of the "behind-the-scenes" materials we were able to dig up and some HP numbers we keep hearing batted around.

Here are our previous articles on the 7.3L if you want to review the story's development:

So to not bury the lead, we've heard from several sources that the internal goal for the 7.3L Godzilla engine is 450HP. It may come in a little higher or lower, but that seems to be the figure Ford engineers were initially shooting for. No word yet on a torque figure, but my guess is somewhere around 500lbft. One thing is for certain, big power is going to be made on the low-end of the RPM range. For the current applications the 7.3L is slated for, stump-pulling grunt always on tap is a standing order.


Another good bit of information is that the lead on this engine program was Brian Wolfe. If that name sounds familiar it's probably because Wolfe is an avid drag racer, and was the Director of Ford Racing during its glory days. His name still carries a lot of weight with those who are working hard to unleash maximum performance from all things Blue Oval related. He was known to be extremely accessible, so much so that he happily took a phone call from me in 2004 to discuss the Terminator and SVTP. I was only about 21 then, but he took the time out of his day to talk cars with someone he had never met that just happened to get his number from a mutual friend. That's just the kind of guy he is. I can't disclose all the features of the 7.3 over which he personally bludgeoned the bean counters to make sure they stayed in the program, but in a future installment we'll cover them. You're going to see a lot of the knowledge and experience Wolfe gained from Pro-Stock Drag Racing transferred into the DNA of the 7.3L.


Speaking of DNA, we have healthy looking iron block, some ridiculously gorgeous aluminum heads, and a forged crank. I can see this engine becoming a more popular swap option than the 5.0 Coyote V8 in the next few years (if FPRP cranks out a control pack for it). You may be asking yourself, "What happened to SVTP's predictions of Direct Injection." All I can say is that the engine was developed with the addition of direct injection in mind. It could be that it's being held back for a future program or a mid-cycle power increase. With dual-fuel systems and 12:1 compression you're easily looking at a 500+ Horsepower engine. We'll get into that more bellow as we review some spy pics for which many Bothans died to bring us.


Ford, especially the performance side, listens to their customers. If you want to see this engine design in more than just trucks you really need to make your voice heard. If I can point them to a 50+ page thread of current Ford owners saying they want this engine in a Mustang there's a chance we can make that happen. I'll take mine with an aluminum block, a destroked crank, in Grabber Blue, with the name Boss 429 emblazoned on the side. What about you? For now, let's do a deep dive into the details and pics:

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Let's start off with this little crop of the head. As you can see here, the port for a Direct Fuel Injector has been machined above the intake port.


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Here's a little bigger view in which you can see the intake port, spring pockets, guides, and pushrod through-holes. Also take notice of the extensive ribbing cast in for extra strength and the pedestal mounts for the roller rockers.


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Here you can see the wide based mounting surface, spark plug holes with a generous number of threads, and the exhaust port.


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Speaking of ports, check out these intake ports.


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They are a wide-mouthed design that are undoubtedly capable of massive flow right out of the box.

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I mean just look at this port. Imagine what these will flow with a little port work from @Livernois Motorsports.

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Remember us saying the combustion chamber held massive valves and had a similar shape to a Dart Pro1 head? Well here it is. Notice the pocket cast into the top for a DI injector. It doesn't look like coolant flow or oil drain-back will be an issue either.


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It all adds up to a new Ford Engine that performance enthusiasts can really get excited about. I want to see Godzilla swaps in everything.
 
Major breakthrough considering the current political climate. Somebody at Ford deserves recognition for making this happen. If it's Brian, then a huge thanks. It was sad that Ford never developed the larger modular truck engines. They seemed happy to let them languish and slowly disappear. But a new pushrod engine in this day and age....just wow.

Overall dimensions are needed to fully evaluate swap potential. She's narrower for sure, but just how tall? And looking at that 6.6L GM engine you posted up above Travis, I see a lot in common. If that engine made it easier to argue for some of the features on the 7.3L Ford engine - that's great too.

Regarding no DI at this point, I'm all for it. Cost/complexity weighs heavily on any swap choice and this engine is no different. DI can no doubt bump power up but it also drags cost up quite a bit. I hope they stick with port fuel only for a few years and pump out as many as possible that way.

