So I got bored the past week and did a deep dive into the Ford 7.3L V8 Godzilla crate gasoline engine as a potential swap option for our TJs. Since there really isn't a lot of information out there yet, I figured I would dump my notes here.
Background:
So what is this engine, and why would I ever swap it?
Well, ever since Ford did away with the 6.8L V10 (which was literally a 5.4L V8 with two extra cylinders), Ford was building a replacement option for it. And it came out as the 7.3L V8 Godzilla, and began appearing in 2020 model year trucks.
Even though this engine was originally designed for large pickup trucks and vans, engine builders and swappers have had their eye on this engine for quite some time. The large displacement, extremely stout build, small footprint, and numerous other factors make it a potentially very attractive swap option. And Ford has begun selling this engine as a crate engine, and plans to release control packs and front engine accessory drive (FEAD) options in the near future.
To shortly summarize the engine, the stock 7.3L is capable of 430 horsepower (5500 RPM) and 475 ft-lbs of torque (4000 RPM), and has a very flat torque curve. I'll leave the finer details to other more well-written articles, but the engine has 7.3L of displacement (theoretically could be stroked to 8.2L), uses port fuel injection (potentially adding direct fuel injection in the near future), uses a pushrod design, and has numerous other features I'll leave to more in-depth articles.
Check out this holley.com link for an introduction to this engine
This video is a really good introduction to the Godzilla:
Size:
One of the primary advantages of the Godzilla engine is its small size for its displacement. Technically a small block, it is narrower than a 5.0 Coyote, although just a little longer. It measures 24" long from the bellhousing face to the timing cover, and about 29" long including the harmonic balancer and FEAD. Compare that to the TJ 4.0L I6 which is 32" in length. So the engine is actually shorter than an I6, about the same width as most GM options; however it is a bit taller. Aftermarket intake manifolds could probably shorten the height closer to the average GM option.
Transmission options:
The Godzilla engine uses Ford's "Modular V8" transmission pattern, meaning there are a vast number of different OEM and aftermarket transmissions available for the 7.3L.
Other Ford Modular V8 engines include the 4.6L V8, the 5.0L Coyote V8, the 5.2L Voodoo V8, the 5.4L V8, the 5.8L Trinity V8, the 6.8L V10, and the 5.0L and 5.3L Cammer V8s. Any transmission that bolts to one of those theoretically will bolt to the 7.3L V8.
I believe the Ford Boss line of engines also use the Ford Modular V8 transmission bolt pattern. This primarily includes the 6.2L Boss V8.
The engine, in factory form, is paired with Ford's 10R140 transmission, which is a 10-speed version of the 6R140. Ford transmissions are named by number of gears and input torque capacity. Hence the 10R140 is a transmission with 10 forward gears, and rated for 1400 Nm (1,033 ft-lbs) of input torque. This transmission is also used behind the 7.3L powerstroke, though the powerstroke version has a couple extra clutch packs and planetary gears for the increased load. The 10R140 has the capability for power take-off of up to 300 Nm.
A short list of a few popular transmissions that should bolt straight to the Godzilla:
Diagram showing 10R80 construction
Controls:
The engine is offered as a crate engine from Ford, and they plan to release an OEM controls pack for the engine. Aftermarket controls packs are already available for manual and some automatic transmissions, including the 6R80, and a lot more should become available as people do more swaps with this engine. Ford plans to offer FEAD components with the engine in the near future. In the Super Duty, it is normally equipped with a 240 amp alternator, with dual alternators (397 amp) being an option. It is used with vacuum brakes, so the OEM power steering pump might not effectively support hydroboost or ram assist. An A/C compressor should be included in the FEAD package, and I'll bet it will be more than adequate for our little TJs.
Modifications:
This engine has only been out for a year or two, and yet people are already doing some impressive modifications with it. With some modest upgrades and tuning, 600 hp is achievable with natural aspiration. As much as 1,100 horsepower is achievable with stock internals and a pair of turbos, and 1,500 hp with a blower and some modest upgrades. I won't be surprised when someone manages to crank 2,000 hp out of one of these. Ford is rumored to be working on an OEM turbocharged version.
Acceptable gear ratios:
In the deepest geared configuration, this motor is offered in the Super Duty with the smallest (31.5") tires with 4.30 gears, and the highest with 33.2" tires with 3.55 gears. On a TJ with 35s and 10R80/10R140, that would correlate to a range of about 3.73 to 4.88. So even if you choose to run 4.88 gears (which would put you about 2150 RPM at 75), you would be in an OEM specification of engine RPMs. At the tallest end, 3.73s and 35s would put you at 1840 RPMs, which would still be well more than adequate given the impressive torque of the 7.3L. This engine is designed to rev, and should have an OEM redline of about 6,200 RPM. Even if you decided to go super deep with gearing, running at 3,000 RPM all day shouldn't be that big of an issue.
