All-New Aftermarket 7.3L Godzilla Heads are Here from 10K
All-New Aftermarket 7.3L Godzilla Heads are Here from 10K Alright. So, what you see here is the final prototype, developed after years of hard work. We brought a model here a few years ago, and we’ve made numerous changes since then.
We are now very close to the mass production stage. This cylinder head is designed to replace the factory Ford 'Godzilla' engine head. It doesn't require any special hardware; you can use your stock manifolds, exhaust, and intake.
You can also use the stock rockers, though we’ve made significant improvements for those looking to take performance to the next level—specifically regarding structural strength.
We’ve improved the water jacket volume and surface area, and, of course, the airflow. I have a sample here to show you what it looks like at the initial stages.
We have a completely raw casting where only the rough shape of the combustion chamber is formed. Then, as we progress, we have versions with rough-machined intake and exhaust ports and a finished chamber.
Next, we have the ports fully machined, complete with valve seats and guides. Finally, there is the fully finished port—including the valve job—so you can get an idea of the performance you can expect right out of the box. So, it is fitted with a 2.250-inch intake valve and a 1.650-inch exhaust valve; the stock sizes are 2.165 inches. We have upgraded to 2.250 inches for the intake and 1.650 inches for the exhaust.
A stock Ford cylinder head typically flows around 300 CFM. Without extreme modifications or replacing all the hardware, you can push it to about 340, 345, or perhaps 350 CFM, but going beyond that becomes a specialized and difficult task.
With our port design, this head is capable of flowing approximately 415 CFM right out of the box—meaning without any further modification. However, the key point is that our port design hasn't yet reached its maximum potential. We have left a significant amount of material (metal) in the head; if someone wishes to purchase it in its raw casting state and develop the ports according to their own specifications,
we would be happy to accommodate that. Its decks are approximately 3/4 of an inch thick. Therefore, for those interested in boosted engines who require thick, robust cylinder components, this substantial deck thickness offers exceptional strength.
Additionally, we have machined threads into the end passages on both sides of the head—areas where a press-in freeze plug is typically installed. But obviously, if you have a boosted car and the head gasket fails, the pressure can force that freeze plug out, causing water to leak into the engine.
So, a threaded plug solves that problem, right? Let's go back a step; show me the cylinder head upside down. Regarding the thickness of the 'deck'—bring it up to about this level here.
Right. So, explain this to people.7.3 Powerstroke stroker kit I’ve always been told that a thicker deck keeps the cylinder head more stable and prevents the head gasket from blowing or failing, simply because you have a thicker section of metal there.
Yes. It’s surprising just how much the cylinder head actually moves on the engine. I don't think many people realize or even consider that this happens, but the thicker you make it
the deck section here; because we're talking about immense combustion pressure. Some of these engines produce 1,500 or 2,000 horsepower, exerting upward pressure on that deck.trying to force it away from the engine block. The thicker you can make that surface, the better you can distribute the load and protect your head gasket.So, especially for those using methanol.
where containing the combustion gases is critical, you really need a thick deck, don't you? So, obviously, this also prevents the head from twisting or warping; because the entire casting (structure) of a low-quality aluminum cylinder head can actually flex or twist.
It really does. Yes. So, I mean, there is no doubt that when you pick up a standard (stock) cylinder head and then pick up this (modified) head, you immediately realize...
.that "Oh boy, I'm going to have to shed that much weight from somewhere else on the car"—but you can't do that with the head. This is one area where I don't mind adding a little extra material (metal).
Because, aside from a thicker 'deck,' you simply cannot get that kind of resistance against twisting or flexing—that rigidity—anywhere else. Understood. Now, let's get back to the 'ports.' Tell me about these ports.
