very interesting article discussing which engine really is top dog

enjoy

http://50mustangsuperfords.automotiv...dor/index.html

 

I read that when I got the Mag last month. The coyote was howling.

 

Ford has definatley done their homework on this motor.

 

Wait... how is this possible?! I thought everyone had said this motor was already maxxed out??? I know I read that on several "bow-tie" forums.




Man I'm loving the new Muscle Car Wars™. I just wish Dodge would really get in the game. And give both Chevy and Ford a scare.

 

The only scare dodge is giving the public is the cost to change hemi spark plugs

www.********** we encourage kill stories

 

Did they mention the bore as an advantage, I scanned over the article and it didn't seem like it. Ford has said the coyote heads flow some 4% better than the GT500 heads, but they have never said on what size bore?

Take the same head and put it on two different bore sizes and the same head will pick up flow on the larger bore.

If Ford were to keep the 5.4 for the GT500 (which is becoming cost prohibitive by dint of now being essentially a custom engine just for the Shelby) it would benefit greatly just by adopting the coyote's oil cooled pistons and its fuel injection strategy which both would allow the 5.4 to bump compression. RPM is still problematic like the article said due to piston speed, the valvetrain is another area where the 5.4 could easily adopt some coyote goodness by using lightened parts but its really a wash due to piston speed limits, unless Ford where to use more aggressive cams ( lower engine speeds allow more aggressive cam profiles)

Personally, i'd just add an inch or two to the deck hieght of a coyote block and bump the stroke a bit till it hit 5.8 liters for the Shelby <--- still no replacement for displacement when your looking for easy and reliable warranty friendly power.

 

Great article but they do need to clarify the comments in regards to compression. Of course the GT500 has lower compression than the 5.0L. It was built for a forced induction application from the factory while the 5.0L wasn't. FI engines typically run lower compression than their NA counterparts since they can make up for it using boost. Comparing compression ratio from NA to FI is comparing apples to oranges.

GM's are the same way, the naturally aspirated 6.2L in the Camaro/Corvettes is running 10.7:1 compression while the supercharged 6.2L in the CTSV and ZR1 is only 9.1:1.

 

Does Ford not already have a 6.2? Seems like they could make a 4 valve Aluminum Block version for the GT500, and since Hennessey is getting 605 out of the Stock internals with twin turbo's and 810 after doing a little changing on the inside it would seem like the new GT500 motor could already be here. 0-60 in around 5 seconds with a 6000 pound truck is no slouch
http://www.worldcarfans.com/11006232...-on-ford-f-150

 

I just think it's funny seeing this after seeing all the "Mustang haters" saying oh it is 11:1 compression you won't be able to boost it for sh*t.

 

I've been told the SOHC 6.2 in a stock config S-197 isn't really doable (dont know how true that is since I pressed for details and didn't get any), but if there is any truth to that, then a 6.2 DOHC engine is out.

Or Ford could just strap a blower on the 5.0, lower the compression and use all Boss heads and internals and call it a day. Still, I like the Shelby struting around with a bigger motor myself. It completely changes the character of the car. Where the Boss is a track weapon, the GT500 is a street bruiser. While its a powerful car, to get the most out of the Boss you beat the hell out of it. The Gt500 on the otherhand, you just mash the gas and let HP and TQ do all the work for you.

 

You wouldn't if the cooling system, piston squirters and fuel injection scheme as well as not using the 4v combustion chamber.

Try building an 11:1 4.6 3v motor on pump gas and throw 17 pounds of boost at it.

 

I understand that, but all the work that has gone into this engine has created something with pretty ridiculous potential. I honestly didn't think it would take as much boost as it has with the stock internals. By the time I'm ready to stick a turbo on this thing I will probably be wanting to swap them out anyways.

 

im still wondering how long will the rods hold up with 15 psi of boost...

 

Being able to boost it and how long it will stay together are two different scenarios.

 

Very true, that's the main reason I plan on upgrading the internals before any boost. I am already looking at the Boss intake, so with the higher redline adding boost without upgrading is bad ju-ju.

 

Paul's High Performance had a 6.2 with mild cams, headers and forged pistons and a CAI on the super duty manifold made just north of 500 rwhp through a C4 and 9 inch. They spun it to 7500 and said the manifold was restricting power past 6000. I have a feeling this motor is going to be sick. I'm planning on this swap into an 05-06 GT with a T-56

 

It is a sweet motor, Roush put a 2v stroked to 7 liters in an S-197 drag car, I dont know what they had to do to make it fit, but it was in there.

IMO the 6.2 would make a real nice motor for an S-197 Mach had Ford the desire to make a "big block" Mustang. IIRC in 2v trim with the 6.2's big bores, the heads flow nearly as much as the coyote's at peak lift (the coyote probably murders the 6.2's 2v heads in low and mid lift numbers, but thats typical of any 4v head).

I wish there were some dimensions listed for the 6.2 as long as the 2v engine isn't nearing 30 inches of girth its not a problem since the 5.4 is tapping on 30 inches. Matter o' fact, as long as a 2v or 4v 6.2 isn't any longer or wider than a Boss 429 it will fit in the S-197 engine bay, no problem.

 

The next gen GT500 will have the 5.8 litre (351) long stroke Coyote.

 

This is so they have a 350 to race NASCAR in2013

Sent from my ADR6300 using TMS Forum

 

While it may have a marginally longer stroke (if at all), I'm betting the 2013 5.8L will grow larger in displacement due to larger cylinder bores...