The name “Godzilla” is threatening. It carries a connotation associated with immense power and the capacity to conquer. As a racer or perhaps street enthusiast, you’d wish Godzilla under the hood — especially if it’s the new gas-burning Ford 7. 3L OF V8 that carries the bestial moniker.
Within good, old-fashioned hot pole speak, 7. 3 lt translates to 445 cubic ins, giving “Godzilla” big-block shift, but in a small-block deal. In technical terms, you have to appear deeper than the cubic in . to determine whether an engine is actually a big- or small-block. In most cases, a big- or small-block is based on bore spacing, that is the separation of the cyl measured center to center. With a four. 53-inch bore spacing Godzilla is more small-block than big block. And by God, don’t call it up an LS clone, possibly. Ford has been using skirted blocks and heads using equally spaced intake in addition to exhaust ports for decades.
As for physical measurement, the 7. 3L is certainly 25. 5 inches wide towards the top of the valve covers, that is about two inches broader than a typical 351 Windsor. It’s 24 inches prolonged (351W is typically 22. some inches) so it will squeeze in just about anything.
Mainly because delivered in the 2021 F250, Ford’s new V8 gives 430 horsepower at a few, 500 rpm and 475 lb-ft of torque at four, 000 rpm. And while these are generally not ground-breaking numbers with regard to a racing engine, there are much more to the story.
Godzilla’s miracle lies in the design and design. It has a sturdy iron prevent with a 6-bolt main academic journal configuration for the forged-steel crankshaft (similar to the 4. 6L DOHC and 5. zero: Coyote). The heads movement 300 cfm stock together with the right porting, can movement upwards of 400 cfm (and that’s without any welding). Typically the bellhousing pattern is the same as typically the Coyote and Mod Motor’s mounting pattern. In other words, Godzilla is ripe for making hp.
Other capabilities from the factory include a 60mm cam bore, a chain-driven variable-volume oil pump plus variable cam timing. Upwards top, Godzilla wears light weight aluminum heads with big regulators capable of making 600-plus hp with only a light clean-up on naturally aspirated blends, and over 1, 450 hp in fully ported cut with boost — that is impressive for stock diffusion.
Aiming to go from stock in order to rock, Brian Wolfe, who’s the former Director of Global Powerplant Engineering at Ford Motor Firm , has taken on the process of experimenting with a variety of 6. 3L combinations. He’s dyno-tested Godzilla engines in a variety of adjustments from mildly modified to totally built with boost.
Wolfe, who now works Willis Performance Enterprises in Willis, Michigan, asked us to tag along in the bevy of experiments. His / her findings are both interesting plus impressive to say the least. But more than simply experiments, Wolfe is offering his / her packages to customers desiring a Gozdilla of their own. To acquire one, you can look to Ford Overall performance Parts (P/N: M-6007-73) for the crate motor, or you can hit up Wolfe on the web. Another option is to maintain your eyes open at the regional wrecking yard.
Before digging into the dynamometer results, let’s get you up to date on the technical attributes of the brand new V8. The 7. 3L is based around a cast-iron engine block featuring 4. 220-inch bores spaced 4. 530 inches wide apart. Deck height is without a doubt 9. 650 inches in the crankshaft centerline and the forged-steel crank is retained with 6-bolt main caps. Stock action is 3. 976 inches wide and the crank has installment payments on your 660-inch main journals (which are shared with the 6th. 2L Ford V8) and even 2 . 086-inch rod publications (the same as the Coyote). You’ll note there is a smooth cut at the top of the porch surface for coolant movement, but this hasn’t proved to be an issue so far.
The OEM cylinder minds are aluminum and have 2 . not 17-inch (55. 13mm) absorption and 1 . 66-inch (42. 53mm) exhaust valves that will sit at an 8. 8-degree valve angle. The regulators are also canted at 1 ) 8 degrees. Cam lift up is. 539 inch (13. 67mm) intake and. six hundred inch (15. 26mm) exhaust system and factory compression can be 10. 5: 1 . Stockers have cast aluminum appui, a composite intake (designed for use in a truck) which has a single 80mm throttle system, an 8-quart oil skillet, and the firing order is normally 1-5-4-8-6-3-7-2. The weight of the 8. 3L is roughly 540 pounds.
Wolfe’s plan is to check out the limits of the platform, along with the end goal of building a contest version capable of powering his or her 1993 Mustang LX within John Sears’ Ultra Block and NMCA Xtreme Streets competition. In his estimation, so that you can run at the top of the class he’ll need upwards of 1, seven-hundred horsepower. Of course you have to start out somewhere, so Wolfe commenced with a base build, then he spent the better part of 2020 refining the combination. Following a bunch of naturally aspirated trial offers, he added a third. 0L Whipple and offered it the gusto.
“The big thing concerning going with this engine seemed to be working with common factory high-volume production Ford parts, ” says Wolfe. “For myself, the last 15-20 years of auto racing was done with aftermarket components; whether it was a Windsor-based billet block or a 5-inch-bore-space Hemi-style engine. The fact that I am able to now race with manufacturing facility Ford parts is thrilling. Guys have been racing with all the Coyote in many classes additionally they do very well. There’s Chris Holbrook, MMR and Tony Bischoff to name a few, plus all the men running NHRA and NMCA Cobra Jets. The six. 3L, however , is completely new to the market and I wished to try racing with the ‘other’ current Ford platform. ”
Wolfe commenced dyno-testing with a 7. 3L that had the front powerplant dress removed and headers added. The 430-horsepower inventory output, tested using WEATHER RESISTANT J1349 standards, was finished with factory air inlet, front-engine dress, full exhaust, and even production truck engine tuned. Basically, it’s tested because it sits in the truck.
