Ford 7.3 Godzilla V8 Engine - Cam, Valvetrain & Oil Pump Revealed: Cam Lift, Rocker Ratio & More!
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- Опубликовано: 3 окт 2024
- In Part 4 of our series on the 7.3L Ford "Godzilla" former director of Ford Performance, Brian Wolfe dissects and explains the variable displacement oil pump and talks about the entire valvetrain, including camshaft, lifters, pushrods, rockers, valve springs and valves. Stay tuned... our next video will show a 7.3L "Godzilla" running on the dyno. Be sure to subscribe so you don't miss it.
I like that the oil pump is more of a mechanically controlled feature rather than electronic.
As a full time wrench spinner the aluminum housing and variable housing brings me cause for concern. Especially with any for of electronic control. I would think an immediate removal/delete of whatever electronic unit is to articulate the pump against that spring is a 100% requirement for true reliability.
@@MrAPCProductions Well it doesn't look like the housing itself is doing any sort of changing. It looks more to me that the pump turbine is only changing where its center of rotation is to change how much oil passes through.
@@MrAPCProductions There is no E control on that VD pump, when the engine is at idle or light load excises oil pressure is used to push on the spring and change displacement of the pump and use less power.
@@MrAPCProductions After reading your comment. I check to see if you had any videos of you working on cars. I knew I was not going to see any.
@@TdrSld I notice that too. I don't see where the electronic control is.
These videos are fantastic. I foresee Evan and Brian on stage at the Oscars winning Best Short Film category! This 7.3 is pretty amazing, that cam has more lift than any 60's musclecar engines. Pushrods and rockers look like race car pieces.
Ohh baby! This thing is looking serious! That block is so beefy I doubt they’d have to do much to the cores to cast it in aluminum.
Love the 60mm cam core and those beautiful tapered pushrods and roller rocker arms.
That’s a whole lot of goodness laid over 445 cubic inches!
Those Pushrods are some logs💪
Thanks for the video, good questions, great explanations
Thanks!
thats what i said, and they are factory!!!!!!
Yeah looks like it will have some badass valvefloat
love the direction Ford took with the design. These engines will be amazing when more aftermarket stuff is released.
Glad that Ford has designed this engine for long term durability and to address some of the shortfalls seen in the 6.2L engines currently in production. Our fleet trucks at the utility I work for end up with over ten thousand engine hours and well north of 250k miles before they are replaced. Broken valve springs are an issue we have run into on the 6.2l engines.
Patrick D that’s the first issue I’ve heard about with the 6.2. Do they tend to brake at a certain amount of miles?
I have a 2011 with 180K. So far so good.
I come back to these videos every couple of months, and am impressed with every detail in this engine. It seems that Ford has gotten it right, the first step out of the house.
Sorry to tell you but this engine is having a lot of problems.
Can’t wait for the video talking about wiring harnesses and control packs
Throw an old Holley carb on that thing. Rig you up an oil pump driven distributor. Yee haw
Maybr I missed this in the earlier videos, but was Brian a Ford engineer? He seems to have a very deep understanding of this engine and feels like he has personal pride in it.
Yes, he was a Ford engineer, the director of Ford Performance and later director of global engine engineering I believe.
Perfect person to have on board then! :-)
He was also the head of SVT and is a real diehard drag racer.
@@brian1157
In other words he'll forget more than I'll ever learn. Lol. PERFECT guy to explain the ins & outs.
I'd kill to be back in high school at this point in time..
(So there are 100s of these in the junkyard by the time I were in my 20s and having a half dozen fox body's lying round to make solid bruisers 🤘)
6BT_ Str86 probably not gonna happen. Still hasn’t happened with the 6.2 gas motors. The junkyards aren’t flooded with them, and I’m sure they won’t be flooded with these. You’d have to buy this from Ford.
