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:

• UPDATE :: Return of the Pushrod | Ford's New 7.3L Engine is Actually an OHV V8
• Monsters Among US - More Details Emerge on Ford's New Godzilla (7X) V8 Engine
• Big Bore Details | Ford's Godzilla (7X) V8 Engine | Plus a New Name

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:

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.

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.​

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.​

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.

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.​

 

i nailed the hp for the 7.3L five months ago. What prize do i get?

https://www.svtperformance.com/thre...re-ford-releases-the-2020-super-duty.1170855/

im going to put the 7.3L at 430hp / 525lb-ft. Thats about a 15% bump from the 3v 6.8l V10.

Ford should have done this years ago. All the newer diesels are technological money pits that are putting fleet owners in the poor house.

 

no way in hell does it have 150hp in it just by tuning. Unless you're referring to an all out NA build with ported heads, higher compression, performance manifold, long tubes and a lumpy cam.

Provided this sells well to the public, power will rise. If it stays primarily in the commercial, it might not, they just want simple, long lasting.

For the consumer, no doubt, tuning, cam profile changes, head work over the next decade will increase power and torque.

 

I'm sure this thing is detuned, they just needed to make more power then the competition for now. It will get turned up over time as pressure increases from the compitition and as a incentive to upgrade in the future. I bet it's 450hp 500+tq within a few yrs. It will be fun to see what kind of gains a 5 star tune will give it.

^^^^^This guy gets it.

Sid, are any of the super duty 10r parts fit in the the mustang/f150 10r? That video shows a huge planetary gear vs f150. Is the case dimension the same?

It would be fantastic to get one from a junk yard for people wanting to upgrade.

The 10R140 is completely different than the 10R80. However, it is very closely related the to Allison 10-spd in the GM trucks.

did all those trucks just die and rust to nothing in salvage yards or something? I can't remember the last time seeing a magnum v10 ram on the road. I see big block vortec chevys and v10 fords almost daily.

I see them very rarely. They do seem extraordinarily rust prone. You also have to keep in mind that most people buying Dodges then were only buying a Cummins engine, a NV trans, and some Dana axles. All that just happened to come with a Dodge truck wrapped around it.

 

Any idea if the diesel 10r140 is same as the 7.3L gasser?

 

did all those trucks just die and rust to nothing in salvage yards or something? I can't remember the last time seeing a magnum v10 ram on the road. I see big block vortec chevys and v10 fords almost daily.

The 12V & 24V Cummins' were so good, not that big of an upcharge (vs. diesel's of today), and far more fuel efficient, it made the V10 a real tough sell.

I think it an updated version would thrive in today's environment, and crush all gas offerings from GM or Ford.

 

Any idea if the diesel 10r140 is same as the 7.3L gasser?

I'm sure there will be some difference, particularly the torque converter.

The 12V & 24V Cummins' were so good, not that big of an upcharge (vs. diesel's of today), and far more fuel efficient, it made the V10 a real tough sell.

I think it an updated version would thrive in today's environment, and crush all gas offerings from GM or Ford.

There had been rumors for years about a Hemi V10 for the Viper. A dumbed down version could make a good truck engine.

 

Here's some pics.

 

Sid,

What's you opinion on how this thing would do with, let's say a 10K gooseneck vs. the power stroke? Is it a no-brainer in either direction? Hell, a properly equipped 150 is a formidable option.

Or is this really more meant for service vehicles that run/idle a lot, and maybe carry's a decent payload, but not necessarily pulling a lot/often.

Trying to get a better feel of where this fits in with the non-commercial vehicle buyer.

 

Sid,

What's you opinion on how this thing would do with, let's say a 10K gooseneck vs. the power stroke? Is it a no-brainer in either direction? Hell, a properly equipped 150 is a formidable option.

Or is this really more meant for service vehicles that run/idle a lot, and maybe carry's a decent payload, but not necessarily pulling a lot/often.

Trying to get a better feel of where this fits in with the non-commercial vehicle buyer.

If you pulled that trailer all the time, buy the diesel. If it is just a bit here and there I see no reason to spend all the extra money the diesel requires. Now if you move beyond needs and into wants all bets are off.

I suspect it will pull much like the 3V V10, but with more power. It'll likely be more rev happy than most diesel owners are used to. That being said. It can probably pull that trailer up a grade at 4,000rpm all day long.

 

Really want to see how much a tune will open it up. I tow my boat maybe 1-2 times a year and it is skittish behind my half ton ‘12 ecoboost. Right at the payload limit when loaded up with the tongue weight. I don’t want to have to worry about it anymore. My truck is fun to drive though and am hoping this one will be just as quick with a tune...If low boost proves reliable that is an option too.

 

Any predictions on the towing numbers? My guess is 20k with a gooseneck.

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I predict that a lot of potential 5.0 F-150 buyers will move up to a 7.3L Super Duty.

Really want to see how much a tune will open it up. I tow my boat maybe 1-2 times a year and it is skittish behind my half ton ‘12 ecoboost. Right at the payload limit when loaded up with the tongue weight. I don’t want to have to worry about it anymore. My truck is fun to drive though and am hoping this one will be just as quick with a tune...If low boost proves reliable that is an option too.

Moving up to a 3/4 or 1 ton truck will definitely increase your towing confidence.

Any predictions on the towing numbers? My guess is 20k with a gooseneck.

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I expect it to be class leading, but they aren't going to be astronomically high. They'll leave plenty of headroom to increase it in the future.

 

As long as the pricing isn't stupid, Ford is going to sell a LOT more gas F-250's.

 

Got word on the 6.7 PSD power increase. It will follow in with the philosophy that I mentioned above.

 

Any update on supercharger options?

 

Boy that super duty sure does look nice. I really like that.

 

I like this thing.....I feel its going to pull like a tank

looking at a 6.2 graph this 7.3 is almost 100ft/lbs over at every rpm......and im already impressed with the 6.2 and 6 spd tranny....the 7.3 and a 10spd!!! will pull haaaarrrrddddd

 

Boy that super duty sure does look nice. I really like that.

That looks like the special option package, can't recall name. but kinda geared to offroad use

you loose a bit of gvw if I recall correctly


But ya its sexy

 

Any update on supercharger options?

At least one is in the works.

That looks like the special option package, can't recall name. but kinda geared to offroad use

you loose a bit of gvw if I recall correctly


But ya its sexy

That's the Tremor package, which I would order if I were buying a new one.

 

I've only been skimming the thread occasionally so forgive me if I missed the most important question of all: what cars will it fit in?

Disappointed with numbers but as said they left room to grow