Using typical racing net (and correcting in order to standard temperature and pressure), output jumps to just above 500 horsepower. That’s since the engine now has an unhindered throttle body, open headers, electric water pump, plus the front engine accessories taken off. Added to that is a maximized EFI calibration for premium pour fuel.
Up coming, Wolfe tore down their Godzilla and rebuilt that with typical hot fly fishing rod tricks to withstand the rigors involving supercharging. He worked with key element companies to develop parts vital to turning up the pull away, such as rods, pistons, camshaft and valvetrain. He retained the stock forged stainlesss steel crank, but added MGP aluminum connecting fishing rods, Wiseco 12. 5 various: 1 pistons, Jesel keyed lifters, Jesel rocker arms, and he worked with Steve Westcott at Militia Performance , who developed a custom-ground solid roller camshaft that will exceeds. 900-inch lift and it has over 275 degrees of time at. 050-inch.
Meanwhile, Dave Visner on Visner Engine Development prepped a set of heads. “We used stock castings which are CNC-ported and we did operate the chambers as well, ” says Wolfe. “Dave and then trimmed the spark put bosses and the valves have been increased to 2 . twenty five inches on the intake facet and 1 . 700 ins on the exhaust. He included PAC 1357 spring suspensions and Jesel shaft rockers. It’s important to note that zero welding was done to the particular heads at this time (this indicates the ports remained inside the stock location). With the function complete, the intake slots flowed 395 cfm along with the exhaust flowed 235 cfm.
Wolfe constructed the engine, but before picking the blower he bought and sold the production truck intake for that one-off billet tunnel-ram design intake with a round 105mm throttle body. He delivered Godzilla to his Superflow dyno where this developed 790 hp from 7, 900 rpm together with 560 lb-ft of torque.
“I was satisfied with the performance, given it was not optimized for a naturally equiped application, ” explains Wolfe. “It has a wide lobe separation cam suited for the particular blower with only twelve. 5: 1 compression. In addition, it still has the inventory oil pan and cylinder. So with more compression together with a cam suited for natural desire, I feel it could make over nine hundred horsepower. And remember, this is having a production block, crank together with heads. ”
Wolfe is methodical, hence once again the engine had been torn down and checked out after testing. He was pleased with the condition of the bearings, wedding rings and the pistons, so this individual reassembled the beast plus bolted on the boost-maker — an intercooled Whipple 3. 0L supercharger.
Using lofty goals, the next dynamometer session would be the biggest examine to date, and one that would inform if he’d be distantly competitive in Ultra Road. “The top cars decide to make over 1, 700 hp, so that’s the immediate goal, but it may take some effort to obtain there, ” Wolfe advises.
“For the particular blower build we applied a dry-sump pan simply by Dailey Engineering and even everything else remained the same, your rods, bearings, rings, together with pistons from the last test out went right back into the powerplant. ” Up top at this moment resides a Whipple 2. 0L intercooled blower like the one used on the 2019 5. 2L Cobra Fly Mustangs that are commonly present in Factory Showdown racing. To discover the boost levels where he imagined them, Wolfe installed a good 8. 0-inch pulley at the crank and a 2 . 65-inch blower drive pulley.
With enthusiasm and energy in the air, Wolfe made a final check from the throttle actuation then he pushed the “start” button over the dyno console. After a handful of tries, Godzilla roared to our lives with a crisp cackle through the headers indicating big items were about to go down. There was clearly also race gas within the fuel cell instead of the common 93-octane. The 7. 3L had a menacing attitude which has a sinister note at nonproductive.
After temperatures rising the engine, Wolfe built a few pulls with lower timing to ensure the engine appeared to be happy. The vitals seemed good, so he cranked the sucker up, revved it a few times and sent the throttle to the end. Godzilla made a roar as the Superflow dyno used its load, then, while using the monoblade throttle plate placed wide open the revs started to climb.
Typically the revs came up as well as the exhaust was ear-piercingly high in volume. It made a much more hostile sound with the blower so when boost came on it transformed from a howl to a thunderous cry. Soon, the internal-combustion symphony reached full track just as Wolfe’s self-imposed redline of 7, 900 was hit. He hiked back at the throttle control to prevent over-revving, cut the ignition in addition to silence came over the area. Our attention jumped for the computer monitor, where the exhibit showed Godzilla produced you, 450 horsepower at 8, 800 rpm and one particular, 030 lb-ft of Mustang moving torque!
“That’s 1, 450 hp at 16 lbs regarding boost, ” says Wolfe. “The timing is still a little conservative, and it didn’t find close to maximum blower rate. I’m happy with the effectiveness of the heads and move downstream of the blower; this kind of tells me three things. The lower boost indicates the regulators, ports and valve occasions are reasonable. The second thing is the fact I need to get the blower accelerate. Lastly, we had some seatbelt slip, so I have to work with that, too. ” Wolfe already ordered a being unfaithful. 0-inch damper and has included Grip Tec finish in all the pulleys.
“I could keep on my development, but sooner or later you have to shoot the professional, put the engine in the car and even go testing, ” Hair laughs. “And that’s just where we are. I expect gradually it will go north of just one, 600 horsepower, but Im not by sure the amount of. We’re doing a few ultimate touch-ups on the car plus the plan is to be testing simply by mid-March. If it goes properly, we’ll be racing and even that’s pretty exciting. ”
While this is surely an aggressive build for heads-up racing, Wolfe offers a number of packages for all types of jobs. He has worked closely using Callies on cams in addition to connecting rods for different blends starting at 600 hp and it goes up from there. They can build the Godzilla of your respective dreams or help you get typically the parts to build your own.