I'm intrigued by the idea of replacing my aging V10 with the 7.3L Godzilla gasser and a 6R140 transmission in place of my 4R100. Has anybody seen either swap? I want the better gear ratios for towing. Oh yeah, then there's that supercharger Whipple makes for the Godzilla!

My searches have come up with very little info, except a vague reference that 5 Star Tuning can re-flash my factory PCM to work with the 7.3 (which I have NOT verified with 5 Star.) I've seen reports that all four components use the same bellhousing pattern, and the engine mounts are the same bolt pattern and distance from the bellhousing. I have also found a couple of aftermarket controllers which claim to allow the use of the 6R140 in older vehicles, but I have yet to find out how they input desired gear selection to their controller or integrate with an existing PCM.

The obvious transmission questions:
Will the 6R140 fit in my transmission tunnel and is the rear crossmember mounting the same?
Can my PCM handle the six-speed?
Will the 6R140 bolt up to my NV273 (ESOF) transfer case?
Will I have to modify (shorten/lengthen) my driveshafts and will that be detrimental to the required output and pinion angles?
Will the front driveshaft clear the 6R140?

The obvious engine questions:
Will my PCM actually work with the 7.3 gasser?
What kind of compatibility nightmare will I have with sensor locations, connectors and general wiring issues?
Exhaust? I am assuming the cast stainless headers on the 7.3 should clear my frame and allow a competent exhaust shop to modify my Banks Y pipe to fit. Anybody know for sure?
Can I use my mechanical throttle linkage? Will the 7.3L crate engine may allow this? I don't want to have to replace the entire wiring harness inside the cab--ugh!

I'm in no hurry as someone will have to figure out why a few Godzilla engines in the motorhome chassis are mysteriously throwing rods through the side of the block and what the fix is before I move on this pipe dream (or open this can of worms...)

 

All I can offer you is if more power and not the 7.3L specifically is what you are after, source a 6.8L3V/5R110 from a 2005-2007 F250/F350 Pickup. My 6.8L with 4.10 gearing perform very close to my new 7.3L with 4.30 gearing.

Either way youre in for one hell of a custom project.

 

The new 7.3 gas is light years ahead of the 6.8 V10. It's .5 liters bigger and has all the latest and greatest design improvements. The trans will be the 10 speed, not six unless you can find one from an F450+. That being said with all the integration on the new trucks I would never consider a swap like this. The wiring would be a nightmare, not to mention the fitment issues. If you decide to take it on please keep us posted on your progress.

 

My question would be would the cost really be worth it in the end? Or would it be better to put that money used for the swap into a new truck with the Godzilla, and all the other new stuff that comes with it? I'm not just talking suspension, brakes, other stuff like that, but all the creature comforts as well. It would be worth it to do a cost justification analysis and see if all the potential trouble is worth it.

Like all posts I see like this, good luck with it, and will be following to see how it all shakes up.

 

I don't think it would be worth it, you have a new engine and trans in an old worn-out truck. Not to mention all the new tech like blue tooth backup camera and all the other goodies a new truck comes with.

 

Strictly performance, I could kinda see how these motors might be close(ish). What about MPG? I would imagine the 7.3 would be quite a bit easier on fuel than the 6.8. My folks had a '19 (I think) 6.8L class A for a while, then got a larger '21 7.3L class A and they say the 7.3 performs noticeably better everywhere than the 6.8 did even in a bigger vehicle. Engine RPM, on demand power (torque), MPG, said everything with a significant improvement over the old v10.

 

No, the existing PCM will not work. You might be able to reuse your existing transfer case, but it'll probably have to be moved. A 2015-2016 TC cross-member might work. The existing transmission tunnel will not work. The stock front and rear driveshafts will not work.

When done, you'll have put $30k+ into a $15k truck. You'd be money ahead just to trade it in on a new truck with the 7.3L already installed.

 

Thanks for all the input, guys! It may only be a pipe dream, but my reasons for considering this swap are many:

Performance, of course is, number one. (Did I mention the Whipple Supercharger?) I could be very happy with a power adder on my "10", but the roots-type superchargers (Kenne-Bell and Whipple) that were made for the V10's imposed a "fatal flaw" because of the diameter of the crank snout and they are almost impossible to find now. The ProCharger/Vortec units seem to be more for top end HP than bottom end torque. I want grunt! And I react badly to diesel exhaust so that otherwise obvious solution is not an option.

I have never seen a completed turbocharger project on one of our trucks. Maybe there are some out there, but none of the projects I've seen were ever finished.

I haven't found a stand-alone controller for the IMRC on the 3-valve V10's for my application (or for the Essex V6's either.) From what I have seen, the entire harness/PCM/sensors system has to be replaced to get the full advantages of that engine in my truck, which looks to be only a little less work than the new V8 might be using an aftermarket controller. (Oh, and did I mention the Whipple Supercharger?)

I find the idea of a one-off truck appealing. I like the "sleeper" idea too! I spent my "formative years" helping buddies put 283's in Model A's, replacing in-line sixes with V8's and installing dual exhausts, camshafts and four barrels. Fun times!! (Oh, did I mention the Whipple Supercharger?)

