ESP08

Unfortunately, history indicates that is probably what will happen.

GDI plus turbos is a Bosch invention?

That's the article writer taking liberties with flow numbers. “There are kind of, if you will, three variants, maybe even four. What we’re doing is kind of like what would work with the fully stock motor with minimum modifications that would be attractive. Then there’s a ported stock head, which would be something that we take a stock head, knock guides out, CNC-port the intake and the exhaust, hopefully pick up 10- to 15-percent flow, put it back together with stock valves, different springs, a bigger hydraulic-roller camshaft that’d be kind of Stage Two,” Wolfe explained. “Stage Three would be the heads like I’ve got on the race car, but without the shaft-mounted rockers and with a set of stainless valves in them. That would be a further step up, something that flows in the 370-380cfm range. And then these titanium valve, shaft-mounted-rocker, all-out race motors that would be pretty pricey.” The reality is 370-380 cfm for a max effort Godzilla head, and I'd imagine mid 200s on the exhaust side. Which isn't bad at all but it's also on a 4.22 inch bore diameter. For comparison's sake let's take the 2005-2014 Ford GT casting (GT/GT500 cylinder head), Ron Robart @ Fox Lake has a port program for that head casting that flows 400/350 (yes, 350 cfm on the exhaust side), no welding, 39/34 mm valves (+2mm) .... @ 28" by .550 lift ...on a 3.552 inch bore plate.

Where'd you see that?

Last I saw Brian Wolfe was saying he was getting 350-360 out out CNC ported 7.3 heads with OS valves.

The Gen 3 5.0 already has the 392 covered.

In the pic below is a comparison between 1.42" install height 4.6 4V springs: Left - PAC 1500 series - super clean wire stock, polished and nitrided surface (the NASCAR stuff) Middle - Associated Springs/Manley Nextek - super clean stock but no special surface treatments Right - Stock spring If you zoom in and you can see how the spring surface gets progressively rougher

Right, but the discussion was going in the direction of rotating the engine by hand.

A freshly built V8 engine with normal standard tension rings (12 lb ring pull) generally has a rotational torque of 12-14 lb-ft. With an assembled valve train that varies based on spring pressures, certainly increases in breakaway torque as valve springs do have something of a regenerative effect when in motion. I think it's fairly hard to determine with normal hand tools/normal resources how much the frictional losses are just from the changes in lifters/followers/general valve actuation. The OHC valve-train certainly has to deal with MUCH less moving force as OEM Ford GT/GT500 followers/lash adjusters are proven serviceable to over 10,000 rpm while all of the current pushrod engines need significant investment like a shaft mounted roller rocker (Jesel) system, upgraded lifters, thick wall pushrods etc. to stay together reliably much over 7000.

The Northstar was just a disaster from the ground up, a thoroughly poor design. Soft blocks prone to cracking, head bolt threads prone to ripping out of the block causing head gasket failures, convoluted/failure prone timing chain drive, leaking bedplates causing oil pressure loss, etc. The 4V Modular was just drastically superior.

The Gen 3 Mustang 5.0 has the 6.4 Hemi more than covered. That's how I see it at well. What torque the Coyote gives up due to displacement is more than made up for by slightly shorter gearing a much broader rev range (more average HP).

The Coyote in the vid ran C25. In my experience even though E85 is typically less timing tolerant than C16 it still produces substantially more power.

Typically the smaller bore LSs are a lot better at handling/sealing high cylinder pressures than the larger displacement LSs. LS7 vs 5.3, note the difference in the amount of material between the cylinders.

The same 790 HP aluminum rod 7.3 with a Gen V Whipple 3.0. It made 1450 crank HP, which I also consider to be underwhelming results. I've personally made more power with a stock block casting/stock crank 5.4 4V (GT500) and a TVS 2.65.

Brian's builds are high compression, aluminum rod builds taken to the reasonable max with only constraints really being the OEM block and cylinder head castings. Brian isn't really leaving any stones unturned. Everything has been changed and upgraded and frankly he isn't producing amazing results even given those constraints. Certainly nothing Modular/Coyote/LS haven't been doing for a long time now. Brian's builds are also basically similar to every Modular and Coyote build ever in that he is stuck with using stock cylinder head castings. Cylinder heads are the 7.3's primary road block. This is a very basic Coyote build -- off the shelf Voodoo heads -- CJ intake -- shelf Comp cams. It made more power than Brian's aluminum rod Godzilla build.