Great stuff. It amazes me how we all have different priorities. No headers? That’s 50HP LOSS. oh well… I’m sure that little bronco will move pretty good with that motor! 😂
Looking great! I want to do a 7.3 in my '83 F-250 but cost is keeping me at another BBF right now. These engines are very affordable for what they are, but as y'all know, it's everything else along with it that drives up cost. Transmission, control, ac lines, etc. add up fast.
I am working on a 7.3 Godzilla swap into a '79 F150 and have a couple of questions. Do you guys sell those engine mounts, or even sell the drawings for them so I can make them myself? Next question is about the clutch master cylinder, it looks like it came off a mid '90's OBS truck, is it mounted with a doubling plate to reinforce the firewall, and how is it connected to the clutch pedal?
How did you guys connect to the stock fuel rail? Also, did you keep the Bronco's original steering gearbox, to run off the Godzilla's power steering pump?
The TTB platforms are on our list to investigate/build but we haven't gotten there yet. We're hoping it's no more difficult than the early trucks but need to check out how the crossmember fits with the engine.
@@WellSortedAutomotive Now that yall have had some time with this, how are you liking it? How does the transmission shift? Is it Car like or Truck like on the shifting?
@@WellSortedAutomotive Rated torque capacity of the 4040 at 15,000 GVW is only "up to 425 lb.-ft.". Seems a little weak for a "big-block". NV4500s are 450 lb.-fr. 5600s are 560. Cutting corners in the trans department is never a good idea. Look what happened.with 1st Gen Dodge Cummins trucks with Getrag 360s. That "1/4-ton" transfer case isn't long for the.world, either. Probably not a good idea to "delete" the factory oil cooler either. When Ford "engineers" something like that and it's "built-in" to the engine lube system, it's not "overengineering" or "overkill". It's there for reason. "Towing" in Arizona with that "rig" and with those time bombs behind "Godzilla". I think I'd shitcan "saving money" in the "short term" especially when a "delete plate" isn't free either and I'd be looking to "save money" in the long run. Anybody with the "budget" to do a "frame-off" cosmetic "restoration" of that pile and can afford to feed it $4.50 pump premium at the 10 mpg it MIGHT "average" and put ARBs in 1/2-ton axles twisted by a "big-block" can probably swing a "will-fit" engine oil cooler, a handful of fittings and a few yards of hose.
@@WellSortedAutomotive Aren't those engine mounts a "universal" Ford mod motor "kit". Ford TTB frames are pretty "flexy". Not sure I'd go with a "solid" engine mount.
@@WellSortedAutomotive Neither does calling a big block an engine with Triton family mod motor architecture that has no small-block counterparts. A "1st" gen small-block Chevy can be bored and stroked to 454 cubes. Doesn't make it a big-block. GM tall-deck big-block truck motors are 366 cubes and 427 cubes. Doesn't make the 366 a small-block. The first - and only - Chevy big-block "W engine" is the 348. Still a big-block. The largest SCB is the 400. Bigger than a 396. Externally-balanced like the biggest low-deck BBC, the 454. Still a small-block. An LS7 is a 427. Still a small-block. GM hasn't built a BBC since 8100 - 496 - Vortec. It was "canceled" long ago. Hasn't made any "LS" a big-block. Chevys hottest small-block makes 650/650 naturally-aspirated. And comes with a 100,000-mile warranty and 2 years of "free" dealer service. In the "lowly" Camaro. With only 6.2 liters. What doesn't make sense is bragging about "big power potential" with/from that Ford "big-block" that JUST LIKE EVERY FORD "BIG-BLOCK" EVER HAS COMBUSTION CHAMBERS OF "AVERAGE SIZE". FOR A 350 CHEVY. ABOUT 70 CC. The original LT1 had 68 CC chambers and 370 SAE net horsepower with a single 4-barrels. From there chamber sizes increase to around 72 cc. 5700 Vortec heads about 74 cc. "Flow" doesn't mean jack except it fills combustion chambers. Which hold the fuel-air charge that makes the "horsepower". Bigger is better. Always. The bigger the chamber the less full it can be and still "big power". Bigger chambers "unshround" valves better. The biggest SBC chambers are 76 cc in 400 heads. The smallest non-"flat head" (348 truck motors had all the chamber in the cylinder) low-deck BBC heads are in the 100-110 cc range. Bottom line is your "big-block" has small-block chambers. CHEVY small-block chambers and "big" ones rather than tiny-ass "small-block Ford" (Windsor) chambers but small-block nonetheless. So did/do the "385-series" Ford "big-blocks" aka the 429 and 460. And the "FEL" (Ford-Edsel-Lincoln) so-called "big-blocks" and the "FE" (Ford-Edsel) so-called "big-blocks:. The other thing they all share is absolutely shitty "fuel economy". Which is to be expected when you make a "big-block" breathe one small-block breath at a time while still having big-block "pumping losses" and MORE because the first "pumping loss" is high manifold vacuum with a small chamber. Another to "fix" that one is more valve overlap to "leak" some intake air out of the exhaust at "low-speed".
