Fourcam330

Do you mean as a longblock from Ford w/ or w/out blower, or if you built it yourself right now? If it's the former I have no idea, Ford tends to jack pricing on entire motors (witness the 03/04 motor pricing a few years ago) so I'd bet dollars to donuts it will be $15K or more.
Option two, DIY, or have somoene build it:

Complete assembled GT heads are $3000 per set from Ford

I/C and intake pricing for the GT500 haven't been released yet but Ford GT I/C and u/l intake sells for around $1400 total.

Iron block based shortblock with OEM forged crank, 4340 H beam rods (7/16" rod bolt upgrade), CP forged pistons, quality bearings/rings, balance, .020" over hone, and assembly would run around $3400-3600. The rods and pistons used are of much higher quality than what comes OEM in the motor (yes I can say this without even seeing the OEM stuff) and will take whatever you want to throw at it.

Top it off with a twin screw $4000-4500, roots will probably be around $2500 from Ford (GT twin screw was $2800) and you're good to go.


Should give you a basic idea of the components necessary.

blueovalkid

Fourcam you need to set up shop to do GT500 AL block conversions!

Fourcam330

LOL, link me.

Fourcam330

Al Papitto (Boss 330) and Modular Performance have already done several and have the components necessary to do more. I plan on upgrading to a GT block and billet rod shortblock with CP pistons right off the bat. To give you an idea of what a GT block looks like (it's a beefy mother with over 1" of meat around the bores) here's a link to a few shots of the 5.4 for my 98 Cobra: http://forums.modulardepot.com/showthread....&threadid=75145

You'll see pics of ported Ford GT heads (same as GT500)more further down the page, and a billet rod/CP piston/GT block high comp. shortblock.

Sonic Brew

Sorry for the lack of extra information. I meant pretty much a longblock form Ford, but thanks for the breakdown. Very help to see it like that. I wonder how long after the cobra comes out that someone drops a Cobra motor in a '05 mustang gt.

AnotherMustangMan

Well, I just ordered my Exige last sunday and I'm hoping to drop a Cobra motor in it by this time next year.







...okay thats all a lie.

celticstanger

That was just for you!

Shifty

Ok I think I know what's going on here. Somone is assuming that the Ford GT motor = cobra motor. Here is a dyno of a pullied + tune GT...

http://www.fordgtforum.com/forums/attachme...mentid=95&stc=1

Though they are both boosted 5.4L, they are not the same motor guys.

Fourcam330

Do the math. GT and GT500 have the same displacement, same heads, same static C/R, same cams or very near the same cams, and surprise, a positive displacement blower. Blocks and internals either handle the power or they don't. What were those people thinking? All the power changing variables are constant.
More regarding cams...I wouldn't just assume the cams in the GT500 are really "that" different than GT cams when it comes to actual lift/duration (LSA doesn't mean poo on 4Vs) specs. The difference in redline between the two motors is 250rpm even with the less efficient roots blower. If anything I'd expect the GT500 cams, if not absolutely identical to GT specs despite what Ford tells us, have something like 10 deg. less duration with GT lift on the intake side and true GT exhaust cams. This would slightly lower the powerband, rpm wise, to help with the extra mass. Ford's did this previously in the 03/04 Cobras with 2.66 first gear and lots of extra weight vs. the 3.2X using N/A '01. The blown snakes had 10 deg (184 v 194) less intake duration @ .050 than 96-01 Cobras, with the same exhaust cams.
Finally the link you provided has some relevance, but then again, it's an otherwise stock (choked up) motor with just a pulley/tune.
~640rw is absolutely nothing compared to what you're going to see when 2.4L twin screws become available. In either case the blower is the real restriction.

Sonic Brew

I didn't realize that the two motors where literally just about the same.

korinwoodo

V10

I read that Ford will be using the new SAE method for new engines but would not be retesting existing engines under the new method.

No matter what the test method, on a computer controlled engine it is very easy to program it to limit HP. So with mods that include recalibration of the computer, large HP increases on a S/C engine are quite possible.

Fourcam330

Correct the GT500 is not rated via the new system, which makes perfect sense

wsmatau

I'm impressed. However I'm of the school that anything over 500HP is pretty useless on the street and I've read that many people consider 600+ HP dangerous in a stick shift car. I don't think I'll even look at a Shelby because I'd probably end up buying one if I did...lol. I'll stick with my Stang GT until we see a production SE, or I get my doors blown off by a Shelby.

mrsuds

Thanks,

I'm sure that Crispy knows who fourcam is. I was using the post to introduce fourcam to this website. I wanted everyone to know that he knows what he is talking about when it comes to engines and performance.

Fourcam330=

mrsuds

Glad to see you here. Funny how we all show up at the same sites.

Wow, a TT kit for a GT500. Sick

Boomer

Welcome guys..

And Fourcam330
I thought you were leaving

Glad you stuck around man...good to see.

crispy23c

ABSOLUTELY! Whatever he says I believe as gospel, from experience over the months.....

Soooo.....does anyone know the answer to the boost questions:
1) How many #s of boost;
2) I think the engine can handle it long term, but can the I beams handle this long term?

Fourcam330

It really depends on the chassis and suspension of the car in question but until the S197s the "safe limit" for a street Mustang was right around 600rw. Add much more power and it's going to be spin city unless you're talking about a lower comp. cent. blower setup--they tend to not hit as hard when coming into boost.
As for the GT500 with the new chassis, factory 3 link, and extra weight, the type of power accessible with "BPU" mods shouldn't be hard to put to the ground; assuming of course, sticky meats.
There are plenty of 500rw+ stick cars out there with healthy drivers

Fourcam330

Last I heard boost was 10.5psi with the roots. As for the I beams I can't definitively say until I or one of the builders I'm in contact with see them--which shouldn't be too long.
With that being said here's what I have speculation wise so far. You'll notice that Ford claims the forged I beams with cracked big ends to rate as strong as the 4340 H beams they replace. Which could be somewhat of a misleading statement. The 4340 Hs are factory rated @ 750HP flywheel but can take upwards of 1000HP if the rpms are kept in check (as they are in 5.4). I nor anyone I know has ever seen a 4340 H beam fail on its own accord. Sure some may have bent due to hydralocking, etc. but never because of the inherent weakness of the rod. Basically, Ford may be playing off the 750HP rating a bit more literally than Manley/Eagle do with the Hs.--750 crank HP= 638rw with 15% DT loss quite coincidentally.
Also, I was recently shown an email from a Ford employee with knowledge about the internals of the GT500. In it he/she claimed that ~600rw would be a safe limit for the rods (assuming 6250 redline, remembering that HP rating drops with increased rpm) with street/strip duty. If you're thinking about open tracking this monster with 600rw+, start saving for a rebuild.
Probably not what everyone wanted to hear but again, just speculation for now.