My "old, worn-out truck" barely fits in my garage; I have to decide whether I want to walk around the front or back of it because there is only about a foot of space on one end of it with the door closed. New Super Cab, long box Super Dutys are about five inches longer than my 01. I could possibility remodel the garage (if zoning allows) but then there is the trouble and expense of that project added to the expense of a new truck. $30K for the swap vs $60K (+) for a new truck plus the cost of a remodeled or new garage--hmmm....

I know what I've got, and it is paid for! Besides, it only has 271,000 miles on it! What am I out if the project botches? If I use salvage parts, I can probably sell them for what I have in them and get the truck back to stock in a couple more years. (Haha!)

I'm somewhat "old school" on creature comforts. Our MKX has all the electronic gadgetry. For the most part, I can live without it, especially that *#@*&%! touch screen! I will gladly trade ride improvements/creature comforts for the stability of the leaf spring front suspension and the fuss and bother of the adaptive cruise control shutting off because a film of something on the radar sensor in the middle of a 490-mile trip (happened yesterday!) All those "bells and whistles" can be somewhat irritating when you don't want to hear them. In fairness to the MKX, I do like the heated seats.

New Super Cabs are nearly impossible to find, it is a seller's market and prices are high. Perhaps things will stabilize in a couple of years but I'm not optimistic, I think this problem is actually going to get even worse for least the next three years. I sincerely hope not, but it seems like we went down this rutted road a few years ago.

 

Well, there is this one in an Excursion. Two baby turbos (Garrett 3071s) added to a stock 2V V-10 (baseline dyno of 240 hp / 390 tq) being run at 6 PSI of boost delivering 557 hp / 811 tq and then with a bit higher boost 749 hp / 1023 tq. It been completed and in use as the family wagon and tow rig for a few years now.
https://www.ford-trucks.com/forums/1...ld-begins.html

 

Thanks, I'll check it out! I had not seen that.

Edited to say: I just read through it quickly, and WOW! The difference between this project and the other turbo V10 projects I've seen is the knowledge and experience (and shop resources) qcksnake obviously has and was willing to use. Great read!

Now I am waiting for his thread on installation of the 6R140. I could be living in Happy Land forever with that combo!

 

My only advice to you if move forward with this would be to figure out what you know will be need in time, materials and money to complete the project and double it. There will be twists and turns and many unforseen expensive problems. It can be done, but it does not make monitory sence to do it. If you approach it as a hobby is the only way to justify doing it. Most hobbies don't may any sence they are just fun. Please keep us posted on the progress of your adventures.

 

I "pm'd" qcksnake but haven't had a reply. He hasn't been on FTE for a while, so we'll just have to see....

 

Assuming you can do the work yourself, go buy a wrecked complete truck through a salvage auction like Copart.com. This way you can swap the whole drivetrain/harness/ecm/etc. and have full factory functionality. With buying a wreck you also have the option of swapping the rear axle, if it's the same ratio, and any interior you want for a total update on the truck. Plus all the little stuff that nickles and dimes you. Engine mounts, Tranny mount,Steering lines, A/C lines,Battery cables, air box, coolant line, Aux. coolers, misc.sensors, yolks to make new driveshafts, tranny crossmember to swap/modify, you could possibly swap the fuel tank to get a newer pump, etc. etc. You could even go as far as swapping the front axle. Or you can sell it all off and recoup a bunch of money I'm pretty sure it's a nearly bolt in swap. I know i read about a guy shoehorning one into a Crown Vic but i can't remember if he used the engine mount offset plates, so a SD shouldn't be much of an issue.. There might be some clearance issues in the firewall/tranny tunnel area, but nothing a big hammer or some cutting and patching can't solve. Again with buying a wreck you could cut out the tranny tunnel, or just sections, and swap it over.

You'll also want to get Factory wiring manuals for both trucks so you can figure out what needs to be spliced to what.

Personally I'd rather put money into my older truck that i know, than take on a car payment, and increased insurance, for another used truck i don't know. But i maintain my own vehicles so i know their condition and have no doubts about their reliability.

 

You are speaking my language here! Like you, I also do all my own maintenance and repairs, and I have since my truck was new, 20 years ago. I know what I have. I live in Wyoming so the tax penalty and licensing on a new truck runs well into the $$$ thousands!

I've considered a newer salvage, even looked at a few sites. I'm pretty sure integrating parts from an aluminum-bodied Super Duty would be more of a job than just unbolting and bolting parts (especially under the dash!) but like you said, there are a lot of parts, including the rear axle (mine needs clutches, pinion bearings, races, etc.) that would make acquiring one worth it.

I also just heard back from qcksnake so the possibility of a twin turbo rebuild of my V10 in front of a 6R140 is a consideration. Check out the link to his project above... And he indicated I would need a newer transfer case and driveshafts to mate to the 6R140, which would also then come from a salvage vehicle.

 

https://www.holley.com/products/igni...ols/parts/8969

This will allow you to switch the runners at a specific RPM.