@@deeremeyer1749 "The other thing they all share is absolutely shitty "fuel economy". Which is to be expected when you make a "big-block" breathe one small-block breath at a time while still having big-block "pumping losses" and MORE because the first "pumping loss" is high manifold vacuum with a small chamber. Another to "fix" that one is more valve overlap to "leak" some intake air out of the exhaust at "low-speed"., " So what engine solution would you suggest to shoe horn into this platform that would get better fuel economy and not have the shortcomings you are referring to and still have strong performance? And how does that solutions design not have those issues?
Got a 79 f-150 at home, short bed single cab, it’s got the 400 in it which is a good motor in my opinion but I’d love to put a big block 7.3 in it now
Great stuff. It amazes me how we all have different priorities. No headers? That’s 50HP LOSS. oh well… I’m sure that little bronco will move pretty good with that motor! 😂
Just amazing swap. Looks really clean install wise. Hope you video the complete project. Thanks for sharing! Cheers from Motown/Dearborn.
Looking great! I want to do a 7.3 in my '83 F-250 but cost is keeping me at another BBF right now. These engines are very affordable for what they are, but as y'all know, it's everything else along with it that drives up cost. Transmission, control, ac lines, etc. add up fast.
Very nice installation. Thank you for using the OBR control pack.
One day when I grow up lol👊🏻👍🏻 bad ass !!!
I am working on a 7.3 Godzilla swap into a '79 F150 and have a couple of questions. Do you guys sell those engine mounts, or even sell the drawings for them so I can make them myself? Next question is about the clutch master cylinder, it looks like it came off a mid '90's OBS truck, is it mounted with a doubling plate to reinforce the firewall, and how is it connected to the clutch pedal?
Awesome work!! Love seeing Godzilla swaps!!
This is a beautiful project!
Awesome swap 👍 sounds great
Makes me wanna do this for my 77, ought to fix the odds and ends on it first though
I would have gone electric fans for the radiator. Loosing hp from that. But besides that looks really good. Can't wait for the finish.
Wish somebody would utilize the 10r140 that comes behind these things
How did you guys connect to the stock fuel rail? Also, did you keep the Bronco's original steering gearbox, to run off the Godzilla's power steering pump?
The fuel rail uses a regular AN to quick connect adapter. The steering box is stock and connects to the Godzilla pump with a custom hose.
Was it 3/8" quick connect to -6AN you used?
@@mustangboyy6 yes
The motor was built for the 2nd gen BRONCO!
How well did the engine harness fit for you? I build the harnesses at OBR and would love feedback positive or negative. This is a awesome build!
No complaints Hoppy, it seems to fit and work well!
@@WellSortedAutomotive awesome thank you for responding. I'm glad everything fits and works well. This is a epic build for sure👍
Looking good, do you know if the 87-91 bronco's can take a 7.3 or is heavy surgery required
The TTB platforms are on our list to investigate/build but we haven't gotten there yet. We're hoping it's no more difficult than the early trucks but need to check out how the crossmember fits with the engine.
@@WellSortedAutomotive I did see a coyote install in a 94 but they had to chop the cross member all to hell
@@WellSortedAutomotive I've got an '85 about 4 hours south of you that I would be happy to loan out for some test fitting.... ;)
Have yall done a cost analysis for Godzilla vs Coyote swap?? I'm curious which is more "drop in" ready.
Probably Godzilla for sure
We haven't, the Coyote has better aftermarket support for sure but... "there's no replacement for displacement!"
@@WellSortedAutomotive well unless boosted lol
@@Rob-tl9md There may be a boosted 7.3L coming soon to this channel. Stay tuned! 🙂
@@WellSortedAutomotive Now that yall have had some time with this, how are you liking it? How does the transmission shift? Is it Car like or Truck like on the shifting?
Sounds like a corn sheller.
What transfer case adapter are y’all using?
Advance Adapters makes one, the rear of the 4050 is the same as an NV4500.
@@WellSortedAutomotive Rated torque capacity of the 4040 at 15,000 GVW is only "up to 425 lb.-ft.". Seems a little weak for a "big-block". NV4500s are 450 lb.-fr. 5600s are 560. Cutting corners in the trans department is never a good idea. Look what happened.with 1st Gen Dodge Cummins trucks with Getrag 360s.