Too bad there was not any performance gearheads in my high school. All what people did was rims and bass heavy stereos for shitty ass music in their cars
Man just seeing that you can tell this engine has huge horsepower potential. And last while doing so. Can't wait the stuff one of these under the hood of Mustang
Interesting oil pump. I will say that in my experience, vane pumps are good but don’t do well with any contamination. Opposed to the gear pumps that will take lots of abuse. But I am sure they have tested it thoroughly. I work for a repair shop for heavy equipment. The variable displacement pumps we use are all piston style, bent axis for the most part. Several ways to control them. Curious design. I think this engine will be a hitter. I really want one lol.
@Marius Ipad plastic pickups have been a thing for a long time.
Engineers are cool!😎
Ford and Brian. Well done.. This is a awesome engine for the future of trucks and us gear heads. That cam is a monster. Those pushrods is race ready.. Needless to say a near ultra street motor That's been detuned for the street..
Godzilla stock racing?
I can't wait to see what this engine can do once hot rodders start really diving in! I want to see crazy cams, high revs, turbos, all of it! I suspect this will be the new stock bottom end king.
Good stuff. There is so much garbage on RUclips it's great to hear directly from an engineer.
No hype is good.
It's pretty cool that the oil pump is built in to the windage tray. Might make some builds tricky but that seems efficient. Might make a dry sump easy to set up too!
I'm getting really excited about this engines potential
That shop is immaculate!
I met Mr. Wolfe when I was in the Blue Angels (late 80's early 90's). At the time he was racing a 5 liter mustang and I got a ride in it, Tom Wilson of Super Ford was writing an article on the Mustang.
I believe Mr. Wolfe developed the 5 liter GT40 heads.
Thanks for the memory, I did test the heads, but a guy named Wally Beaber was the driving force on the design.
Thank you for the updates on this motor. They seem to have complicated the oiling system too much.. Valvetrain looks much better. Like the corporate welfare champ, GM LS I hate that you have to pull heads to remove the lifters. See how it balances out. Love the camshaft core.
Thank you.
yeah.. but a failure defaults the pump to it's maximum pressure/ volume.. So it's pretty bullet proof still.
Thanks for the break-down pics of the interior. The vane-style pump shown is well-known in the hydraulic field, and it lasts a very long time. Here, it is being promoted as lowering the load on the engine during low-powered cruising, however I believe it's greatest benefit is on a high-mileage engine. Wear on the cylinders and bearings can add up to widened clearances, and older engines will encounter increased oil-flow through the wearing tolerances.
This means that the cylinders and bearings closest to the oil pump will be fine, but the cylinders and bearings farthest away from the oil-pump will experience low-pressure. In the common V8 engines with a simple fixed-flow oil-pump, The rear two bearings and cylinders will have the worst wear, and they are the ones to suspect when you hear a light rod-knock, or the spark-plugs show excessive blow-by, or oil-fouling on the plugs from the worn valve guides.
A pressure-compensated pump like this will increase flow as the engine wears, and that is a good thing. I suspect something like this can add 100K miles to an engine, which puts it well past the common life of an automatic transmission. Well-done, Ford. This is a good development.
Thanks for your insight.
A chain-driven oil pump takes some getting used to but at least the chain won't be under full tension at low/moderate RPMs.
Looking forward to see Godzilla Engines in Trophy Trucks out in the dezert.
If ford themselves would publish videos like this I feel they would sell a lot more of either the 6.7 or 7.3 it’s nice to see the internals of the engine we are buying instead of just seeing hp and tq ratings. Awesome videos 🤙
3:35 .540 lift is the reason this engine make 430 hp. If you don't believe me. Check the cam lift for the 426 hp 2012 Camaro SS.
I want to see Ford destroke this engine, make the block aluminum and stick it in a Mustang. Boss 429 anyone?
An aluminum block with the magic number 427 would trip my trigger!
As it is, it seems like Ford is going to do a 6.8L. A good 'tweener number between the 6.2 and 7.3.
I wish this much excitement was there for the 6.2. Love to see the insides of that engine. Oh well. This one is for the pro's obviously.
Nice video.