Why the Godzilla?
Why bother swapping in a Godzilla when you could just as easily do a different engine?
Background:
So what is this engine, and why would I ever swap it?
Well, ever since Ford did away with the 6.8L V10 (which was literally a 5.4L V8 with two extra cylinders), Ford was building a replacement option for it. And it came out as the 7.3L V8 Godzilla, and began appearing in 2020 model year trucks.
Even though this engine was originally designed for large pickup trucks and vans, engine builders and swappers have had their eye on this engine for quite some time. The large displacement, extremely stout build, small footprint, and numerous other factors make it a potentially very attractive swap option. And Ford has begun selling this engine as a crate engine, and plans to release control packs and front engine accessory drive (FEAD) options in the near future.
To shortly summarize the engine, the stock 7.3L is capable of 430 horsepower (5500 RPM) and 475 ft-lbs of torque (4000 RPM), and has a very flat torque curve. I'll leave the finer details to other more well-written articles, but the engine has 7.3L of displacement (theoretically could be stroked to 8.2L), uses port fuel injection (potentially adding direct fuel injection in the near future), uses a pushrod design, and has numerous other features I'll leave to more in-depth articles.
Check out this holley.com link for an introduction to this engine
This video is a really good introduction to the Godzilla:
Size:
One of the primary advantages of the Godzilla engine is its small size for its displacement. Technically a small block, it is narrower than a 5.0 Coyote, although just a little longer. It measures 24" long from the bellhousing face to the timing cover, and about 29" long including the harmonic balancer and FEAD. Compare that to the TJ 4.0L I6 which is 32" in length. So the engine is actually shorter than an I6, about the same width as most GM options; however it is a bit taller. Aftermarket intake manifolds could probably shorten the height closer to the average GM option.
Transmission options:
The Godzilla engine uses Ford's "Modular V8" transmission pattern, meaning there are a vast number of different OEM and aftermarket transmissions available for the 7.3L.
Other Ford Modular V8 engines include the 4.6L V8, the 5.0L Coyote V8, the 5.2L Voodoo V8, the 5.4L V8, the 5.8L Trinity V8, the 6.8L V10, and the 5.0L and 5.3L Cammer V8s. Any transmission that bolts to one of those theoretically will bolt to the 7.3L V8.
I believe the Ford Boss line of engines also use the Ford Modular V8 transmission bolt pattern. This primarily includes the 6.2L Boss V8.
The engine, in factory form, is paired with Ford's 10R140 transmission, which is a 10-speed version of the 6R140. Ford transmissions are named by number of gears and input torque capacity. Hence the 10R140 is a transmission with 10 forward gears, and rated for 1400 Nm (1,033 ft-lbs) of input torque. This transmission is also used behind the 7.3L powerstroke, though the powerstroke version has a couple extra clutch packs and planetary gears for the increased load. The 10R140 has the capability for power take-off of up to 300 Nm.
A short list of a few popular transmissions that should bolt straight to the Godzilla:
- Ford 10R140 - 10-speed, 1400 Nm transmission used in Super Duty trucks and Chassis Cabs. Essentially a supersized 10R80. Most likely 30.3" long.
- Ford 10R80 - 10-speed, 800 Nm transmission used in F150s and similar vehicles. V8 versions of this transmission should bolt to the 7.3. Note Ecoboost versions will probably not bolt to the 7.3. This transmission is commonly used behind the 3.5 Ecoboost, which is rated for 500 ft-lbs of torque. So it should withstand the 7.3L in all but severe duty applications. 27.8" long. (If I had to choose a transmission, this would absolutely be my choice.) Same as GM 10L80 transmission (different bellhousing).
- Ford 6R140 - Older 6-speed transmission used in Super Duty trucks and chassis cabs. 6-speed, 1400 Nm. 30.3" long. Same size as 10R140.
- Ford 6R80 - Older 6-speed transmsission used in F150s and similar vehicles. 6-speed, 800 Nm. Almost same size as 10R80. 26.6" long.
- Tremec T45 - 5-speed manual, 375 ft-lbs capacity. Probably undersized, but may possibly work.
- Tremec T56 - 6-speed manual, 350-400 ft-lbs capacity. Probably undersized, but may possibly work.
