Ford 7.3L Gas Engine

5030 · Jan 4, 2020

Just another fatter payment book

ruffdog · Jan 4, 2020

nikerret said:
For those not wanting to watch the video:

2017 Ford 6.2L w/aftermarket intake and exhaust on 3.73 rear end:
335 HP
369.5 LB-FT

2020 Ford 7.3L on 4.30 rear end:
358 HP
407.3 LB-FT

See video for particulars. There are a lot of variables discussed.

Another variable is the 7.3 had bigger tires.

RickB · Jan 4, 2020

Guy here drove one today.
Viewing a thread - Test drove a 7.3 Super-donkey

nikerret · Jan 4, 2020

ovrszd said:
It was cheaper to design and build an entirely new platform rather than Ecoboost the existing 6.2L?

Maybe there were other concerns?

It’s not unlikely Ford started by Ecoboosting the 6.2L and found it would cost too much and/or there were reliability issues. I recently read the cost to build a pushrod is much lower than the cost to build a single overhead cam. Once their R&D is paid for, I wouldn’t be surprised to see the 7.3L be the only gas engine offered, in the Super Duty lines. Right now, they are still selling a lot of 6.2L’s. Many buyers are timid trying a new transmission and a new engine, in the same truck. I know our County maintenance is looking at getting the 6.2L over the 7.3L, For a few reasons, the main one being they don’t want to be a test dummy on too many things.

The other issue with taking a 6.2L and turbocharging it, is end consumer cost. The diesel is around $10,000 more than the current 6.2L. Moving from the 6.2L to the 7.3L costs less than $2,000. What would the Ecoboost 6.2L add? Aftermarket forced induction runs $5k-$10k, for a kit, not installed. Installation costs vary from $1,000 to $5,000.

In regard to aftermarket, let’s look at Roush. Roush has a kit with three year warranty, for the Gen 1 Raptors, which use a slightly higher performing 6.2L, built more for performance than longevity. Roush offers a kit for the current F-250’s. It costs around $15,000 and doesn’t touch the engine. I’m inclined to believe they tested it, on the Super Duty and found it didn’t make sense.

When I look at Ford and Roush deciding not to put forced induction on the 6.2L, in the capacity these trucks were designed for, I have to think it didn’t make financial sense or caused too many long term reliability issues. Otherwise, they would do it, if they could make money off of it.

nikerret · Jan 4, 2020

ruffdog said:
Another variable is the 7.3 had bigger tires.

Yes, it was one if many variables. This video did a good job of addressing them. I do with they had shared the mileage differences.

dodge man · Jan 4, 2020

I’m guessing there is a lot more drive line loss in heavier duty trucks. I’ve got a lightly modified 5.7 hemi in a Challenger that equaled what the 7.3 put down on the dyno and I know the 392 hemi exceeds that by quite a bit. I’m not sure how they got numbers at lower rpms since an automatic will normally just downshift at lower rpms if you go full throttle.

ruffdog · Jan 4, 2020

dodge man said:
I’m guessing there is a lot more drive line loss in heavier duty trucks. I’ve got a lightly modified 5.7 hemi in a Challenger that equaled what the 7.3 put down on the dyno and I know the 392 hemi exceeds that by quite a bit. I’m not sure how they got numbers at lower rpms since an automatic will normally just downshift at lower rpms if you go full throttle.

We need the full charts that include the numbers at what rpm to compare. Many times the dyno operator has to find the sweet spot where it won't downshift if floored, then run the tests.

Tractorable · Jan 5, 2020

Test drive vids on the new 7.3L are starting to trickle in on YouTube. Love how that 10 speed transmission keeps it right where the power is.

2020 ford 7.3 gas 0-95 - YouTube

XSKIER · Jan 5, 2020

ruffdog said:
We need the full charts that include the numbers at what rpm to compare. Many times the dyno operator has to find the sweet spot where it won't downshift if floored, then run the tests.

I must be the only one aware that any modern vehicle transmission can be commanded to lock in 1 to 1 gear (maybe 7th gear on this 10 speed) as well as lock the torque converter clutch through the OBD2 port. Without the command you'd only get about a 500 rpm swing in each gear wide open on a 10 speed.