Heres LSG, back after a good nights sleep, roaring back into the thread with angry fist wavings ! Have NOT left this thread ! Reguarding the 7.3 PSD, the important note is that is has only two valves per cylinder, the cam is in the block, and its a pushrod engine. I see a comment from Vegas claiming that the Mod / Coyotes have superior engineering- this is not so ! All of the engineering to have goofy timing chains and overhead cams on a production V8 were figured out by Ford in the mid 1960s- on the 427 SOHC engine. They were making 600 hp with this in 1964. The tech ideas in the Mod and Coyote engines is NOT new, or better. The reason Ford didn't put them into production at the time was because Bill France was AFRAID that Ford would win everything ( Chevy was not even close to competitive, Chrysler and Pontiacs and Buicks could have made a good fight ).
Someone ( Boss ? ) has a longevity article on Mod engines mentioning longevity, and mentions cylinder coatings. They don't HAVE cylinder coatings. I've rebuilt these engines at work, before I retired. They're just iron blocks like any other. Theres no special coatings. Among the rebuilding industry, people that actuall KNOW them, these engines are despised. They have a VERY troublesome history. They most certainly DO NOT outlast the 351W that they replaced. When Mrs LSG and I were looking for a pickup truck, we specifically searched for one wth a 351W. If there was a 4.6 or a 5.4 ( especially the three valve version ! ) we skipped even looking at that one ! found nice 351W powered 97 F250 HD, 229K BRUTAL miles on it from towing a livestock trailer. I had to replace the Idler pulleys and fan belt. No troubles. The trick to keeping a Mod engine happy in a pickup truck is to switch to, as the mileage rolls up, a thicker oil. When the bearings begin to wear slightly and oil pressure drops just a tiny bit, the camshaft phasers become confused. So stop with the 5W-20 and get 10W-30 instead. Then after a few more K miles, switch to 14W-40, then to 20W-50. When its finally rebuild time, get the straight-up, no phaser timing set from an econoline van, and reset the computer in the truck. Lots less trouble. And install inserts for the spark plugs. And those timing sets and phasers are brain hemmorage expensive. The Windsor timing set is less than $50. And the Windsor doesn't need any of the oil viscosity games to crutch it along.
One simply HAS TO remember that the pinacle of human achievement on this planet, engineering wise, was the creation and installation of the 427MR side oiler engine, and then installing it into a 1967 fastback. Engineering held a kind of a peak there till about 1971, and we have been going downhill ever since. We, humanity, are simply not as smart as we used to be. Don't know that we are able to get it back. I get the 'dare to be different' thing, I do. But I'd like to see more of us doing Dennis - type tower shaves, and maybe even pushed out farther, ALA the Boss 9. Then, use the resulting cavernous engine bay to install nicer headers on an FE with higher exit exhausts, like a Blue Thunder or a Felony head. THAT would be differernt ! LSG