Who will swap for the new 7.3 V8!

Discussion in 'Mustang S550 General Forums' started by Fatguy, Mar 9, 2019.

  1. Erik427

    Erik427 Well-Known Member

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    You do realize that I sell engines? Mostly used? Yes, I've owned a coyote.

    The 7.3 is by far the better of the two.
    In 1 ton truck form, the 7.3 almost betters the coyote and it does so with a very conservative
    87 octane tune that would just kill the 5.0

    You should research the hp difference from 1/2 ton 6.2 vs 1 ton 6.2
    Also research the 5.0 1/2 ton vs GT
    This will get you on track about hp differences from a GT - 1/2 ton - 1 ton perspective.
     
  2. Erik427

    Erik427 Well-Known Member

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    You can study the hp difference while using the Raptor too.
    6.2 1/2 ton vs Raptor vs 1 ton.
    3.5 TT 1/2 ton vs 3.5 TT Raptor and then throw in the Ford GT's 3.5 TT

    So yea, the 7.3 is the better of the two and by far.
     
  3. Erik427

    Erik427 Well-Known Member

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    The 7.3 has a single exhaust.
    Wonder what a dual exhaust will do for it?
     
  4. DekiDoo

    DekiDoo Well-Known Member

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    You may sell engines, but you know nothing about them. The 7.3 is better in the heavy duty truck than the coyote, that's it. As a performance car engine, it's an anchor.
     
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  5. bootlegger

    bootlegger Enginerd

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    Working at a backwoods WV U-Pull-It isn't exactly the same as being a performance engine specialist.
     
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  6. Norm Peterson

    Norm Peterson corner barstool sitter

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    For use in a Mustang, neither engine design is as good as it could (should?) have been. But as far as production fitments are concerned, we're past the days of throwing more and more displacement at it.

    Here's a litmus test for this whole 7.3 into Mustang thing . . . Vorshlag has been swapping LS engines into all sorts of non-Chevvies for pretty much the same reasons you keep bringing up for the 7.3. If they ever jump ship and start working with some derivative of this 7.3, that'll be when dropping it into the S550 (or even the S197) might start looking like a reasonable swap. Not just do-able simply because it can be done.


    Norm
     
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  7. Norm Peterson

    Norm Peterson corner barstool sitter

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    Nobody is arguing that the 7.3 is not better for truck use. The disconnect is insisting that what's good for truck duty is also going to be good for Mustang duty. Though I suppose if all you want is a low-revving understeering pig (truckish enough?) whose best claim to fame would be its ability to turn expensive tires into smoke on demand . . . welcome to 1967.

    How about instead of me looking up information about vehicles I have no interest in, you post up those truck HP numbers for me.


    Norm
     
  8. Big Boss

    Big Boss Well-Known Member

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    If the 430HP in the 7.3 is the ultra conservative tune, what is the even lower 350 hp tune? The super ultra mega conservative lol

    That is where the entire thread spun out of control. The OP wanted the engine as is in truck tune in a Mustang which would be an insanely expensive swap to do just because.

    I don't think anyone is arguing the engine couldn't make big power with a new tune/cam and all your usual tinkering.
     
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  9. tokuzumi

    tokuzumi Well-Known Member

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    Could we see lower displacement pushrod V8s make it to the F150 and Mustang? Maybe. But Ford is really going balls deep into the ecoboost, so I don't see them putting a lot of R&D into a new NA V8 that will see low production numbers for a few purists. Especially since the coyote and voodoo engines are serving their purposes quite well. This 7.3 will sell in huge numbers because of fleet super duty truck sales.
     
  10. TexasRebel

    TexasRebel Gearshifter

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    Now you're arguing with yourself.
     
  11. BmacIL

    BmacIL Enginerd

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    Dyno cert vs chassis cert. Class 4+ chassis-cab requires dyno certification of engines for emissions/GHG.
     
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  12. TexasRebel

    TexasRebel Gearshifter

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    How many camshafts would it take to make a "cam in cam" engine? One... Or two? ;)

    Dual concentric cams are still not a single cam shaft. They are just a silly complication that works as a retrofit, but designing around one would be like specifying your home floor plan based on the size of your refrigerator, only to buy a new refrigerator based on the nook you just built.

    http://www.mechadyne-int.com/products/duocam/
     
  13. tokuzumi

    tokuzumi Well-Known Member

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    Can't wait to see all the performance parts the aftermarket builds for this engine.
     
  14. WildHorse

    WildHorse N/A or GO HOME

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    Moron strikes again. Those number are with premium fuel. Regardless still 5 less hp than my '17 GT. Torques I couldn't care less
    Moron strikes again, again.. we've been over this at nauseam.. it won't be shorter cause the bore spacing & bore size is larger than the coyote. or if you're talking height. Still wrong.
     
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  15. Norm Peterson

    Norm Peterson corner barstool sitter

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    But it still installs into a V-type engine as a single cam, and since it still has to be an OHV design it uses pushrods.


    You could have said the same thing about the Vari-Cam (1960's stuff) . . . or any valve timing / intake-exhaust phasing adjustability while running. Even TiVCT, Vanos, or VTEC.

    I'm sure that given the right design requirements, dual concentric cams could well be the right answer. ChryCo's engineers - no slouches at performance engine design - apparently thought so.


    Norm
     
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