As Ford’s 5.0-liter dual-overhead-cam (DOHC) “Coyote” V8 becomes ever more modern, picking up dual-injection and Plasma Wire Arc Transfer cylinder liners in the 2018-model-year Ford Mustang GT, a report has emerged that suggests the automaker’s next big truck engine to be built at Windsor could go a bit more old-school. An admin at the SVTPerformance forums, one “SID297”, claims to have knowledge of a 7.3-liter pushrod V8 that’s set to go into production at Ford’s Windsor Engine Plant, which will reportedly replace the company’s aging 6.8-liter SOHC “Triton” V10.
Although largely a relic of the past, pushrod engines – a.k.a. overhead-valve (OHV) engines – have stuck around in some applications due largely to their low complexity, reliability, and cheap production. They carry the added advantage of relatively compact external dimensions, hence why Chevrolet’s small-block V8s so often tend to be the engine-swap candidate of choice; you can stick an LS just about anywhere. And of course, where there’s less metal, there’s usually less mass.
Ford’s 7.3-liter OHV V8 will reportedly be just the first in a range of pushrod-type V8 engines, which will replace the 6.8L Triton V10, and could spell the end for the 6.2L Boss V8. It’s expected to first appear in the Ford F-Series Super Duty for 2020. The block could be cast from either traditional gray iron or Compacted Graphite Iron (CGI), SID297 says. CGI could allow Ford to design a stronger, lighter block than the iron-block 6.2L and 6.8L engines.
Ford’s alleged new 7.3-liter OHV V8 ought to be a boon for the workers at the Windsor Engine Plant, which was in desperate need of some fresh investment. The plant’s 2- and 3-valve 6.8L V10 engines have been mostly sidelined to products like the E-Series cutaway and stripped chassis, the Ford F-650/750 Super Duty, and the F-450/550 Chassis Cab.
The Blue Oval is already using that tech in various ways.
A great way to protect the SUV's vital components when off-roading.
Things remain quite inflated, though inventory is turning.
Two things that the union lost during the last recession.
In three different trims levels for that market.
A growing problem pretty much everywhere.
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This is the first intelligent thing ford has done in over 30 years! Bring back the pushrod V8
What a stupid comment... what about leading the entire car industry with the widespread adoption of smaller-displacement engines. Something that even though some people criticize, the entire car industry as a whole has adopted.
I'm impressed This is the first intelligent thing ford has done in over 30 years! Bring back the pushrod V8
And the talk on the town is that this engine might use CGI in the block.
https://www.svtperformance.com/forums/threads/update-return-of-the-pushrod-fords-new-7-3l-engine-is-actually-an-ohv-v8.1160212/#post-15917777
Born for racing as most if not all NASCAR racers use blocks in CGI
This engine is most likely smaller due to the lack of OHC and has thinner cylinderwalls because of the turn to CGI in the block and may leave some important space under the hood for some hybrid solutions. It will fit under lower hoods and may find its way to more models. Wait and see.
THE TECHNOLOGY FOR PUSH ROD ENGINES IS WAY BETTER THAN EVEN IN THE 1980'S. THIS DESIGN WILL BE EFFICIENT AND PROVIDE THE NEEDED POWER IN A MORE COMPACT PACKAGE.
Given the incredible simplicity of design, and the cost savings that single cam, push rod motors incorporate, both the SBC and the SBF motors prove the possibility of enormous power potential. As to whether the push rod design is archaic, in truth, longevity, e.g., the mighty SBC, doesn't always equal or warrant the designation, " archaic."
We are actually putting a 7.0 version of this 7.3 engine into the 220mph Crown Victoria GT7
This engine is going to be for light/medium duty trucks. Innovation isn’t necessarily what customers want. They want a durable drivetrain with little to no downtime. We see plenty of 4-550 trucks with 6.8l engines that are tired or in need of major repairs because they just don’t make the power need in these heavy trucks. The LS has been a major success.
As philosopher Plato said, “simplicity is the mark of a genius“, thus Ford going with a new gas 7.3 L v8 with simplicity in its design from ground up while improving reliability, fuel economy, lower emissions, and overall superior performance on all levels makes Ford’s engineers geniuses. Now if Ford would put the 3.0 v6 Powerstroke with the 10 speed HD transmission into the cutaway chassis E450, in both a hybrid and non hybrid combination and in F4/550 in a hybrid combination that is genius to the next level. Tough. Reliable. Smart. Way to go Ford!
To Mr. Kent Pull the 3.0 powerstroke is not suited for heavy duty applications or any application for that matter there is no longer a benefit of running diesel in medium duty sector especially in a fleet scenario. I am a fleet mechanic and I have many trucks in my care and for the cost of repairs in a diesel and downtime and required driver training their is absolutely no benefit. We have 6.2L gas and 6.7L diesels the 6.2 gives us zero issues the 6.7 on the other hand let me count the ways, exhaust systems, injectors, water pumps, egr coolers, spun main bearings, random oil leaks and a few more "minor" issues. And not to mention a general higher price all around for parts. And for the cost of one exhaust system for a 6.7 I can purchase 2 crate motor 6.2 out of Ford so tell me where is the benefit?
NO LONGER INTERESTED IN THIS LINE OF THOUGHT,DEAD ISSUE. BORING ME TO DEATH.