Would like to have seen more of the pump components made out of cast iron.
From what i can see there will be aftermarket oil pump lockout kits to make the pump run under high flow mode. Hopefully it should last decently.
Those valvetrain are def overkill but kinda understand when you are talking about an engine running for 300k miles and beyond.
I managed to simulate the engine on a software without knowing the timings and fuel mix. I able to get as close to the stock values of the engine.
In tuned form, race headers, single big throttle body and race manifold. Super big cams and tuning for horsepower NA. I got around 700bhp crank close to 8000rpm. Thats with upgraded bottom end to be able to rev way higher than stock.
With twin turbo setup. The best power is around 1000+bhp.
But what interest me is the huge difference when i change the heads and valvetrains to a setup like the Coyote. I got almost 1000bhp crank NA tuned and upgraded bottom end.
My mind was blown.
I've been studying this beast and as a current and original owner of a 2013 Raptor SC, I've modified it throughout the years. But I definitely have been doing some homework on supercharging or twin turbos to experiment with. I've heard all kinds of rumors about Ford putting V8's back in the Raptors and as being an UAW worker I can't confirm nor deny these rumors. What I can say is I'm going create a monster for my personal ride😏
Bring back the Crown Vic and drop a 7.3 with a modified intake and cam and you got a serious cop or fleet car
That would be awesome especially because cop cars in auctions are cheap
Always interesting to watch!
make a lot of them! every piece looks awesome, but if you ignore it like the 6.2, which I would love to have but there are basically none in the wreckers that I can find, it wont do the enthusiasts any good.
You listen to all the specs Brian talks about and not long ago, they were high end race engine stuff. 60mm cam journals, raised cam tunnel, 3/8 push rods, etc.
That oil pump seems to be great for efficiency but also looks very costly if it needs replaced. Is it serviceable without taking the tray and chain off?
@BJames3351 no. oil pan and front cover will have to come off. my have to pully the motor if the subframe is not removable.
They should give one of these free to anyone who bought a 6.0 or a 6.4 Powerstroke diesel.
What a sick engine! Everything about it is beefed up and already capable of so much. Add a small blower on it and let it buck
Imagine one day when this gets turned into the next NASCAR engine
Won't happen. Bore spacing is too big for NASCAR rules.
I'm happy to hear that it doesn't have direct injection. From what I've heard direct injection can lead to carbon buildup and reduced engine life.
right off the bat I guessed boss sized valves; 2.15" x 1.65". They upsized them to 2.17" x 1.67".
This is looking like one nice engine. I think the key will be fresh oil changes to keep the part wear to an absolute minimum. Oil is cheap and should be changed often. This engine should have a nice service life and I think really may be the engine choice most will go after. I love all the torque you get from the 6.7, but man, that's a lot of money up front and your wallet will be really mad when some kind of major replacement has to happen. I think the 7.3 will also be fleet choice.
Brian Wolfe said, "...( the variable displacement oil pump) was one of the key features of this engine, so we didn't need variable (electronic) engine displacement or direct injection". I know he means the variable displacement oil pump lowers parasitic drag because unlike a fixed displacement pump, it is not just pumping against the pressure relief spring, and blowing it's energy away in the form of heated oil. I get that it takes away less power because it only pumps what it needs, based on oil system backpressure. First let me say this is NOT a new concept. The first 4 speed GM Hydromatics had variable displacement oil pumps, and that was the late 1940s technology. I do not like the huge space volume inside this oil pump. It looks like an ever loving pain in the rear to PRIME when you do an oil change. Lots of space to air lock in there. Maybe it has a check valve in the PLASTIC pickup tube. If so, just another thing to break. I would not trust a plastic oil pickup. But to say the this more efficient oil pump satisfied some design criteria to make it not necessary to include electronic displacement control and direct injection does not add up in my mind. For one, electronic displacement control (cylinder dropping if you want to call it that) does save some gas, because it is not injecting as much of it, but don't forget that those deactivated cylinders are now just along for the ride, and are still creating parasitic drag. Not good for efficiency at all. Maybe it is not a great idea anyway to drop cylinders. As for not needing direct injection, well I see direct injection on a gas engine as allowing the engine to burn very lean fuel mixtures. This saves fuel and gets more energy out of the fuel, as it is a more complete burn, leaving almost no unspent hydrocarbons due to the gas being injected at such a high pressure. So not sure how using a more efficient oil pump satisfies what design criteria that makes these other engine management systems not something Ford wanted to use with this engine. Please explain your comment.
