News today of Ford's rumored 7.3 L gas engine

Lwiddis wrote:
Auto manufacturers are secretive. I suggest they wouldn’t even tell a dealer.

Ditto.

When new products are "in development", a dealer won't know about them.

With all the variable valve timing tech out there, and cylinder deactivation, packaging is simply friendlier with a pushrod motor. All that tech requires more space between the cams and valves, which requires much bigger valve covers on overhead motors, but can take up otherwise unused space in the valley of the pushrod motor. Also, variable valve actuators mean variable cam actuators can go away, and dual overhead cams aren't really needed anymore. Lastly, direct injection further improves cylinder management, making valve timing a little less critical.

FWIW - in the 2000s most of the European heavy diesel engine makers started making overhead cam diesel engines, to better control combustion cycles. As soon as High pressure fuel injection came into the scene, the overhead cam designs were made immediately obsolete, since injection control works even better.

And Groover is correct that lower operating RPMs is a new objective. It helps MDTs meet the new greenhouse gas emissions limits. That same standard is why the current 3-valve V10 was re-cammed and now has less peak HP, but more HP down low, and a lower overall operating RPM range.

mosseater wrote:
As someone who just ponied up for cam phasers, chains, guides, tentioner and solenoids, I can tell you for certain push rods will be fine with me. I grew up on an FE block 390 in a Fairlane which made beastly torque. Plenty of magic left to be had in pushrods, without all the other valve train weight and expense. Seems dinosaurs shouldn't be extinct after all.

I think both Dodge and GM have shown that pushrod engines still have plenty of potential.

I kind of wish Ford had gone the same way as them with continuing to develop the pushrod engine.

I never cared for the 2 and 3 valve versions of the mod motors.

hone eagle wrote:
If it is a push rod engine ,the reason most likely is packaging ,it will be used in motorhomes not just pick ups and it makes the doghouse smaller

That plus I believe that this is meant to be a relatively low RPM truck engine. The over head cams seem to help more at higher RPMs. I can't find it now but I saw a video a few weeks ago showing almost a ramp in the head design to add a lot swirl to the incoming air to get better fuel mixture for cleaner and more efficient burning. This could not be done with a four valve engine, hence the two valve design.

If it is a push rod engine ,the reason most likely is packaging ,it will be used in motorhomes not just pick ups and it makes the doghouse smaller

As someone who just ponied up for cam phasers, chains, guides, tentioner and solenoids, I can tell you for certain push rods will be fine with me. I grew up on an FE block 390 in a Fairlane which made beastly torque. Plenty of magic left to be had in pushrods, without all the other valve train weight and expense. Seems dinosaurs shouldn't be extinct after all.

Mosseater wrote:
I was hoping to have a pushrod engine in my future when ordering my next truck, but it appears it's all a hoax.

That statement had me questioning my sanity, wondering why on earth Ford would seemingly go backwards in technology after making OHC truck engines for over 20 years. A little research, and it makes more sense- a 7.3 liter OHC engine would be physically massive and challenging to fit in a truck. I think something is coming, so don't worry. The Triton V10 is getting long in the tooth and the 6.2 V8 apparently doesn't have the duty-cycle durability that Ford wants. This is evidenced by the fact that the 6.2 has a GCWR of 4000 lbs less than the V10 in the same application (E450), despite having more horsepower. So, it just makes sense for Ford to build a new big gas engine and I think we'll see it soon.

harmanrk wrote:
You started this thread asking for thoughts. As was stated by myself and Hone Eagle (Who's location is Essex ON, the County that Windsor Engine plant is in), there is a lot is equipment going into that building to make this new engine. Your dealer my not be aware of it, but there is plenty of information that has gotten out, that a new engine is being built to replace the 6.8 V10. I love how everyone just assumes it will be in the 250 and 350 as well, replacing the 6.2.

As you have noted, with large companies, any project can be canceled at any time, and it is true that Ford may change direction and stop all work on this new line tomorrow. but as of today, all indications are that in 2020 there will be a 7.x (7.3 seems to be the going thought) engine is large Ford trucks. (Those where the v10 is currently an option)

I remember reading GM had a engine plant in New York all set up to produce the baby Dmax engine for the half ton trucks. That plant never produced a production engine because of high diesel fuel prices and perhaps the bailout topic.

hone eagle wrote:
Oh and mosseater nice job on my Volvo ,you and your fellow workers did good - 900,000 and still pulling.
still quiet and tight.
thumbs up

Glad to hear, but I work at the Reman Center, so had little to do with your ownership success.

At least, so far, lol.

We are mainly a Mack components facility. After we got our Volvo engine line up and running, they (in their infinite Swedish wisdom) saw fit to remove it entirely to Charlotte, where they had nothing but headaches. Case in point about corporate "logic".

Oh and mosseater nice job on my Volvo ,you and your fellow workers did good - 900,000 and still pulling.
still quiet and tight.
thumbs up