Can't say much that hasn't already been said but most impressive is the fact that this engine has been optimized to the hilt. It looks as if they simulated everything to produce an extremely robust package while minimizing unneeded mass. You hear this at every new powerplant introduction but I'm seeing it like never before. Thank God Wolfe is still at Ford.

The oiling system, specifically the pump, needs to be broken down and detailed. Given the intended application it would be fair to say that Ford has a very durable system in place but given height constraints, etc for swap applications it would really help to know what lurks beneath.

So...who will be the first to develop an intake manifold for this one? How about a carburetion (or port injected for those anti-neanderthals among us) ready package that includes manifold, ignition box that interfaces with the existing coils, etc? And how long before parts are mainstream? Five years? Ten years? Let's get this thing going Ford. Make a move that encourages everyone in the aftermarket to follow...

Travis, you've been all over this one for a long time now and have been way ahead of everyone else in the media. Kudos to you for your time and efforts here. This engine looks like one of the best pushrod motors Ford has produced - period. It has huge potential, both literally and figuratively. Congrats to everyone that made this one a reality.
 

Any idea of weight for the 7.3?

The Chevy 6.6 still has some good things going for it, while I have no doubt the 7.3 will make more power and torque, the 6.6 is still a small block so it’s going to be lighter and smaller and will be a popular Plug and Play swap bc it will drop right in to any 14+ 1/2 ton GM/Chevy truck with a V8 from the factory or any 16+ SS Camaro, also the 6.6 already has some aftermarket parts already available such as cam, heads, headers, etc since the Gen V LTX engines have been around since 2014...

So the real question is how well will the aftermarket companies support the 7.3? Unfortunately EPA will prob prevent this engine from ever being put into a 1/2 ton truck or mustang. How easy of a swap will this be considering the mustang and F150 use PI/DI fuel system and this only uses PI? Will it be able to be use to F150/mustang PCM used for DOHC? How extensively will the engine harness have to be modified? Will the 8 bolt Flexplate accept a 10r80 torque converter?

Just a couple questions off the top of my head...
 
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When do you think we will have the full info of HP/TQ and at what RPM?

Will there be octane adjustment in the ECU for 91/93 along with flex fuel for E85? With port injection i would think it would be easy to have done.

I would love to see it be a flex fuel with the added power of E85 and in CA were i live i have a good amount of fuel station that carry it.
 
The Chevy 6.6 still has some good things going for it, while I have no doubt the 7.3 will make more power and torque, the 6.6 is still a small block so it’s going to be lighter and smaller and will be a popular Plug and Play swap bc it will drop right in to any 14+ 1/2 ton GM/Chevy truck with a V8 from the factory or any 16+ SS Camaro, also the 6.6 already has some aftermarket parts already available such as cam, heads, headers, etc since the Gen V LTX engines have been around since 2014...

...

And the same bell housing bolt pattern since the 50’s.

GM deserves huge credit for this .... total hot rodders dream.




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This thing looks incredibly stout and plenty of room for more fun. Price is going to be the only thing that really kills this becoming a viable swap option for most of us.
 
This thing looks incredibly stout and plenty of room for more fun. Price is going to be the only thing that really kills this becoming a viable swap option for most of us.
Only at 1st. But the actual build cost might actually be cheaper than the 5.0
 
This thing looks incredibly stout and plenty of room for more fun. Price is going to be the only thing that really kills this becoming a viable swap option for most of us.
I think the most expensive part about this engine is the casting process for the cylinder heads. We can all thank the Coyote development team for working with the foundry to VASTLY improve the casting processes Ford uses for all their head castings. Its remarkable how much flow the largely cast coyote gen 2/3 heads are capable of.

Other than that a pushrod, port fuel injected V8 is not at all expensive. A least if we are to believe what the LS fangirls scream about why their's is better. Not anymore ladys, not anymore.
 
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I think the most expensive part about this engine is the casting process for the cylinder heads. We can all thank the Coyote development team for working with the foundry to VASTLY improve the casting process. Its remarkable how much flow the largely cast coyote gen 2/3 heads are capable of.