Nice!!
Seems like if taken care of this could be an engine that could go well beyond 300k. Especially if designed and expected to idle for hours on end.
Can the oil pump fail to prime after an oil change like ford’s older variable displacement pumps?
Maybe that's why they used the short plastic pickup tube. Get the pump as close to the oil as possible to make it easier to prime.
.540 .600 cam wow
Great vids. Can you guys do a video on what changes ford has made in the production of this motor over time. ? And which one is best for an after market build. Im putting one in my 65 fast back
I'll work on that. Thanks for watching.
@@revanevan thanks for the quick reply good videos no bs. And a verry knowledgeable crew.
The only gripes I have for this engine are, short deck height, open deck, only 4 head bolts not 6 per cylinder, and that oil pump is probably going to be expensive if you have to replace it. I really hope this platform gets 1/3 the love that the ls does. Could you imagine a tall deck 6 bolt block from dart? And how about some revised 6 bolt cylinder heads. I would seriously have to consider finding some sort of fomoco muscle car.
It's not an open deck, please see earlier video, we have a full explanation.
James Sheets with the head bolts the size they are and the very high torque loading they are under. I don’t think it will be a problem. On a Ford Windsor or Cleveland yes, a lightweight low skirt block that starts to distort the block at high cylinder pressures 4 bolts was never enough.
@@revanevan Yes, you are correct. I think my mind got clouded with the information from other automotive related videos I have watched since then. I would like to see the deck without the saw cuts. I understand the reason for them but every little thing you can do for cylinder bore stability is a plus in my book.
@@vintagetintrader1062 larger bolts definitely help and in the stock application are just fine. With power adders the extra fasteners and a quality mls gasket would be extra insurance. Are there any aftermarket ls blocks with just larger bolt holes? As far as I know they have 6 bolt holes per cylinder. But I'm not aware of the specs on most blocks.
Have Brian take a look at the Australian inline 6 Ford Barra...
It definitely adds rigidity.. otherwise, they would have made it out of super thin sheet metal. It's that thick "engineered" looking structure for a reason; It helps to structurally box' in the engine, rather than it having a completely open bottom; so it helps to stabilize those main bolts and reduce resonant flexing in the block.. (plus dual purpose as an oil baffle, ect.). They do it on several other engines also. I've seen them on 2JZ's and LS engines, ect..
Going to be interesting to see if anyone does a front mount oil pan for front sump cars.
As it is, it looks like it wouldn't be too much to engineer relative to what you'd normally have to do.
I'd like to see ford throw these in a new mustang body and revive the cobra jet; really make a straight up demon competitor
Or destroke it, cast the block out of aluminum and make a modern day boss 429. I'd like to see one last big block mustang before everything goes electric.
I am in the planning stages of putting in a 363 with a KB in a 94GT. After watching all these videos I'm wanting to do this swap instead. Where can I get purchase info on this engine? Cant find info on it anywhere.
i don't believe its for sale in retail just yet. i believe this is actually them showing how they are working on a crate engine... they are working with ford after all. my hope and belief is ford performance and or SVT will offer a standard and a low performance version. as SVT said they are already working on several different kits for the engine.
@@thesavior2398 I have the 363 Fordstrokers(Out of parted car) on the stand and was going to do the 2.8KB swap on it with 6 speed( not yet purchased) Its lot of custom work. I'm hearing the 10 speed is the same length as the 6 speed. If this 7.3 pans out with swap kits and crate engines all this stuff is going up for sale. I subscribed and biting at the bit on info. Loving the updates from this channel.
