Category: Factory News

It’s not daily a significant OE manufacturer presents a brand new V8 engine, particularly one that ignites a flame in efficiency fanatics. But last year, Ford Electric motor Company did just that when it released its new 7.3 L gasoline V8 dubbed “Godzilla.” The large V8 is created for Super Duty vehicles as well as creates 430 horse powers at 5,500 rpm and also best-in-class torque with 475 ft.-lb. at 4,000 rpm.

What makes this story most impressive is that Ford went back to a cam-in-block layout with push poles as well as wedge-style heads as opposed to using the modular or Coyote system it’s been establishing for more than 20 years. Actually, it’s been specifically 20 years considering that Ford generated a gasoline-fueled pushrod V8– the last being a 302 with 210 horse power located in the 2001 Explorer.

The 445 cubic inch “Godzilla” is fairly compact for a big-cube block, with dimensions that are just a little bit bigger than a 351W small-block. Godzilla is significantly smaller than the last big Ford V8, the 385-series 460, in every aspect…length, width, and without question, weight.

The brand-new pushrod Ford displaces 445 cubic inches and while it’s not slated for the 2021 Mustang, you can get one from Ford Performance as a pet crate engine for swaps or customized builds and the aftermarket is starting to respond with parts to enhance performance.

Godzilla, as it’s being called, was created as an alternative for F-250-and-up Super Duty versions as a severe-duty engine that’s powerful, sturdy, and inexpensive to build and keep. Interestingly enough, the really includes that make it a strong truck engine obtain us hot rodders fired up, also. We’ve currently seen one make over 700 horse power naturally aspirated and 1,450 horsepower with a supercharger!

With ported heads, aftermarket cam, aluminum rods, forged pistons and a Whipple 3.0L supercharger, this 7.3L made 1,450 horsepower on just 16 psi of boost.

Blaine Ramey, supervisor of large gas as well as diesel engine efficiency growth at Ford Motor Firm said, “When the project kicked off [Brian Wolfe that is currently retired] was the director of worldwide engine design and also we determined to select a brand-new style, one that made the most feeling for clients. We had a clean sheet of paper and this design supplied clients what they were searching for in that segment. Essentially, the 7.3 L fits the heavy-duty market for trucks as well as we wanted to have a typical engine that would certainly cross the board. This will be in dump vehicles, recreational vehicle, and also pick-up trucks. We required a reasonably portable package with inexpensive and also high integrity. It made sense to do a pushrod V8 for cost to the client as well as maintenance.” Ramey, it needs to be noted, is additionally a drag racer with an 8-second Cobra Jet Mustang.

He proceeded, “This engine makes use of whatever that Ford has actually learned [about engine structure] the exact same man who did the 5.0 L as well as the 5.2 L Shelby [GT350] intake port established this engine. It’s new without concession. It is designed to be really rugged with a cast iron, four-bolt primary block with cross bolts, as well as the pistons and also rings are a development of the Eco-Boost layout. There are fewer parts (compared to the DOHC engines) and it’s built in Windsor [Ontario]”.

So what makes this Very Duty truck mill a warm rodder’s desire? Let’s begin with the block. Bore and also stroke are 4.22 in x 3.976 in specifically, which equates to 445 cubic inches (7.3 L) of displacement. “We desired excellent efficiency potential so it has large bores,” included Ramey. “Big bores are additionally helpful for cylinder head flow as well as develops slower piston speed (relative to the stroke) throughout cruise ship modes for better effectiveness. We likewise developed the engine so it can be serviced and also rebuilt in the future. So, for these factors the iron block made the most feeling.” Going 0.030-inch over would certainly provide you 457 dices as well as with a Stroker crank there’s space to internet just approximately 500 cubic inches.

The manufacturing facility crank is a durable built steel device retained with the above mentioned four-bolt primary caps in a deep-skirted block with 2 side bolts per cap. Key journal dimension is 2.66-inches (like the 6.2 L Ford V8) and also the pole journals gauge 2.086-inch (typical to Coyote 5.0 L). The back of the crank (which has 8 bolts) along with the back of the block, is common to Ford modular and also Coyote. Deck height is 9.65 inches and there is a soft cut at the top of the deck surface for coolant flow. The factory utilizes powdered-metal split cap attaching poles that turn cast pistons, but there are great steel and aluminum choices on the market.

The “Godzilla” 7.3L utilizes a deep-skirt iron block with six-bolt main caps. Stock engines have 10.5:1 compression and use cast pistons. The forged steel crankshaft has proven to be good to over 1,400 horsepower. The camshaft has .539/.600 (intake/exhaust) lift.