That "1/4-ton" transfer case isn't long for the.world, either. Probably not a good idea to "delete" the factory oil cooler either. When Ford "engineers" something like that and it's "built-in" to the engine lube system, it's not "overengineering" or "overkill". It's there for reason. "Towing" in Arizona with that "rig" and with those time bombs behind "Godzilla". I think I'd shitcan "saving money" in the "short term" especially when a "delete plate" isn't free either and I'd be looking to "save money" in the long run. Anybody with the "budget" to do a "frame-off" cosmetic "restoration" of that pile and can afford to feed it $4.50 pump premium at the 10 mpg it MIGHT "average" and put ARBs in 1/2-ton axles twisted by a "big-block" can probably swing a "will-fit" engine oil cooler, a handful of fittings and a few yards of hose.
I don’t know what an NP230 is but that’s an NP205
What ECU are you running?
OBR Control Systems
Hello again! Where is your shop/garage located? Thank you.
Buena Vista, Colorado. You can find more info at www.wellsorted.com
@@WellSortedAutomotive Thank you so much! Was hoping you were closer to me in Michigan. Beautiful State, Colorado!
Shut up and take my money for my 95 bronco! :-) Kidding, I can't afford the r&D and labor! Y'all be selling kits?
We will probably offer some of the install parts we design and develop, keep an eye on our social channels and web site, we'll post there when we do.
@@WellSortedAutomotive Aren't those engine mounts a "universal" Ford mod motor "kit". Ford TTB frames are pretty "flexy". Not sure I'd go with a "solid" engine mount.
I do believe you’re the first person 8 have heard refer to this engine as a big block. Ford calls it a small block. ???
I don't think I've ever heard Ford refer to it either way. But a 445 cubic inch small block? That doesn't make a lot of sense...
@@WellSortedAutomotive Neither does calling a big block an engine with Triton family mod motor architecture that has no small-block counterparts. A "1st" gen small-block Chevy can be bored and stroked to 454 cubes. Doesn't make it a big-block. GM tall-deck big-block truck motors are 366 cubes and 427 cubes. Doesn't make the 366 a small-block. The first - and only - Chevy big-block "W engine" is the 348. Still a big-block. The largest SCB is the 400. Bigger than a 396. Externally-balanced like the biggest low-deck BBC, the 454. Still a small-block. An LS7 is a 427. Still a small-block. GM hasn't built a BBC since 8100 - 496 - Vortec. It was "canceled" long ago. Hasn't made any "LS" a big-block.
Chevys hottest small-block makes 650/650 naturally-aspirated. And comes with a 100,000-mile warranty and 2 years of "free" dealer service. In the "lowly" Camaro. With only 6.2 liters.
What doesn't make sense is bragging about "big power potential" with/from that Ford "big-block" that JUST LIKE EVERY FORD "BIG-BLOCK" EVER HAS COMBUSTION CHAMBERS OF "AVERAGE SIZE". FOR A 350 CHEVY. ABOUT 70 CC. The original LT1 had 68 CC chambers and 370 SAE net horsepower with a single 4-barrels. From there chamber sizes increase to around 72 cc. 5700 Vortec heads about 74 cc. "Flow" doesn't mean jack except it fills combustion chambers. Which hold the fuel-air charge that makes the "horsepower". Bigger is better. Always. The bigger the chamber the less full it can be and still "big power". Bigger chambers "unshround" valves better.
The biggest SBC chambers are 76 cc in 400 heads. The smallest non-"flat head" (348 truck motors had all the chamber in the cylinder) low-deck BBC heads are in the 100-110 cc range.
Bottom line is your "big-block" has small-block chambers. CHEVY small-block chambers and "big" ones rather than tiny-ass "small-block Ford" (Windsor) chambers but small-block nonetheless. So did/do the "385-series" Ford "big-blocks" aka the 429 and 460. And the "FEL" (Ford-Edsel-Lincoln) so-called "big-blocks" and the "FE" (Ford-Edsel) so-called "big-blocks:.
The other thing they all share is absolutely shitty "fuel economy". Which is to be expected when you make a "big-block" breathe one small-block breath at a time while still having big-block "pumping losses" and MORE because the first "pumping loss" is high manifold vacuum with a small chamber. Another to "fix" that one is more valve overlap to "leak" some intake air out of the exhaust at "low-speed".
@@deeremeyer1749 "The other thing they all share is absolutely shitty "fuel economy". Which is to be expected when you make a "big-block" breathe one small-block breath at a time while still having big-block "pumping losses" and MORE because the first "pumping loss" is high manifold vacuum with a small chamber. Another to "fix" that one is more valve overlap to "leak" some intake air out of the exhaust at "low-speed"., "
So what engine solution would you suggest to shoe horn into this platform that would get better fuel economy and not have the shortcomings you are referring to and still have strong performance?
And how does that solutions design not have those issues?
@@WellSortedAutomotive tall deck…
@@deeremeyer1749 how is this pushrod engine in the Triton family?