@@camaromustangmods3327 ya i think the 10 speed and the 6 speed are just about the same. but i also know that the bellhousing on the 7.3 is the same bellhousing as the coyote. because they said it fits directly to the mustang transmission.
@@thesavior2398 is the f250 gonna come out with the 10 speed?
Argelio Olivares yes it is
I see the oil pump design being the drawback to this engine. Wish they would of stuck with the crank mounted oil pump like the MOD, HEMI, and LS engines of today. Time will tell, I could be wrong as some Honda's have chain driven "remote" style pumps and they're pretty damn reliable.
Ford's duratec 4 cylinders have a similar remote mount oil pump, happens to be an application I'm very familiar with and have never seen any oil pump issues with them. I'm sure this will not be a weak link in the design.
Apparently hemi's have oiling issues which is why so many have cam/lifter failure
How did he get his hands on one ?
The oil pump reminds me of a hydraulic pump.
The oil pump assembly looks like it's good for windage
What are the valve sizes on the 6.2 gas. I had one in my 2018 and had to trade it in for the 7.3. I'm stoked watching these videos.
Price and availability, and will it be available with stand alone Electronic Engine Controls (EEC). This would look good and work well for my 51 Ford F3 pickup...
It's brand new so only pricing is at the dealer right now, and stand-alone ECU solutions are in the works.
@@revanevan
Has Ford release an "over the counter" SRP....
With boost, is this engine more capable than the coyote? Boostedf150 is making 900+ rwhp on a stock engine.
Idk bud time will tell same thing im talking about..... Matter fact if it gose all hog boosted they better be hitting 2000 hp or els whats the point if it cant keep up with the hemis and lsx if it goes racing like this guys want
I have a 2004 Ford Excursion would that motor fit in My Excursion? Appreciate a response thank you and Appreciate your time!
The variable vane oil pumps on the diesel 3.2 ford engine have caused countless destroyed engines in Australia. When the oil changed, the pump loses prime and the engine is destroyed on start up. This was apparently caused by delaying the refilling of the sump with fresh oil. So much for saving a few drops of fuel.....
What oil pressure does this thing run with no variable oil pump control
Same system been in auto trans for decades, wonder why it took so long for someone to use it elsewhere
@@mark_osborne it would seem you have not rebuilt any 700/4L60/70 trans then as is exactly like this , they have been around since 80,s
@@Hitman-ds1ei Well I'll be an SOB, I stand corrected !
That valve train is pure beef 😆
That's all race engine stuff! I'm sure they could have used smaller stuff, but they must be racers😁
Also what transmissions will bolt up ?
Beth, any trans that will bolt to the 4.6/5.4/or V10 modular (and the 5.8 Shelby engine) and Coyote 5.0. Thanks for watching and please be sure to subscribe and see our earlier videos on this. We cover you question there as well.
@@revanevan i think you guys are using a 10speed trans. Y not the 6r80 ? Is the 10 speed trans an easer swap. I have a new edge with a 6r80 and us shift6 controller and i love it.
@@IamBethIam 10 speed only fits 3rd gen coyotes
Does this engine have a 3 oil gallery system,eg,one oil gallery dedicated to feed all the main bearings first?
Great insightful video! When will there be a detailed cylinder head video
I hear you came out with a kit for engine swap into any car/ truck if so let me know , I want to drop one in my 01 supercrew xlt . And when I get one a 08 crown vic .
How about tolerance to those owners who will not change oil and do required maintenance.
Please put some turbos on this thing
what kind of power do you guys think this engine is capable of for a carbureted truck pull engine, do you think it can make 850 NA with extensive head work big cam, rods and pistons 8500 rpm
FORD POWER......💪🇺🇸
Is the lifter size bigger than the standard ford lifter size .875??
Where can we get a new roller cam for the 7.3?
