Big Bore Details | Ford's Godzilla (7X) V8 Engine | Plus a New Name

Big Bore Details | Ford's Godzilla (7X) V8 Engine | Plus a New Name
Ford_7X_P4_004.jpg

In our previous Ford 7X Engine Article we mentioned that we have a bit more insider information to share. While this some of this info is single source, I have been able to confirm a good deal of it as completely accurate. I am 100% certain that the engine is a 2-Valve Pushrod V8 with Aluminum Cylinder Heads. They will carry on with the Ford tradition of being clamped to the block with 4 Bolts around each cylinder. It is going to be direct injected, and it will be built at Ford’s Windsor, ON Canada Engine Plant.

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The 7X's rocker mounts are very similar to those found on this GM head. Though the Ford castings appear more intricately yet robustly designed.

But wait, there’s more. We’ve also received some information about the engine block. While I can’t confirm these figures at this time we have been told that the Godzilla V8 has a 4.11-Inch Bore. With the help of a little 4th Grade math (V=π r² h, solving for h) and working backwards from that figure and the displacement we calculated that ‘Zilla should have a 4.19-Inch Stroke. That’s pretty much a square engine, which would make it very “trucky”.

Ford_7X_P4_005.jpg

This is the 6.2L Ford V8. As you can see, the iron block is quite beefy.

We’ve also been told that the 7X Engine Block will have a 4.527-Inch Bore Spacing. Coincidentally, that figure is identical to the outgoing SOHC 6.2L Boss/Hurricane V8. Considering that the 6.2L, found in the 1st Generation SVT F-150 Raptor, had a 4.015-Inch Bore and a 3.740-Inch Stroke it would appear that Godzilla can be seen as a Stroked and Poked Boss. It makes financial sense to utilize engineering, and possibly tooling, that has already been paid for. Being that cost savings appears to be a driving factor in the Godzilla Engine Program, I would have to say that all that inside info seems plausible.

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The 7X heads are a good deal more compact that the SOHC ones found on the 6.2L.

With the Bore Spacing being over 4.5-Inches I believe it would be safe to call this engine something other than a Small Block (perhaps M/S Block?). GM’s LS/LT engines feature a 4.4-Inch Bore Spacing, and the Mopar HEMI Series rings in at 4.46-Inches. So Godzilla appears to be a shade larger than both of those, not to mention the Modular Series’ puny 3.937-Inch Bore Spacing. Big Blocks typically come in around 4.8 inches, so it definitely looks like we’re not getting a new generation of BBF v8.

Ford_7X_P4_001.jpg

This is the GM LT-Series DI-V8. It will be interesting to see how similar the finished 7X will look.

Word also has that the block will feature Cross-Bolted Main bearing Caps, which is another 6.2L V8 feature. To be fair, Ford has been almost exclusively building Deep-Skirt Cross-Bolted blocks for nearly 30-years (the 2.7L EcoBoost is a significant outlier). I grew up wanting basically anything powered by a 427 SOHC Big-Block, and there’s a possibility that I may be able to piece together and odd-ball modern version of it. But that is a story for another time.

Ford_7X_P4_011.jpg

It seems to be nearly a certainty that Godzilla will have a deep-skirt cross-bolted-main block like other Ford engines.

Now for, let’s engage in a little speculation on compression ratios. The F-150’s 5.0 Coyote V8, which features both Port and Direct Fuel Injection systems, comes in with 12:1 compression. That seems to be a trend among manufactures of DI NA-Engines, as most seem to be right around 12:1. It’s probably safe to assume that the 7X will be something close to that, or possibly a bit lower. Engines designed to work hard tend to have slightly lower compression ratios to lower cylinder pressures and increase longevity. However, with advancements in technology (fuel and ignition control) and materials (ring, bearings, and pistons) this trend seems to be giving way to more squeeze.

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Get ready for more compression. The 7.3L is going to be several points higher than the outgoing 6.2L.

Finally, according to our source the final displacement of the engine will not be the familiar 444 Cubic Inches from the Legendary 7.3L Powerstroke (also known as the International DT-444E) of years gone-by. Instead, this all Ford V8 will displace 445 Cubic Inches. Considering where Godzilla is going to be built perhaps we should start calling it the 445 Windsor?

