Whipple Supercharger Coming For Ford 7.3L Godzilla V8: Video

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Whipple has a long history of making superchargers for all sorts of Ford products from the F-150 pickup with the 5.0-liter V-8 engine to the Mustang. One of the most anticipated engines that Ford has put into one of its vehicles in a long time is the new 7.3-liter Godzilla V-8 engine that will find its way under the hood of the new Super Duty pickup. That engine has best-in-class power and torque producing 430 horsepower and 475 pound-feet of torque from the factory.

We have seen a video where the Godzilla V-8 was put on the dyno, and it produced 358 horsepower and 407 pound-feet of torque at the wheels bone stock. One caveat with that dyno run was the pickup hit its 90 mph speed limiter. The Whipple supercharger for the engine is seen in images here. It’s important to note that the prototype seen here was built before the engine CAD files were available. The final production shape is somewhat different than what is seen here.

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Whipple is going to make a cast aluminum unit, the blower here is billet. The design of the supercharger is said to be very similar to what Whipple sells for the 2018 5.0-liter Coyote V-8 engine used in the Mustang. The 7.3-liter supercharger promises much larger intercooler cores than the version for the smaller 5.0 engine. The supercharger kit is expected to use the factory throttle body and a six-rib belt set up.

Upgrades for the blower will include an improved throttle body and a 10-rib belt. What anyone interested in the Whipple 7.3-liter supercharger wants to know is how much power will the 7.3 make with the supercharger installed. Whipple hasn’t offered any hard numbers for the supercharger, but it did tell SVTPerformance that the 7.3 with a blower makes well into the 700 horsepower range with torque to match.

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Source: SVTPerformance

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Written by Shane McGlaun

Shane is a car guy with a fondness for Mustangs and off-roading.

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17 Comments

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  1. There must be more to this. Less than 100hp/liter after any amount of forced induction doesn’t seem noteworthy for a modern engine.

    • Well, what you have to realize is that horsepower doesn’t always scare directly with engine size and not all modern engines have a near 100hp/L output. Not only that, but the engine in question is not a DOHC like most of Ford’s engines, but rather, it’s a push-rod configuration.

    • Also, with the supercharger and already being able to make 600+ hp N/A, this thing could get well over 800+ hp…

  2. Save the money on the supercharger and get a 6.7. I bet the diesel still walks away from it towing a trailer and gets 1.5 times the fuel economy.

    • Well, that would be why the 6.7 is also a massive premium of $10,495 over the base 6.2L Gas and the 7.3 is only a $1,705 premium over the 6.2L.
      The 7.3 was not MEANT to replace the 6.7, and thus your statement is a bit nonsensical. The 7.3 is effectively meant to be a way to get something a bit more powerful than the 6.2, but without spending a $10,500 premium (over 6 times the premium one would pay for the 7.3).

  3. Well, what you have to realize is that horsepower doesn’t always scare directly with engine size and not all modern engines have a near 100hp/L output. Not only that, but the engine in question is not a DOHC like most of Ford’s engines, but rather, it’s a push-rod configuration.

  4. Please don’t use “Godzilla” which is a Japanese reptilian monster. Use “King Kong” which is a American created monster ape, much older than Godzilla (King Kong came out in 1933), and much more intelligent. The new movie coming in November will have them do battle, and Kong will win!

  5. This engine combines “mature” technology (proven pushrod configuration) with all we have learned about combustion chamber design, air flow patterns, and optimum bore and stroke ratios, along with the most modern materials available. The larger cubic inch size allows impressive usable horsepower and torque, but at lower stress levels than a smaller displacement engine would experience. It also appears that fuel efficiency will be good in relation to its output.
    This engine will be fun hot-rodded as it has massive low and midrange torque ( really entertaining to drive) while still offering the possibility of extreme power along with reliability. With the electric onslaught, it’s good to see additional worthwhile and innovative internal combustion engine combinations— regardless of what brand may be on them.

  6. Two major factors make this large cube 7.3 very different from previous Ford big cube truck engines. One is the very high ( relative ) high compression ratio of 10.5 to one. The older tech large cube truck engine of 6.8 liter and 10 cylinders had a very low 9.0 to one compression ratio. That’s an increase in CR of 17 percent with an increase in torque comparable, throughout the RPM range, but especially at the very low 1200 to 2100 RPM range, where it counts the most for any medium or heavy duty truck. The older Ford truck engines used overhead cams which pushes the peak torque up the RPM scale, which is not good for daily driving when responsible drivers probably never drive hard and therefore never go above 2500 to 2800 RPM on a regular basis. Diesel engines in Dodge, GM and Ford engines have a max torque rating at only 1600 RPM, which is where it is needed for normal driving. Spending money for more parts with a single or double overhead cam is stupid, for a truck engine.

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