Please will u add Closed Caption thanks
I will work on that for future videos.
@@revanevan thank I enjoy ur video very much and I want know all about 7.3. I am deaf by high fever 2yrs old.
@@revanevan thank for the CC
No springs behind the oil pump vanes ? Must be centripetal forces that keeps them out against the inside of the housing. The vanes and the housing look like they could be high wear items !
Same setup that's been in use for decades in automatic transmissions
@@wainfiggitty Totally different environment. ATF stays very clean for a long, long time. No exhaust gases to contaminate it.
@@jackpatteeuw9244 not in racing applications...
@@wainfiggitty and who said this engine is a racing aplication?
@@argelioolivares631 I'm not. I'm saying in applications where auto transmissions are worked hard, the clutch materials and heat contaminate the fluid. Auto trans fluid doesn't always stay nice and fresh. Regardless, if someone let's their oil get so bad that a vane type pump would rather commit suicide, well, they were asking for more problems than just that.
Here's a gerotor pump that's full variable flow. The first prototype is old-school, but the technology works with a modern crank-driven pump design. It's NOT a controlled bypass, where excess flow is just dumped back to the input side. (That tends to cause oil aeration problems.) It's also not dumping oil overboard. It's a new patent-pending approach:
ibb.co/4JRQknT
ruclips.net/video/Ace0XkoU5Wo/видео.html
Here's the pump running on the rig at 4,000 engine RPM (2,000 pump RPM):
ruclips.net/video/9NkEF_ZkNBw/видео.html
Pretty ingenious design on that oil pump, but give me as much volume as possible at all times, I will gladly take that hit in fuel economy. Also the more simple the design the longer it will last like a gear pump.
2:00 first off, the variable displacement oil pump look like the transmission oil pump in a 4L60e. Next, reducing oil pump load is not going to save as much fuel as cylinder deactivation or direct fuel injection.
F165 both of which have inherent problems with longevity. I’m sure the aftermarket will take care of this if it’s ever an issue.
@@mikehaslett3738 There is nothing wrong with the 4L60e oil pump. When I rebuilt my 96 Tahoe at 285k miles. I took the pump apart and put it right back togather.
I'll be the first one with twin turbo working with on3 and lund jr from lundracing should be the first one in the world going for 9s I put the 7.3 in side a 2019 f150 single cab .
Hmm. I had planned on putting one in my 2014 RCSB 4wd F-150, once I finish all my other unfinished projects... So I may never get it done I guess?
I hope Ford didn’t reuse the 6.2 valve springs. We all know how reliable those 6.2 springs are.
What’s the best oil for that engine?
So are pumps run off of chains
Did Brian share the @.050 duration numbers for the factory camshaft?
he did not
My guess 208/212
@@BrandonLayMusic rumored to be 204/214 but nothing factual
Luv this motor though, and think it's going places!!!!!!!!!!!!!!!!!!
Good places!!! just sayin
I think it's a sin that they put chains on this thing. It could have easily been gear to gear, and even geared to the oil pump too. Just like the 7.3L Diesel; and then this engine could have lasted forever. smh. Why do they insist on making things only last 200k miles. I hate it.
Godzilla intake valve: 2.17"
LS3 intake valve: 2.165"
Ford needs to get to about 2.25" to really step it up over GM.
That motor would look right at home under the hood of Excalibur
Those valves are HUGE.. lol
What are the cam specs?
That push rod doesn’t look too short, buddy.
Think they will ever make a HO Version of this motor to make it into a raptor. Seems like it’s not going to directed towards anything performance Oriented
STREET RACER I don’t think so either. So many people all over the place keep saying it’s coming in a mustang and raptor. I don’t see ford doing it with this work horse.
It's a cam, headers, and tune away from 562 hp. That seems pretty performance oriented to me.
