Dream crusher.
Wow. Ford has "optimized" every square inch of that 7.3 gas engine. I have never seen that on a Ford truck engine to this extreme. The block is thin walled and ribbed throughout. The cast stainless exhaust manifolds are beautiful. Beehive springs. The coil/wire/plug arrangement is very organized and clean. The pan is gorgeous. And pushrods with a roller cam? Yes please!!
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The rockers are very nice...replete with a needle bearing roller trunion. Just beautiful.
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I like the groove/embedded valve cover seal or gasket too.
This engine would make for a perfect Raptor or CJ from Ford Performance.
I’d love to see what 5-10 years of real honest tech going into ibc ohv design could yield.
•reengineer the pushrod assemble, and entire cam profile to actual a split plane of double the pushrods maybe
•reengineer the cylcinder head to have a lighter load step lifter to lift the valves much less for light duty, as well as a corresponding variable timing implementation
•engineer variable cylinder deactivation that actually works on 2 to 4 cylinders in a cycling fashion when low speed steady state cruising to effectively be running a 1.8 to 3.5L engine so roughly a ~2.65L mill when cruising.
My point is if half the energy that has gone into stuffing tech into huge 4v engines is applied to ohv ibc, a much more efficient design can be had that may well reach 100hp/L with much more average torque and much less physics size. Hell, if the desire is there, high rpm is also attainable.
Anything over 500ft/lbs will be impressive and more then any other gasser currently... The 1997 460 EFI was 400ft/lbs. The 2003 7.3 power stroke turbo diesel was 525ft/lbs for comparison sake.
I would be disappointed if it makes less tq than the PS 7.3. Mostly because the technology is over 15yrs newer. Im hopeing to see at least 550tq at 2500rpmAnything over 500ft/lbs will be impressive and more then any other gasser currently... The 1997 460 EFI was 400ft/lbs. The 2003 7.3 power stroke turbo diesel was 525ft/lbs for comparison sake.