Unusual to the efficiency market is the chain-driven variable-displacement oil pump. “We used a variable-displacement oil pump to precisely control oil pressure to a target pressure. So generally, we can regulate the pressure relying on driver demand. At still we do not need much pressure, at greater speed or tons we can raise stress to safeguard the engine.”.

The 8-quart oil frying pan is deep and made of actors aluminum, and also some versions include Super Task and Medium duty oil coolers connected on the side of the block but block-off plates to remove the colders are offered from Paul’s High Performance in Jackson, Michigan.

Induction is constantly a hot subject and that’s one location that will certainly require focus for some swaps. The manufacturing facility vehicle engine makes use of a composite consumption manifold with a front-mounted and upswept 80mm throttle body. The place of the TB is not maximum for swaps right into a lot of cars and trucks as hood clearance comes to be a huge problem. However fret not, as aftermarket consumptions are on the way. The 7.3 L “Godzilla” has a completely dry valley, so the intake remains cooler as well as there’s very little opportunity of an oil leakage. The 7.3 L does not presently utilize direct shot, but Ramey claims it can be adopted later on if necessary.

The 7.3L utilizes a chain-driven, variable displacement oil pump, which houses an integrated windage tray. This moves the eight quarts of oil through the engine with precisely-controlled oil pressure based on demand.

As you ‘d expect, the engine has aluminum cylinder heads with all the modern-day features. “We made use of a wedge combustion chamber with a spark plug area that’s enhanced at the facility of the piston dish. This manages the ability to have a greater compression proportion and also it equals better performance and efficiency. We likewise utilize piston-cooling jets that stream oil to the behind of the pistons for cooling to avoid detonation under high tons. Valve dimensions are 2.17 (consumption) and also 1.66-inches on the exhaust; they rest at an 8.8-degree angle and also are canted at 1.8 levels. Camera lift is.539/.600 (13.67 mm/15.26 mm) intake/exhaust specifically and also the cam bore is a big 60mm with 9 journals to restrict deflection.

You’ll additionally keep in mind the beehive valve springtime are extremely high. This was done to suit the high valve lift with reduced springtime tension. “With a tall spring you’re not dispersing the coils as much,” claimed Ramey. “Practically all our engines have evolved to that layout with light-weight retainers”.

The 7.3L uses hydraulic roller lifters and steel rockers, which you can see in this valvetrain cutaway. Valves are 2.17 intake, 1.66 exhaust, at an 8.8-degree angle and 1.8-degree cant in the head. The beehive springs are tall to allow high valve lift with low spring stress.

It also utilizes hydraulic roller lifters with variable shutoff timing with a solitary phase. “It has actually repaired overlap, but you can advance as well as slow down the webcam [on the fly] This gives us the capability to lower pumping loss at low engine rate and throttle position, yet at greater speeds we can change the phasing for much better air flow.

Unlike the 4.6 L 2-, 3- and Four-Valve modular and DOHC 5.0 Coyote engines this is a huge incher, however in a relatively tiny plan. Its 25.5 inches large on top of the shutoff covers, which has to do with two inches broader than a regular 351 Windsor. Its 24 inches long (351W is commonly 22.5 inches) so it will fit in nearly anything where you’d discover a V8. And also with engine swaps being all the rage, it will only refer time before we them in a timeless Fords, late-model Mustangs, and street poles or dare we say, in a GM product.

We anticipate the 7.3 L Godzilla engine will certainly be a hit with efficiency fanatics. With an efficiency consumption, cam as well as tune this would make a wicked choice for any kind of racer or road enthusiast.


Coyote Engine Swap Info


These motors are being swapped into everything from classic street rods, cobra replica kit cars and of course  mustang platforms . You can get these motors as stock replacement motors or the amazing Boss  engine.


Coyote front runner
Vintage Air Coyote Engine with AC and Power Steering

What does it take to Swap a Coyote Motor into in   1979-2004 Mustang Chassis?

The main thing that makes this engine swap easier to work with  is the Ford Racing Harness & Controls pack.  This is a stand alone computer and harness that simply plugs into the motor and runs everything.  it really is a s simple as hooking up a fuel supply, power source, and a ground source to get the engine running in your car.


Control Pack Coyote
5.0 Coyote Control Pack 5 Speed.










Installing this engine into a 79-95 Mustang will require the use of a K-member that has 4.6L motor mounts. The most common products used are aftermarket Tubular K-member Kits.  These K-members along with the Moroso Coyote Swap Oil Pan will allow the motor to bolt into the 1979-2004 Mustang Chassis.



