Ford’s 7.3-liter truck engine is back, and this time its gas.
This was deliberate. Ford may have designed its new large gasoline truck engine to any size it wanted, but it chose to give each cylinder diameter of 4.22 inches and a journey of 3.98 inches. The cylinder volume by eight gives you a shifting capacity of 445 cubic inches or more of 7.3 liters. It was the replacement of Ford’s first live diesel and fuel injection engine, the filthy and inalterable 7.3 Powerstroke engine from the 1990s and early 2000s. Those torques go gogies are basically Navistar bus engines that create haze rings before the burden of mere pickup trucks. Many of them took into account the distance around the moon, and the phrase “seven triple commas” remains a minicity that makes Super Duty F-series fans feel warm and excited. Ford would not regret it if truck buyers had a deep and inn can’t explain that its new V-8 was immortal. You know, eight cubic meters per other cylinder and it will be 7.4. But it’s not.
This new 7.3-liter V-8 thruster replaces Ford’s 6.8-litre 6.8-liter V-10 engine, one that sounds like an ailing hippo and is even less interesting. With a 90 degree V angle, a wrought-iron symbol, a cast-iron block, and aluminum heads, the 7.3 is not a perfect design. But it follows the best methods of hot-rodding. Check those exhaust pipes, which look a lot like the front of the car. On the air intake side, you can look directly at the air filter, above the passenger side headlights of our F-250 example, and from there, there is a short trip to the solid refill pipeline. This seems like it has a healthy lung, an impression confirmed by surprising 5800 rpm of fuel cutting (for a giant truck engine). Horsepower is 430 at 5500 pm, with 475 pound-feet torque at 4000 pm.
Don’t let the following number make you think that 7.3 needs a lot of spins to do its job. Underpinned by variable valve timing, this large V-8 produces more than 400 pound-feet of torque from 1500 rpm to the fuel cutting threshold — distinct from the specified red line, starting at 6000 rpm fanciful. We pulled two trailers that differed from 4000 to 5000 pounds, and the 7.3 was completely unused by either of these cars, giving the wheel at speeds below 2000 rpm with Ford’s 10-speed automatic transmission at the top as if the truck was not carrying five or six tons of total vehicle weight combined. Maybe if you’re reaching a maximum drag of 7.3 (21,200 pounds for a rear two-wheeled F-350 pulling a gooseneck trailer), you may not often enter Number 10.
That 10-speed line is part of the reason why Super Duty buyers would be keen to pay $1705 for a big block upgrade. While the basic 6.2-liter F-250 was not necessarily a weak one (385 horsepower, 430 pound-feet), it was hampered by a six-speed automatic gearbox in luxury and lower models. Prepare for version 7.3, reduce by $390 for 4.30:1 axial gears, and you’ve got an F-250 that’s perfectly superior. And it looks good to do that, singing out the quiet V-8 roar without digital enhancement from the sound system. The 7.3 upgrade is also $8450 cheaper than Super Duty’s optional 6.7-liter turbo-diesel engine, which is a significant saving for buyers who don’t need to move the entire mountain in one go.
The downside of 7.3, as you might expect, will be felt every time you fill its fuel tank, which is 34 gallons or 48 gallons, depending on the base length of the truck. We often assume that the fuel-efficient computers on board will increase their number, but if that is the case here, then version 7.3 can use the umbilical cord connected to the tanker. While towing, we see an index of 8 to 9 mpg and that number doesn’t improve much without a trailer – we’re talking 12 mpg. The truck in question, a crew cabin, the four-wheel-drive F-250 with a base length of 160.0 inches, also weighs about 6850 pounds with all options. Regret. However, we received 14 mpg on the highway in an F-350.
Commercial vehicles — dump trucks and shuttle buses — received a commercial version of the 7.3-horsepower 350 horsepower and 468 pound-feet. For those of you who are thinking, “Well, that’s still enough for the epic U-Haul fires,” we have sad news. The E-series van, the ancient platform beneath many boxes and RV cars has the most commercial tone or lam version possible of the 7.3, a special edition for an economy that produces only 300 horsepower and 425 pound-feet. We can guess which one you’ll find working under Mom’s Attic.
That 425-pound-feet torque is exactly the same as the amount of torque the Powerstroke 7.3 produced in 1994, its first year. Coincidence? We don’t think so.
2020 Ford F-250 Super Duty 7.3-liter
front-engine, rear- or rear/4-wheel-drive, 3–6-passenger, 2- or 4-door pickup
XL, $37,775; XLT, $42,555; Lariat, $50,670; King Ranch, $63,075; Platinum, $69,965
pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection
445 in3, 7298 cm3
430 hp @ 5500 rpm
475 lb-ft @ 4000 rpm
Wheelbase: 141.6–176.0 in
Length: 231.8–266.2 in
Width: 80.0 in
Height: 78.9–81.5 in
Passenger volume: 69–136 ft3
Curb weight (C/D est): 5800–6850 lb
PERFORMANCE (C/D EST)
60 mph: 7.0–7.5 sec
1/4 mile: 15.4–15.7 sec
Top speed: 95 mph