Chapter 3: Valvetrain and Performance. So, again... if you look inside, you can see how they come from the foundry (where the casting is done)—in a completely raw state. And then I have a 'roughing port' stage where a significant amount of material is removed. And then we have
It comes with a fully finished port. But then again, our port is truly excellent; if you want to simply bolt it on and run it to achieve high power, you can certainly do that. Or, if you prefer to buy it in a somewhat 'unfinished' state and do the porting yourself,
that is also an option. In its current state, the combustion chamber volume is approximately 68 or 69 cc. So, those using boost or a turbo setup can certainly reduce that volume through machining or 'decking,'
because there is ample deck thickness and material to work with. It offers you a great deal of flexibility and a wide range of choices. So, it has many great features. But Evan, one thing I specifically want to talk about is the bolt-on rocker stand. What we did was...
We wanted to ensure that you could use completely stock (factory-original) rockers if you wished. So, the rocker stand bolts directly to the head.
It works just like in LS engines (such as the LS3), where the stand is bolted down, and then the rocker is bolted to that stand. This allows you to use your stock rockers; however, if you decide, "No, I want to build a race engine
7.3 Godzilla rotating Assembly,
that secure the rocker stand. And as a valve train expert—having seen hundreds of combinations on the spin train—I can tell you that you simply can't just add that many fasteners to a valve train to make it strong and rigid. So, that was an aspect I was really excited to introduce. Exactly. That’s what '10K Technology' is all about.
Right. So, the real performance begins at 10,000 (10K). Everything we typically do operates at 10,000 RPM or higher. We usually start a dyno pull at 8,000 RPM—a point where many people have already hit their rev limiter.
So, when we designed this head, we said, "Look, we know not everyone is going to build a high-RPM racing engine out of the Godzilla, but we want to ensure they *can* if they choose to."
Exactly. Just show the exhaust port. Rotate it to this angle. Right. So, regarding the port shape... the port design and airflow.
You mentioned that the headers and intake manifold would fit with the existing parts
So, were you able to change the port locations? Did you have to relocate them? We didn't need to move them, but their shape is very different from the factory model. For instance, if you look...
In the factory model—specifically the intake port—there is a large curve or bend. We reconfigured many of these aspects. If you come over here, you can look inside the port; it used to be the other way around.
This gives you a view deep into the port.You’ll notice it lacks that large curve—like a sharp turn on a golf course. Just hold this. Sure. Let me try something here. Bring the light over. Oh yes, there it is.
Okay. So, tell us what we’re looking at. One thing you can see here is that, from the intake flange, you have a clear view of a significant portion of the valve. Having a direct line of sight to the valve was crucial for us.
10k technology Godzilla,
The absence of that massive curve—and if you’ve ever seen stock heads, they have a bump or 'hump' on the floor... which forces a turn—whereas here, you can see that the wall is quite straight. We’ve kept the curvature on the right-hand wall to a minimum to maximize the 'short turn area' there.
It really is an excellent port. And are all the ports the same? Yes, they are all identical in this regard. So, you get a 'Siamese' style design—which is a characteristic feature of Ford engines.
I can't take credit for that myself. You know, the way the cylinder head is structured, it’s naturally suited for that design. I see.
You can see a sort of swirl or vortex motion in our port.which actually energizes the port and maintains smooth airflow as it passes through the 'short turn.' Is that the specific area? Yes, exactly. And you'll notice that this feature is intentional; it’s present right there in the raw casting, straight from the factory.
You might need some light in there. Yeah, let me get a flashlight for you. The light will be here in a moment—don't worry. Here you go; see if that helps. Yes, you can see it right there.
So, if you don't want that feature, you can certainly remove it through machining or modify the port.It is shaped by hand—or however it is done. But, um, what effect does this have on airflow and, more importantly, on the fuel-air mixture? Right. So, ultimately, the issue is that the port is so large that you have to be very careful about a drop in air speed.
And as the air passes through—you know, at the bend—we try to keep everything cohesive and maintain velocity and airflow intensity, because that improves mixture distribution. This prevents the fuel from dropping out of suspension due to separation within the chamber.