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I'm hoping the 7X will keep the piston oil squirters found in the 6.2L Boss/Hurricane V8 and the 6.7L Powerstroke Diesel.

We are still working to gather more information, particularly about the block and crank materials. I have a feeling, given the industrial nature of this engine, that we’ll be seeing a Cast Iron block and a Cast Crank. Considering every other engine Ford produces it is almost a certainty that it will have Cast Pistons and Powdered Metal Rods. That doesn’t necessarily mean doom and gloom, as Ford has essentially perfected the use of those economical materials during the nearly 30 Year run of the Modular Engine Series. As soon as we have more concrete information to share you’ll find it right here on SVTP.

-SID297
 
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I’m oddly SUPER excited about this.

No reason it doesn’t belt out near, or over, 500 hp and 500 lb/ft.

What an effing brute. A work trucks dream power plant!


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Hate to burst everyone's bubble but don't expect too much performance wise from this engine. It's designed as a replacement for the out going V10 6.8l engine in the Super Duty trucks (250 up) and fleet vehicles. Not sure if it's been mentioned but it is a 60* block. There is no heat treat among the machinery being installed which translates to a cast crank. Both of these are less than desirable performance wise but for what the engine is designed to replace it will be more than capable.
 
Hate to burst everyone's bubble but don't expect too much performance wise from this engine. It's designed as a replacement for the out going V10 6.8l engine in the Super Duty trucks (250 up) and fleet vehicles. Not sure if it's been mentioned but it is a 60* block. There is no heat treat among the machinery being installed which translates to a cast crank. Both of these are less than desirable performance wise but for what the engine is designed to replace it will be more than capable.

Interesting. I had not heard anything about is being a 60 degree block. That doesn't make much sense considering it would need a balance shaft, which would go against the theme of making it cheaper. Also, 60 degree V8s are typically found in cars where engine bay space is tight. That's not really the case for the trucks we're talking about here.
 
Yeah, they want to get the physical size of the engine down for some reason even though it is going in the large trucks and so on. Compared to the mod V10 (which is made in the plant behind ours) it is tiny. The heads resemble an FE head from the old days except the valve cover rail is entirely part of the head it's self. Massive intake valves and it looks like very well contoured intake and exhaust ports. There is still quite a bit of machinery to go in before production starts. Not positive but I thought that the line was supposed to be in by September but that is looking doubtful.
 
Never say never, one could always hope (possible reason for keeping it's footprint down???) but in this present form nothing is scheduled for the light duty truck. Definitely no mustang that I've heard of at all.
 
Well I stand corrected, it is not a 60* block. I had heard this off the plant floor and should have known better. Finally got to see one on part of the line last night and it's a typical 90* block. Sorry for the disinformation. Looks like they've also started to machine a few cranks as part of the machine setup. Not completely machined but it's starting to look promising.

As for the CNC machining, we've been doing this for years now. 4.6l front and rear wheel drive blocks, 3.9l, 2.7l, 3.0l and 5.0l heads are all done this way. CNC's are much less expensive and easily adapted for new products. The down side is they are less robust and volume output is much less than a typical transfer line.
 
Well I stand corrected, it is not a 60* block. I had heard this off the plant floor and should have known better. Finally got to see one on part of the line last night and it's a typical 90* block. Sorry for the disinformation. Looks like they've also started to machine a few cranks as part of the machine setup. Not completely machined but it's starting to look promising.

As for the CNC machining, we've been doing this for years now. 4.6l front and rear wheel drive blocks, 3.9l, 2.7l, 3.0l and 5.0l heads are all done this way. CNC's are much less expensive and easily adapted for new products. The down side is they are less robust and volume output is much less than a typical transfer line.


Were the cranks cast? Any more updates you have seen?
 
Well I stand corrected, it is not a 60* block. I had heard this off the plant floor and should have known better. Finally got to see one on part of the line last night and it's a typical 90* block. Sorry for the disinformation. Looks like they've also started to machine a few cranks as part of the machine setup. Not completely machined but it's starting to look promising.

As for the CNC machining, we've been doing this for years now. 4.6l front and rear wheel drive blocks, 3.9l, 2.7l, 3.0l and 5.0l heads are all done this way. CNC's are much less expensive and easily adapted for new products. The down side is they are less robust and volume output is much less than a typical transfer line.

Can you find out Bore Spacing & Deck Height?
 

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