Other than that a pushrod, port fuel injected V8 is not at all expensive. A least if we are to believe what the LS fangirls scream about why their's is better. Not anymore ladys, not anymore.

The heads are beautiful castings.


Sent from my iPhone using the svtperformance.com mobile app
 
No way Ford is sticking this in a Mustang. None.

And people keep saying "Mustang swap potential" yet i haven't seen more than maybe one or two 6.2L swap and they have been in junkyards for quite some time. Everyone and their mother has a swapped Coyote motor now.

This is not going to be a hot ticket swap item. I just dont see it. Its too easy to stick a 5.0L Coyote motor into something versus this unless the market drastically changes.

I hope i am wrong and the big block returns in a Mustang but im not holding my breath.

While you are probably correct unless it is a one off like the FR500 mustang or the Super Stallion I still would love to see one or two people try it.
 
Boss 429. 428 cobra. Hell find a way to get a simple 400hp 5.8L 351 as well.

I want ibc. I’ve been saying for a few years now that I love the simplicity and ease of maintaining and working with an ibc.

Asa ford fan who has gone pretty full tilt 4v, I get it. It’s cool tech and very power dense, but I hate having to work on my 5.3 swap gt head cobra. Even helping buddies with heads that can be pulled off easy in the engine bay, it’s still a total pain in the ass.

For 400-1000hp, ibc is easy, reliable enough, and can be set up to rev to 7k rpm. Chevy and dodge were smart to do what they did.

Performance:

A 450-500lbs aluminum 429 would be BETTER than a 400-450lbs 5.x 4v for these reasons:
•easy to place deep. Better distribution.
•lower center of mass. Regardless of tech, 4v heads are 2-3 times heavier than ibc heads.
•easy 500hp power potential effortlessly. 600hp, 700hp. No problem compared to ringing out a 5l to 8-9k rpm.
•components can be beside the mill instead of in front at the worst place for weight distribution
•maintenance and repair is obvious.
•cool factor obvious. I love the 6.4 scatpacks. 485hp and $38k? Pistol grip shifter? Come on you have to be a fanboy not to love that
 
Another thing to look at, how going forward will Ford be able to offer competitive v8 packages in the mustang?

The 4v has power in it, sure, but where do you go from here? Bigger, higher strung, more angry 4v right?

Ok so less durability, more cost, less drivable torque, more supercar like powerbands. Go drive a lamborghini 5l v10 with 600hp. Ya it’s fast but it’s not fun like a torquey Chevy camaro ss or strongest corvette is.

Also, the 1le is leaving corners very hard because of the torque.

Big blocks and big displacement mills can run taller gears and get about the same mpg especially when you do cylinder deactivation, variable valve timing and direct injection just as Chevy has done.
 
We needed this engine 5 years ago.

+100, but I’ll take it now!

**** I really want a boss 429 or hell how about a brand new legend, the boss 460

It’s not like the legends can’t be born today as well as relived.

It would be so easy to hit 3750lbs, 600hp and excellent handling. 10r80 or tr6070, damn that would be a stellar $65k car. Who could complain? Wanna drag race? Throw a whipple on, wanna crush a circuit, whittle and hone it.

If they could get the engine very scalable, and modular, you could in theory have:


Edit:

Make the gt a 5.8 hence forward, retire the modular. Easier build/time/loser cost. Guys that want 500whp for $2k can buy a hci package, they won’t lose any sleep promise.

From there

•475-500hp boss 351 for $40k-$50k with options (gt basically) (bullitt successor)

•550-600hp boss 429 for $50-60k (gt350/r successor)

From there, supercharge for a gt500 at
750hp for hellcat/zl1 fights.

Next, Gm has the camaro running IBC, but the new corvette is going dohctt. No way a dohctt fits in the camaro. 750hp is about it. We’re good.

Ok so put a top dog $75-100k 800-1000hp gt500kr or boss 460 or whatever together with a 460 running twin 70’s if needed to fight a demon or demon successor or whatever.

I’ve loved the modular game, but ibc makes so much more sense. Let gm go dohc. Ford has already seen how expensive and frustrating it is. You don’t need it for 800-1000hp anymore.
 
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