We adopted this approach from other engines where it had worked well. The port itself is quite large. We found that when we tried a conventional port shape, performance suffered somewhat; it didn't deliver the results we needed.
However, installing an airflow guide there really boosted the port's performance. It enhances airflow and significantly improves the mixture. When we remove the cylinder heads
and examine the pistons, the combustion pattern across the entire piston surface is remarkably uniform. Right. Now, how much credit do you attribute to the placement of the injectors—located right at the top of the port—for that?
Injector placement and tuning are interesting, because we’ve experimented with positioning the injectors in various locations. I don't know if you've seen the video where we ran the engine without the intake manifold so we could observe what was happening to the fuel inside the port.
In my opinion, the engine isn't overly sensitive to exactly where the injector is positioned. Sometimes we mount them high up near the plenum; when using ITBs (Individual Throttle Bodies), they sit quite high.
7.3 Godzilla Stroker crank,
We use dual injectors. The engine doesn't seem particularly sensitive to this aspect. However, the further you move the injector away from the port, the more issues arise regarding fuel and air distribution and separation.
So, keeping the spray focused within the port really helps. It’s like flushing a toilet—it gathers everything together and drives it straight into the cylinder. I recall that when NASCAR adopted fuel injection, they wanted the injectors mounted as high up in the port as possible.
I’ve also spoken with people like Leonard Long, and many believe that the higher the injector is positioned in the intake port—provided it’s a setup like a 'tunnel ram' and aimed correctly
the better it is for performance. I build high-RPM engines myself, and I’m a strong believer in this approach; we keep the injectors as far away from the port as possible. But beyond the mixture itself, there is a genuine 'cooling' benefit because the fuel evaporation process inside the port continues for a longer duration. So, if. you position the injector right next to the valve,
you lose some of that cooling effect. We’ve conducted continuous dyno testing—placing the injector sometimes high up and other times lower down in the port—and observed a difference of 40 or 50 degrees Fahrenheit in port temperature. That’s a significant difference.
Yes. And that leads to a substantial increase in horsepower. These are the kinds of things you learn—or rather, that Ford’s engineering team learns—because if we look back at the 'Fox Body' and the 5.0L HO engine—Ford’s first fuel-injected V8
the injector was mounted in the intake manifold, whereas now we see it positioned much lower, in the cylinder head. The point is, nothing comes for free; it’s a trade-off.
When we move the injector further away from the port, we gain more power, but idle quality, drivability, and emissions standards begin to suffer.
These factors are important to Ford, especially regarding high-performance vehicles or heavy-duty trucks. That is why you see this injector positioned quite close—unlike what you would find in a pure 'high-RPM' racing engine.
Yes. And there are other benefits as well; it makes working on the engine easier, especially if you want to change the intake. You don't need to tamper with the fuel system at all; you can simply swap it out.Yes. We have literally—I don't recall the exact number, but likely in the thousands—performed 'dyno pulls' and tested every manifold available on the market.
And that’s it. After the dyno test, you shut the machine down. You don't even need to let it cool off because there’s no water in the intake; we just quickly swap it out,
install the next one, and resume testing immediately. Right. So, who is your target customer for this cylinder head—ranging from the entry-level (budget/daily driver) to the high-end (high-performance) market?
Chapter 6: Target Market and Availability. Honestly, I think you’ll see 'engine swap' and 'hot rod' enthusiasts using it, simply because it’s a fantastic or unique product.
But I don't think it holds much appeal for someone who says, "I don't care how much power it makes because it's a massive engine and already produces plenty of power."
