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

Discussion in 'Front Page Articles' started by SID297, Feb 7, 2019.

  1. SID297

    SID297 OWNER/ADMIN Staff Member Administrator

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    It had all cast internals and basically no aftermarket support. You can basically get anything for a 454.


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  2. Tob

    Tob Salut! Staff Member Super Moderator

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    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.
     
  3. 01FormulaTA

    01FormulaTA Active Member Established Member

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    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...
     
    Last edited: Feb 7, 2019
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  4. me32

    me32 BEASTLY SHELBY GT500 TVS Established Member

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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.
     
  5. gimmie11s

    gimmie11s Dont be a Hybred Premium Member Established Member

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    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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  6. LWniesz

    LWniesz Member Established Member

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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.
     
  7. me32

    me32 BEASTLY SHELBY GT500 TVS Established Member

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    Only at 1st. But the actual build cost might actually be cheaper than the 5.0
     
  8. SID297

    SID297 OWNER/ADMIN Staff Member Administrator

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    It’s significantly cheaper to produce than a Coyote.


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  9. lexustech48

    lexustech48 I like Fords n stuff Premium Member Established Member

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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 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.
     
    Last edited: Feb 7, 2019
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  10. SID297

    SID297 OWNER/ADMIN Staff Member Administrator

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    The heads are beautiful castings.


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  11. GodStang

    GodStang Well-Known Member Established Member

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    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.
     
  12. Rubenk

    Rubenk Wasn't me. Premium Member

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    Great information, this thing sounds like it has so much potential. Hopefully being a truck engine means high production numbers and relatively cheap!

    Thanks for all the homework Sid!
     
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  13. lexustech48

    lexustech48 I like Fords n stuff Premium Member Established Member

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    This engine will be feeding the Cab n Chassis guys (Uhaul, Penske truck etc) and the Motorhome industry in addition to regular Ford production. There will be Godzilla's everywhere!
     
  14. jeffh81

    jeffh81 Deplorable Established Member

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    Now we wait to see what Ram pulls out with the new 7.0.

    I was close. I guessed 460hp.
     
  15. me32

    me32 BEASTLY SHELBY GT500 TVS Established Member

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    Is the 7.0 a for sure deal?
     
  16. jeffh81

    jeffh81 Deplorable Established Member

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    From what ive seen yes
     
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  17. tt335ci03cobra

    tt335ci03cobra Well-Known Member Established Member

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    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
     
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  18. Tob

    Tob Salut! Staff Member Super Moderator

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    We needed this engine 5 years ago.
     
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  19. tt335ci03cobra

    tt335ci03cobra Well-Known Member Established Member

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    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.
     
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  20. tt335ci03cobra

    tt335ci03cobra Well-Known Member Established Member

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    +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.
     
    Last edited: Feb 7, 2019
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