Ford 7.3 Godzilla Twin Turbo

[txtrophy85]

To be completly honest, I was a bit dissapointed in the Torque numbers for the 7.3 in stock form.

475 ft. lbs is less than the old 7.3 liter diesel in its final years.


Sure, we have grown accustomed to ridiculous power output over the last 2 decades, but with the diesel putting up 1075 lbs of torque having the next best option only making 475 ft.lbs of torque seems anemic.

The current superduty diesel moves down the road effortlessly at any speed.....I drove the 7.3 and low end power was certainly there but you realized you were not in a diesel when you hit the gas doing about 40 mph

[91cavgt]

There is a VERY big difference between an aftermarket motor putting out 1,000 hp and a factory motor producing 1,000 hp. The aftermarket setup is not going to have the fail safes in place to prevent someone doing something stupid and blowing the motor while a big manufacturer is going to have those fail safes in place.


Take the fuel quality for example. An aftermarket ECU, as far as I am aware, does not have the same resolution nor sensor inputs nor programmed fail safes. Now I’ll admit it has been a few years since I tuned an aftermarket computer, but 18 years ago some factory turbocharged cars would automatically lower the boost pressure if any knock is seen. The original SRT4 was like this. Even though the computer would run 19 psi of boost, you could fill it up with 87 octane and no engine damage would occur. This is because the computer would see the knock as the boost was rising and was able to retard timing AND pull the boost back to only 5 psi BEFORE any engine damage was done. None of the top of the line aftermarket engine management systems came even close to that. The last car that I tuned was a 1991 Cavalier Station Wagon that was making 300 hp and 375 ft lbs at the crank, 15 years ago on a Haltec, and it passed the tail pipe sniffer inspection test.


Granted, that was a long time ago, but as aftermarket ECU manufacturers improved engine management, so did the OEs. So my point is that a factory ***x hp vehicle is going to be more reliable than an aftermarket vehicle of the same power, in most cases.

[Quackerbox]

There is a VERY big difference between an aftermarket motor putting out 1,000 hp and a factory motor producing 1,000 hp. The aftermarket setup is not going to have the fail safes in place to prevent someone doing something stupid and blowing the motor while a big manufacturer is going to have those fail safes in place.


Take the fuel quality for example. An aftermarket ECU, as far as I am aware, does not have the same resolution nor sensor inputs nor programmed fail safes. Now I’ll admit it has been a few years since I tuned an aftermarket computer, but 18 years ago some factory turbocharged cars would automatically lower the boost pressure if any knock is seen. The original SRT4 was like this. Even though the computer would run 19 psi of boost, you could fill it up with 87 octane and no engine damage would occur. This is because the computer would see the knock as the boost was rising and was able to retard timing AND pull the boost back to only 5 psi BEFORE any engine damage was done. None of the top of the line aftermarket engine management systems came even close to that. The last car that I tuned was a 1991 Cavalier Station Wagon that was making 300 hp and 375 ft lbs at the crank, 15 years ago on a Haltec, and it passed the tail pipe sniffer inspection test.


Granted, that was a long time ago, but as aftermarket ECU manufacturers improved engine management, so did the OEs. So my point is that a factory ***x hp vehicle is going to be more reliable than an aftermarket vehicle of the same power, in most cases.

Nah man, jegs can sell you a kit and it's good to go. Lol

Sent from my SM-G970U using Tapatalk

[RifleBowPistol]

You added to your post. First, where is the photo of this GT?! I'd love to see it, I just sold my WB HC for a GT350. Love the GT350 10x more than the HC, and it's "only" got 526 hp LOL

Second, if you got a 750 hp NA coyote, you need to work for Ford because they are only squeezing 760 hp outta a cross-plane 5.2 with a giant SC strapped to it.

With an e85 tune, 1000 hp out of a HC with a simple pulley swap and bigger pump/injectors is pretty easy, and can be run as a DD. I looked at the 1000 hp package until I realized 700 hp was way more than enough on the track, and at 700 hp, I could keep my factory warranty.

We are not talking about the same cars.