7.3 Godzilla thermostat housing,
However, I think you'll find that people using boost, turbos, superchargers, or nitrous—and those facing head gasket sealing issues—will be interested; we already have 'slit kits' available for the block for them. People are buying 'R-blocks' from the factory. So, if we can strengthen that 'deck' and give it a higher capacity to withstand boost, it would be an excellent option for those enthusiasts. You’ll find cylinder head specialists eager to work on 'port development'
and build high-RPM racing heads. There are many people eagerly waiting for something like this. So, I think you’ll see a lot of interest—
especially from mid-to-high-level racers. I say this because it’s not a 'billet head'; it’s not something that sits at the very top of the pyramid or in the ultra-expensive category.
That’s not what this head is. It’s more of a mid-range product for the person who says, "I want something better." They don't mind paying a little extra to get a high-quality component that also offers room for future upgrades or modifications.
I think this is exactly that kind of cylinder head, right? Also, if you’re building an engine—like the one Brian built; I wouldn't call it a 'max effort' build, but it was a very serious 'NA' (naturally aspirated) combination
where he achieved a displacement of around 500 cubic inches. Yes. So, basically... taking a stock 'Godzilla' engine and using a stroker crank to bump it up to that 500-cubic-inch mark. And if you want to run a 14:1 or 15:1 compression ratio, this is the exact cylinder head you need. Yes, absolutely. We produce a 511-cubic-inch stroker kit using 'Cali' cranks and rods and 'Mala' pistons, and here’s what happens:
The result is exactly what you’d expect. You take a factory cylinder head and put a larger engine underneath it. This shifts the 'peak power' to a lower RPM range, right? The engine generates more power,
but you can't sustain that at very high RPMs because the engine simply can't get enough airflow and fuel. So, if you're using stroker cranks, increased displacement, higher RPMs, and a more aggressive camshaft,
511ci to liters,
you need a better cylinder head. Actually, I developed this head with some hesitation because we needed it, and I figured if I needed it, someone else probably would too.
So, on that note, when do you think it will be available, and do you have any idea about the price? The pricing situation is a bit complicated right now. You know, we don't yet have enough information
regarding the volume of parts we'll be able to get from the foundry, and that’s what determines our costs. We have a pretty good idea of the machining time required and the other details involved,
but I don't want to make any promises regarding the price just yet, as I don't have the final figures. However, I can tell you that this isn't exactly... well, it’s not a cheap item; much like when you go to buy a factory-replacement cylinder head,
the cost is quite high—and this, too, is a premium, high-quality product. We will likely be ready to bring it to market early in the year, specifically in the first quarter (Q1). These were some of the final prototypes we produced.
We have actually tested them on engines. We know they don't leak and perform exactly as intended. Now, it’s just a matter of moving from the prototype stage to full-scale production.
All our tooling—machinery and molds—is complete and ready. These heads were manufactured using the actual production tools, so now we just need to hit the "start" button.In the interim between now and the start of production, we want to make a few minor adjustments,
READ MORE: 511ci Stroker Kit, Ford Godzilla Rotating Assembly
FAQ US:
What are the new aftermarket 7.3L Godzilla heads?
The new aftermarket cylinder heads are designed specifically for the Ford 7.3L Godzilla platform. They can provide an upgraded foundation for high-performance engine builds, particularly when combined with appropriate valvetrain, camshaft, intake, and exhaust upgrades.
How much do the new Godzilla heads cost?
If the advertised starting price is $10,000, buyers should verify exactly what is included in that price. Head assemblies can vary significantly in specifications and included components.
Are these heads suitable for a street engine?
They may be, but suitability depends on the complete engine combination. Compression ratio, camshaft selection, fuel system, ECU calibration, intended RPM range, and vehicle use should all be considered before purchasing.
Can I combine the heads with a stroker kit?
Yes, aftermarket heads can potentially be part of a larger stroker-engine build. However, compatibility between the heads, pistons, valvetrain, camshaft, and other components should be confirmed with the manufacturer or engine builder.
Where can I buy a 7.3 Godzilla stroker kit?
Buyers should purchase from a reputable performance-engine supplier and verify the exact specifications, warranty, included parts, and compatibility with their particular 7.3L Godzilla engine before ordering.
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