- Tremec TR3650 - 5-speed manual, 360 ft-lbs capacity.
- Tremec TR-6060 - 6-speed manual, 600 ft-lbs of torque. Possible good match for stock 7.3L?
- Getrag MT-82 - 6-speed manual, 800 ft-lbs torque capacity. Good option for modded 7.3L?
- Tremec TR-3160 6-speed manual, 405 ft-lbs torque capacity.
- Tremec TR-9070 7-speed manual, 664 ft-lbs of torque. Seems like a potentially awesome option given the wide span of gears and high torque rating.
- ZF S6-650 - 6 speed manual used in older Ford Truck applications. Features a 5.79:1 1st gear ratio and a 0.72:1 OD ratio. A very interesting option for sure. Rated to 530 ft-lbs. The diesel version is rated to 560 but I have no information if that would bolt up as well.
- GM 700R4 - 4-speed automatic
- GM 4L80E - 4 speed automatic
- GM TH350
- GM TH400
- Tremec 3550
- Tremec T90
- Tremec T14
- Tremec T86
- Tremec T15
- Tremec T18
- Tremec T98
- Tremec T19
- Bronco II / Ranger 4-speed
- Bronco II / Ranger 5-speed
- Aisin AX-15
- New Venture NV3550
- New Venture NV4500
Diagram showing 10R80 construction
Controls:
The engine is offered as a crate engine from Ford, and they plan to release an OEM controls pack for the engine. Aftermarket controls packs are already available for manual and some automatic transmissions, including the 6R80, and a lot more should become available as people do more swaps with this engine. Ford plans to offer FEAD components with the engine in the near future. In the Super Duty, it is normally equipped with a 240 amp alternator, with dual alternators (397 amp) being an option. It is used with vacuum brakes, so the OEM power steering pump might not effectively support hydroboost or ram assist. An A/C compressor should be included in the FEAD package, and I'll bet it will be more than adequate for our little TJs.
Modifications:
This engine has only been out for a year or two, and yet people are already doing some impressive modifications with it. With some modest upgrades and tuning, 600 hp is achievable with natural aspiration. As much as 1,100 horsepower is achievable with stock internals and a pair of turbos, and 1,500 hp with a blower and some modest upgrades. I won't be surprised when someone manages to crank 2,000 hp out of one of these. Ford is rumored to be working on an OEM turbocharged version.
Acceptable gear ratios:
In the deepest geared configuration, this motor is offered in the Super Duty with the smallest (31.5") tires with 4.30 gears, and the highest with 33.2" tires with 3.55 gears. On a TJ with 35s and 10R80/10R140, that would correlate to a range of about 3.73 to 4.88. So even if you choose to run 4.88 gears (which would put you about 2150 RPM at 75), you would be in an OEM specification of engine RPMs. At the tallest end, 3.73s and 35s would put you at 1840 RPMs, which would still be well more than adequate given the impressive torque of the 7.3L. This engine is designed to rev, and should have an OEM redline of about 6,200 RPM. Even if you decided to go super deep with gearing, running at 3,000 RPM all day shouldn't be that big of an issue.
Why the Godzilla?
Why bother swapping in a Godzilla when you could just as easily do a different engine?
- OEM support of both OEM and aftermarket applications. Ford is offering this as a crate engine, and has indicated they intend to expand the platform. And since it is a relatively new platform, OEM support of this engine should be around for a long time.
- Aftermarket support - this engine has a lot of potential and a lot of hype, and I won't be surprised if it overtakes the Coyote in popularity. Many manufacturers are already developing aftermarket parts and kits for this engine, both in OEM and retrofit applications. Since it is such a new engine,aftermarket support should be around for a long time.
- Extremely reliable horsepower and torque - this engine is designed to be run hard in the Super Duty and chassis cab configurations. It is routinely used in applications up to 28,000 lbs GCWR in it's highest OEM tune. Your sub-10,000 lbs GCWR jeep will be a piece of cake, even if you run it hard. I wouldn't be surprised to see 200,000 miles on a new engine and transmission put into a TJ.
- Great horsepower and torque with good mileage - This new engine design puts out 430 HP and 475 ft-lbs of torque. That's already as much as most TJ owners could ever want. No need to mess with making it more powerful. The engine itself should be quite efficient.
- Compactness - this engine occupies a smaller footprint than even the 5.0 Coyote, and theoretically could fit in a TJ engine bay without much issue. A small body lift may be preferable to increase clearance, but we really won't know until someone tries. Relocation kits for the oil cooler and oil filter are available aftermarket.
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