K Member Coyote Swap
K Member for Mustang Swap








If you are going through the trouble of swapping this motor into a different chassis, more than likely you aren’t going to use the stock style exhaust.  BBK offers Swap Headers and Mid-pipes to make life a little easier as well.   The BBK Long tube headers are designed specifically for installing the Coyote 5.0L into a 1979-2004 Mustang chassis.  Along with the headers, they also offer an Off-Road X-Pipe as well as a Catalytic X-Pipe to connect the headers to whatever cat-back exhaust system you desire.  Pan needed for Hot Rod installs.


Coyote Swap Headers
Mustang Long Tube Coyote Swap Headers









There are solutions for both automatic and manual applications. For a manual transmission, Quicktime has a SFI Approve bellhousing designed specifically to mate a modular motor to a the awesome T56 Magnum Transmission.   This is great for Fox Body applications which allows the use of factory clutch cable as well as a factory speedometer gear.  You can use an 8-bolt flywheel for 1996-2004 Cobra along with any 99-04 Clutch.  Automatic applications are a little more involved but still available as a bolt-in kit.  Performance Automatic has come out with a 4R70W Street Smart Transmission kit for the 5.0L Coyote engine.  This kit comes with a high performance transmission, torque converter, flex plate, and transmission controller.  This kit has everything you need to bolt up, install and run a 4R70W transmission behind a 5.0L Engine or Crate motor.



Coyote oil pan swap
Canton Front Sump Canton Coyote Oil Pan










We offer the Coyote engine packages with the correct Canton Oil pan, Wiring harness, Sensors and
pulleys depending upon if its going into a Fox Body Mustang or Street Rod.

We can help with allocating the remaining part for your engine transplant.



64-73 Coyote Engine / Trans Swap


Wiring Harness Instructions


Under Pressure: The Importance of Getting the Right Amount of Spring Pressure

If we were to sum up the role that the valve spring plays in regard to its function as part of the overall valve train with one word, that word would be control. Considering that it is the predominant part responsible for keeping all of the valve train components in constant contact with the camshaft lobe, it’s easy to see how important getting the correct amount of spring pressure can be. Insufficient or excessive pressure will cause engine performance to suffer, along with the possibility of damage occurring, which can be severe. In conjunction with getting the correct pressure, there are other areas to address that will make sure you’re getting the best spring for the application.

Spring rates are listed in terms of pounds per inch, which simply means that the rating number associated with a particular spring is the force that is necessary to compress the spring one inch.

As an example let’s look at a valve spring that has 100 lbs. of pressure at 1.750 installed height. We’ll say that it has a spring rate of 300, which would tell us that it takes 300 lbs. of pressure to compress the spring a full inch. If we have a camshaft providing a total valve lift of .500 then we can calculate the pressure by multiplying the lift by the spring rate and adding that number to the installed pressure to determine the open pressure. It works out as follows; .500 x 300 = 150. Now we take the 150 and add it to our installed pressure of 100, which gives us 250. This tells us that the spring will have 250 lbs. of open pressure at .500 lift. In order to have a comparative context, we’ll use the same dimensions but employ a spring that has a 350 lb./in. rating. Our installed pressure can be the same but calculating the different rate spring ( .500 x 350 = 175 ) and adding to our closed pressure of 100 lbs. shows that we now have 275 lbs. of open pressure on the same installation due to the increased spring rate.

The same formula can be used to determine the closed pressure because most manufacturers seldom list the free length of the spring to calculate with. Using the previous specs listed, if we move from a 1.750 installed height to a 1.700 with the 350 lb./in. spring rate it would work out as .050 x 350 = 17.5, which when added to the 100 lb. figure at 1.750 would now give a closed pressure of 117.5 or roughly 118 lbs. If we were increasing from the 1.750 height to a 1.800, then you would subtract that amount which would produce 82 lbs.

The parameters for spring selection will be closed pressure, open pressure at maximum valve lift, coil bind height, retainer-to-guide clearance and fitment of the spring retainer and spring seat base. The main factors of the valve train that come into play on this are the weight of the components, how high the engine will RPM and the profile of the camshaft lobe. When determining the spring pressure, most manufacturers suggest the following guidelines; Modern advancements in materials, finishing processes and even wire shape have given us more options in spring design choices than ever before.

