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.
 
Independent VVT for an IBC engine is an available technology already

Mahle's cam-in-cam technology, which was used on the gen V Viper engine has truly independent intake and exhaust timing. It's quite trick.

GM's VVT technology still utilizes a single ground cam, where intake and exhaust timing is phased together.


I know about that one, but no one is really using it.
 
I know about that one, but no one is really using it.

True, but there's really only two OEM's that would have any interest in it.

90% of the advantage of VVT in on the intake closing side anyway. As long as you are able to control that, you are realizing the vast majority of it. The other three movements are largely trivial.
 
I feel the power potential of modular 4v architecture is higher than ibc ohv’s as long as displacement is equal, Ford would have never developed the 427 SOHC of the early to mid 60s if the rewards weren't there over the low, medium or high riser 427 side oilers or even the tunnel port for that mater, if Ford could dedicate a large displacement modular version of the current Coyote 5.0 to say 6L or even a 7L to the performance standards of the current 5L I think it would be AMAZING, HUGE but AMAZING (ie experimental 777 by Roush)!!! 10 Awesome Ford Engines
I feel that due to weight, size, simplicity and cost going back to the IBC V8 makes sense for this segment.
 
I feel the power potential of modular 4v architecture is higher than ibc ohv’s as long as displacement is equal, Ford would have never developed the 427 SOHC of the early to mid 60s if the rewards weren't there over the low, medium or high riser 427 side oilers or even the tunnel port for that mater, if Ford could dedicate a large displacement modular version of the current Coyote 5.0 to say 6L or even a 7L to the performance standards of the current 5L I think it would be AMAZING, HUGE but AMAZING (ie experimental 777 by Roush)!!! 10 Awesome Ford Engines
I feel that due to weight, size, simplicity and cost going back to the IBC V8 makes sense for this segment.

Cost and packaging were def driving forces in the development of the 7.3L.
 
With the proper oil pan and intake a 7.3 should fit basically anywhere a Coyote will go. The biggest difference will be length.

R&T said:
And if you're wondering if it'll fit in a Mustang, Beltramo told us it's actually shorter in height and narrower than a Coyote V-8, but quite a bit longer thanks to much increased bore centers. It's possible then, but good luck doing so without having to cut into the firewall. And even if you could wedge this motor into a Mustang, it wouldn't be very good, because of its heavy cast iron block and low-revving nature. Stick with the Coyote, kids.

Why Ford Made a New 7.3-Liter Gas Pushrod V8 in 2019
 
A new rear firewall and transmission tunnel would be hard to get past the bean counters. You would want the motor back for balance. I would be surprised to see it in a Mustang.
 
A new rear firewall and transmission tunnel would be hard to get past the bean counters. You would want the motor back for balance. I would be surprised to see it in a Mustang.
Not that difficult those are easy fixes. Its a matter of k memeber and motor placement.
 
I'm hoping someone is already working on one of these:

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It baffles me a little that they chose not to use this. If you are going to boast about ultimate reliability and durability, why not make a huge statement by including this.

I think people's absolute fear of hearing anything mechanical coming from their car/truck, and the OEM's obsession with reducing all things related to NVH, drives some of these questionable decisions
 

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