@@bigboreracing356 I can believe it
Matt Moats not gonna see ford doing that factory. After market anything can be made fast. Shit a old big block cam and heads easy 600 to 800 hp lmao. Nothing special when a big block makes over 550 hp. Factory cars back in the 60s made that
LMFAO it's not supposed to be a high performance bruh it's for trucks
So, I didn’t here an actual value given to the saving on fuel economy or horsepower gain. I have never had trouble with gerotor pumps. I wonder if they actually survey customers what’s important in a heavy truck motor. To me it’s reliability first, fat power band second and fuel economy last. I’m sure a bus manufacturer will swap performance for economy and leave reliability first.
It's also in a shit ton of non commercial personal pickups where all they do is whine about MPG
Where can I get a 7.3l Godzilla/10r80 to put in my crown vic?
Midnight Auto Supply
U-Haul ^_^
That oil pump look like a weak point those little vains much rather have a gear pump I’m curious to see how that does in a really cold climate like -20 to -30 whene the oil is really cold I get that there doing this for fuel mileage but it is such a small gain don’t think it’s worth it
I'm quite sure Ford did its R&D which includes cold-weather testing. Of course any new system has to be proven out in the real world, but this is actually a proven design used in a wide range of applications, not just automotive engines.
REVan Evan yea I’m sure it will be fine but out of everything in this engine that was the only thing that seemed ? Vain pumps are solely for efficiently don’t really have any other advantages over a gear pump
That oil pump looks similar to one in a transmission I hope its more durable than it looks considering what this engine is replacing the problematic v10
Godzilla came from the Aussie nissan gtr in its ability to run all over the competition how do you call a new untested ford "truck" engine Godzilla
The rocker ratio was what?
1.8
R Shiery So the intake valve opens to 1.08 inches? That’s a HUGE hole! What would be the theoretical engine rpm limit for that engine based on air flow capacity only? It currently appears to go past 6,000 rpm on some F-250 test reviews I have seen. Looks like this baby has some lungs!
@@americanrambler4972 the rocker ratio is 1.8 x cam lobe lift of .600 =
1.08 for exhaust
I'm waiting to see the foxbody that's in Michigan that was just installed with Godzilla. I feel the wars of the 60's muscle era are making another run😁. I just hope it's not shortlived with the dreadful EV lurking around 🤬
What war you know hemi and ls big blocks pushing close to 2k hp this block sounds promising if it hits those numbers
@@argelioolivares631 It reminds me of back in the day when the big 3 were battling it out for bragging rights. Then everything pretty much went to small cubes, gas savings etc. All I'm saying is this is a big motor with alot of potential, that makes me reminisce of that era. I'm a Ford fan, but I'm also a car guy (American made), so I love seeing who comes up with the latest toys.
@@nashvillelewis-jones5666 ev is american made hell teslas are probably more american made then the big three jajajajaja they already beat the hell cat in the street and the demon aswell i love some old school but nah i dont want to be that guy that gets run down by every average joe gear head in the street this engine and this guys trying to convince everybody this is the engine to have just tell ls guys ford sade uncle and copied them
@@argelioolivares631 I can't see Tesla's or any of EV's being classics in the future. I personally don't want one. That's one of many reasons I like the class I run in too, nostalgia...so no EV's or foriegn. Bonus, the car is conversation piece, even on the trailer at the gas station. Everyone has their own thing, views and opinions and I don't knock someone for just being themselves.
@@nashvillelewis-jones5666 well the pony war was in full swing since they reintroduced the Camaro ss that 6.2l kick the shit of the 4.6l mustang gt then they brought the 5.0l then dodge bust the 6.4l out to play then tesla said hold my daiquiri and bust out the twin motor all drive ev lol are they gonna be classics its to soon to say yes or no dont really care i just want to buy whats poping like our for fathers did in the early 70s they just wanted to go faster then the jone's
They changed the pump tray design already? That took less than a minute
This is early stuff and every manufacturer makes design changes along the way, sometimes even after production. It's quite common.
That oil pump windage tray design is over kill why not put the oil pump in the front cover and have it driven by the crank like other pushrod engines I mean 6.7 diesels have them and they never fail