Hydraulic flat tappet cams for small block applications should be in the 105-125 lb. range on the seat. Big blocks can use 115-130 lbs. due to having longer and heavier valves. Open pressures shouldn’t exceed 330 lbs. in order to provide a good service life for the cam and lifters. You also need to have a minimum open pressure of 260-270 lbs. for performance applications, but can utilize less if you have lighter weight valves and retainers. Engines that operate with 4,000 RPM or lower maximum (such as some airboats for example) can get away with a 220-230 lb. minimum pressure, but anything less than that in a hydraulic flat tappet build won’t offer decent, long-term valve control. Another area of the cylinder head to consider with any open spring pressure that exceeds 275-280 lbs. is the possibility of OEM-style, pressed-in rocker studs coming loose. In these applications it’s always good insurance to install screw-in rocker arm studs.

Hydraulic roller cams need higher seat pressures to control the heavier weight of a roller tappet and the more aggressive opening and closing rates of most roller cam lobe profiles. Small block applications should be in the 120-145 lb. range for seat pressures with big blocks being in the 130-165 lb. range. They also require higher open pressures for the same reason, to control the vertical opening inertia of the heavier roller lifters.  High performance small block applications like 300-360 lbs. open spring pressure with higher end and competition builds being able to use 400-425 lbs. open pressure while still achieving reasonable valve train life. When using a spring that produces an open pressure in excess of 360 lbs., the springs, lifters and push rods must be of top quality materials in order to endure the higher spring load. In the same manner that a lower opening pressure can be used on flat tappet engines operating at a lower RPM limit, you can use a spring that will provide a 260-270 lb. minimum for hydraulic roller applications operating at 4,000 RPM and lower.

Flat tappet mechanical cams can be somewhat of a different animal in regards to setting up your spring pressures. Generally 130-145 lbs. on the seat with an open of around 350-360 lbs. should be adequate, but certain applications, particularly higher RPM builds, can be done with increased pressures. We have built a fair amount of small block circle track engines that were pushing the needle close to 8,000 RPM using mechanical flat tappets and the installed was 160 lbs. with an open pressure of 390-410 lbs. These builds utilized lightweight parts and coated lifters with EDM oiling. The main thing I would like to stress here is the break-in procedure. Pull the inner spring or break it in with a different set of lower-pressure springs. It is additional work, but it is the only way to do it correctly.


Avoid Excessive Movement

One very important area when working with valve spring installation is to make sure that your springs are positively located. The retainer should fit snugly inside the spring and also the inner springs as well for dual and triple-spring applications to prevent any movement other than compression and rebound. Too much clearance will allow the spring to “walk” around causing abnormal wear to both the spring and retainer. The fit of the retainer also shouldn’t be too tight as this can overstress the top coil causing it to fail. As with the retainers, the fit inside the spring pocket of the cylinder head should keep the spring from moving around. Excessive clearance on the head will allow the spring to eat away at the mounting surface and damage the spring itself. If the fit is too tight it will overstress the bottom coil causing it to wear against the head and prematurely fail. When using spring cups, they should fit the ID of the valve spring and also have the correct fit for the OD of the valve guide.

Spring Designs

Modern advancements in materials, finishing processes and even wire shape have given us more options in spring design choices than ever before.

The cylindrical style is available as a single type, single with a flat wound damper spring, dual and triple spring. This type of spring has been used in just about every application imaginable, from OEM’s to every form of racing. The dual and triple springs work well for performance and competition builds because of the higher loads derived from utilizing multiple springs. Aftermarket manufacturers have made great strides in materials and finishes that have brought these springs to a much higher level than was available in the past.

Beehive style springs have a base like the cylindrical spring, but taper to a smaller diameter at the top. Since the top of the spring is smaller and therefore can use a smaller diameter retainer, the weight is reduced. This increases RPM potential with less spring load needed. A large majority of beehive-type springs utilize an ovate wire as opposed to round wire. Ovate wire designs provide a distribution of additional material in the high-stress areas of the spring, which spreads out the stress load.

Conical-style springs are similar to the beehive design in regard to the upper portion of the spring being a smaller diameter than the base, which achieves the benefit of weight reduction, but is cone shaped from bottom to top instead of tapering like the beehive. The coils of a conical spring differ in diameter and spacing, which results in a progressive frequency that provides a natural damping effect. I would really like to discuss this area further but it’ll have to wait till another article.

Remember to check for coil bind when installing springs. You should keep a minimum of .060 between coils. Check the retainer to valve guide clearance (allow room for the valve seal if it isn’t installed when taking your measurement). Also, make sure that there is sufficient clearance between the spring retainer and rocker arm. Till next time, have fun making horsepower!

Article courtesy of Engine Builder Magazine