Yes, they are repackaging what the Evan Smith videos talk about and show. But I don't think anyone posted part 3 or 4 of the video series in here yet.
7.3 Godzilla grows up, godzilla mega thread, godzilla performance development thread TRUCK ENGINE GOES BRRRRRRRRR
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Yes, they are repackaging what the Evan Smith videos talk about and show. But I don't think anyone posted part 3 or 4 of the video series in here yet.
I just watched the video about the oil pump and valve train. They said that the variable volume oil pump was key to fuel efficiency. Less oil flow when the large volume wasn't needed meant less friction and pumping loss. Which beat out dropping cylinders or direct injection. That is crazy to think about how much that pump design saves.
Cam lift, .540" on the intake and .600" on the exhaust. That is a lot of lift for a stock application. It makes you wonder what the duration is? But that also answers why the tall valve springs.
Mr_Roboto With that lift and to make sure the valve springs don't get fatigued easily. I am sure in a high performance application a shorter valve stem and spring package might work. That should be interesting to see what happens. Especially if these motors can rev a lot of rpm.
Cam lift, .540" on the intake and .600" on the exhaust. That is a lot of lift for a stock application. It makes you wonder what the duration is? But that also answers why the tall valve springs.
Mr_Roboto With that lift and to make sure the valve springs don't get fatigued easily. I am sure in a high performance application a shorter valve stem and spring package might work. That should be interesting to see what happens. Especially if these motors can rev a lot of rpm.
The VV oil pump is interesting. I mean the 700R4 comes with one and I wouldn't be surprised if a lot of PS pumps are VV as well. Wondering why it took them this long to put one in as an oil pump if it's worth that much fuel efficiency. That said, oil pump selection is worth not insignificant power based on dyno testing that's been done before.
I would think it would be a lot more testing to see the savings with the oil pump versus dropping a cylinder with the ECU. But Ford must have thought it was significant savings in doing it this way. Maybe they just didn't want to go with dropping cylinders so they aren't called out of copying another company? But maybe long term engine testing showed enough savings at low rpm to go with that option. Or maybe we are being sold Snake Oil? I kind of find it hard to believe there is significant savings there.
What oil do these engines use in the trucks? Is it a heavier weight or a lightweight that is common in newer vehicles? Maybe the weight they used is part of the reason the variable pump saves a noticeable amount?
Owner's manual says 5W-40 for severe duty. But standard is 0/5W-30
Page 446
Page 446
It's likely that all the "easy" stuff has largely been done. It could also be that tech engineered out some shortcomnigs that they previously couldn't.
In terms of determination of it that's not altogether hard with a prototype pump or two. You turn the pump, establish volume with a flow meter so you can tune the flow rate (in the trans world that'd be a spring swap) and then after that you'd measure the HP input at specific RPMs to pump that volume.
If that is true, $8,800 for a fully dressed motor isn't bad at all. If FRPP can offer a motor, ECU, and wiring for around $10K it should be a pretty popular swap.
Maybe I need to start pulling the 5.8L out of my Lightning and getting ready for a 7.3L swap? Hmmm
Maybe I need to start pulling the 5.8L out of my Lightning and getting ready for a 7.3L swap? Hmmm
Just throw some fuel in it and an S400. You'll get better results. In an era of LSX engines the 351Ws are way way under rated in terms of bottom end durability.
7.3 RV.
i haven't looked too hard but first one i've seen.
Will your next motorhome have a 2021 chassis?
OURS DOES!
Why does this matter?
THE NEW 2021 FORD CHASSIS FEATURES:
1) All New 7.3L (445 CID) Gasoline V8 "Godzilla" Engine
i haven't looked too hard but first one i've seen.
2021 Nexus Triumph Mod. 24T **NEW 2021 FORD CHASSIS w/ "GODZILLA"...
2021 Nexus Triumph Mod. 30T * * * * * * * * * * * * * * * * * * * *Will your next motorhome have a...
quadcities.craigslist.org
Will your next motorhome have a 2021 chassis?
OURS DOES!
Why does this matter?
THE NEW 2021 FORD CHASSIS FEATURES:
- New 7.3L (445 cid) Gas V8 "Godzilla" Engine (far better than V10)
- (350 HP/466 ft./lbs. torque) - both at 3,900 RPM
- Six Speed Transmission
- Traction Control, 240 Amp Alternator & MUCH MORE!
- In-Dash Touchscreen Entertainment, Auto Headlights & MUCH MORE!
1) All New 7.3L (445 CID) Gasoline V8 "Godzilla" Engine
- New Powertrain Features
- 7.36L (445 CID) V8 Engine Replaces the Aged 6.8L V10
- Maximum Torque at Lower RPM Bandwidth
- Six Speed Automatic Transmission
- Two Unique Calibrations for the E-Series
- 350 HP @ 3900 RPM
- 468 Ft./Lbs. Torque @ 3900 RPM
- 15% More Horsepower
- 11% More Torque
- 30% Quieter Than Previous Model
7.3L V8 430HP SUPER DUTY CRATE ENGINE
7.3L V8 430HP SUPER DUTY CRATE ENGINE|Ford Performance Parts
A motor equipped with electronics, ignition, fueling, and a warranty, for $8,100 suggested retail is not bad at all. Compare that to the 460ho Gen3 Coyote motor at $9,500. I'm sure you will be able to buy it from retailers for less than that $8,100.
Add an intake manifold, cam, and tuning to see what it can make. Add them 400 cfm CNC heads and see what it can do.
Add an intake manifold, cam, and tuning to see what it can make. Add them 400 cfm CNC heads and see what it can do.
Semi-built (CNC heads, rods, pistons, cam, valvetrain) 7.3 running N/A for the 3.0L Whipple. 790HP N/A on C16
Betting it is fairly streetable due to the displacement. Ford must have done well with the valve train design since it made peak hp at 7600.
These will be making epic street engines built up a bit.
These will be making epic street engines built up a bit.
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