GT500 times and 5.0 vs 5.8 question...
#1
GT500 times and 5.0 vs 5.8 question...
Hey all, I have been occasionally searching the net for some basic stuff and getting little info, maybe you can help. What are the quarter mile times for a stock GT500? How about the Super snakes? With slicks and stock?
Another thing that I have been wondering about was the differences between the 5.8 and the 5.0? (New ones that is) I mean, is there a big weight difference, IE, the 5.0 is lighter? Why did they come out with the new 5.0 when the 5.8 is capable of much more power if not for weight? I mean, the new heads for the 5.0 are nice, but couldn't they have developed the same thing for the 5.8 and saved money on having just one block design?
Another thing that I have been wondering about was the differences between the 5.8 and the 5.0? (New ones that is) I mean, is there a big weight difference, IE, the 5.0 is lighter? Why did they come out with the new 5.0 when the 5.8 is capable of much more power if not for weight? I mean, the new heads for the 5.0 are nice, but couldn't they have developed the same thing for the 5.8 and saved money on having just one block design?
#2
Cobra Member
Have you gone to SVT performance site for GT500 times ? I think there are times posted for various year GT500 s. The 5.0 engine is a more advanced design than 5.8 liter. It was just easier and quicker for Ford to bore the 5.4 to 5.8 liter and put a new supercharger on the GT500 at this time. The future will belong to the 5.0 liter. Who knows, Ford may enlarge the 5.0 and put a supercharger on it in the future.
#4
Bullitt Member
One does have to wonder about the future of the 5.8L. Why would Ford have gone to the effort and expense of casting the 5.8 block in aluminum and using the PTWA process for the cylinder liners if they were only planning on a three or four year run? I have to believe they could add TiVCT to the 5.8 without too much trouble since both engines still share the same bore centers. I doubt the heads would be a direct bolt-on from the 5.0 mainly because of the oil return differences between the two blocks as well as camshaft and intake port location differences.
Perhaps a better question is when (if ever) do they intend to use the PTWA process on more high volume engines like the 5.0L? Using the 93.4 mm bore of the 5.8L in the 5.0L block with its 92.7 mm stroke would result in a displacement of 5.1L or 310 cu in.
Perhaps a better question is when (if ever) do they intend to use the PTWA process on more high volume engines like the 5.0L? Using the 93.4 mm bore of the 5.8L in the 5.0L block with its 92.7 mm stroke would result in a displacement of 5.1L or 310 cu in.
#5
Legacy TMS Member
It may be a swan song for the tall deck mod motor? There are a good number of detail changes to the 5.8 in the 2013 GT500 but nothing compared to say the Boss motor.
I love the 5.4/5.8 condor motors, but I'd really like to see a tall deck road-runner for the next gen GT500 or Cobra or whatever Ford is going to call it (the Boss and GT guys can have the 5.0, the GT500 deserves something alot more brawny) .
The coyote/road-runner engines have a more favorable bore to stroke ratio and with the increased bore you get the side benefit of unshrouding the valves and increasing cylinderhead flow as well as reduced piston speed which would allow a higher rev limit. The VVT is a nice plus as well topped off by an overall lighter engine assembly (although a tall deck coyote/road-runner might only offer a minimal decrease in weight compared to the current GT500 mill)
I love the 5.4/5.8 condor motors, but I'd really like to see a tall deck road-runner for the next gen GT500 or Cobra or whatever Ford is going to call it (the Boss and GT guys can have the 5.0, the GT500 deserves something alot more brawny) .
The coyote/road-runner engines have a more favorable bore to stroke ratio and with the increased bore you get the side benefit of unshrouding the valves and increasing cylinderhead flow as well as reduced piston speed which would allow a higher rev limit. The VVT is a nice plus as well topped off by an overall lighter engine assembly (although a tall deck coyote/road-runner might only offer a minimal decrease in weight compared to the current GT500 mill)
#6
I have googled the quarter mile times a lot and it's hard to find hard facts on the car I want, and not all the other cars out there. I just thought someone might be able to shoot me a link if they've seen a page on it that was good.
Thanks for all the other imput guys. Yeah, I don't get why Ford has so many v-8 blocks now, kind of like what they did back in the 60's and 70's all over again. While cevy had the big and small block, Ford had the small blocks, the 427, 428, 429 and 460, not to mention the odd smoggers along the way.
Anyone know of the difference in weight between the 5.8 and new 5.0? That could be a big issue for handling perhaps.
Then, if more cubic inches where all they where going after, why not take the 6.2 and go aluminum with that first?
Thanks for all the other imput guys. Yeah, I don't get why Ford has so many v-8 blocks now, kind of like what they did back in the 60's and 70's all over again. While cevy had the big and small block, Ford had the small blocks, the 427, 428, 429 and 460, not to mention the odd smoggers along the way.
Anyone know of the difference in weight between the 5.8 and new 5.0? That could be a big issue for handling perhaps.
Then, if more cubic inches where all they where going after, why not take the 6.2 and go aluminum with that first?
#7
Bullitt Member
Quarter mile times are affected by everything from the weather to the track surface, tires, mods, driver ability, etc. About the best you can hope for would be to find some road test data on magazine websites but I wouldn't put much stock in whatever you find. For example, a quick Google search turned up several magazine tests of the 2011 GT500. Motor Trend managed a 12.35 sec at 115 mph while Muscle Mustangs and Fast Fords turned a best of 12.02 sec at 119 mph.
As for the weight difference between the 5.8L and 5.0L another quick search of Motor Trend's site found that the 2011 GT500 they tested with the Performance Package (yeah I know its a 5.4L) weighed in at 3800 lbs while a loaded 2011 GT Premium with the Brembo brake option came in at 3620 lbs. That's a difference of 180 lbs and a lot of that is probably attributable to the blower. Make your own conclusions.
As for the weight difference between the 5.8L and 5.0L another quick search of Motor Trend's site found that the 2011 GT500 they tested with the Performance Package (yeah I know its a 5.4L) weighed in at 3800 lbs while a loaded 2011 GT Premium with the Brembo brake option came in at 3620 lbs. That's a difference of 180 lbs and a lot of that is probably attributable to the blower. Make your own conclusions.
Last edited by blksn8k; 12/30/11 at 05:19 PM.
#8
Legacy TMS Member
According to Sullivan Performance the iron DOHC 5.4 w/o supercharger gear weighs around 540 pounds (thier weight for a 4.6 3v is 425 lbs which is around the most commonly accepted dressed weight). So dressed, the iron block GT500 motor is probably right around 600 pounds. When Ford went to an aluminum block it shaved right around 100 pounds off the engine so the Condor engine should be right around 500 pounds dressed.
The coyote/road-runner 5.0 is around 440 lbs dressed. So there may be a 60 pound difference in weight and probably no more than 100 pounds if you want to give a bit more for the supercharger gear on the 5.8
<---edit--->
It seems Sullivans number was off quite a bit from the recently released article in 5.0 Magazine, the shipped weight for the Trinity 5.8 which is 1 pound heavier than the Condor 5.4 it replaced is 623 pounds which makes the iron block engines well over 700 pounds
The coyote/road-runner 5.0 is around 440 lbs dressed. So there may be a 60 pound difference in weight and probably no more than 100 pounds if you want to give a bit more for the supercharger gear on the 5.8
<---edit--->
It seems Sullivans number was off quite a bit from the recently released article in 5.0 Magazine, the shipped weight for the Trinity 5.8 which is 1 pound heavier than the Condor 5.4 it replaced is 623 pounds which makes the iron block engines well over 700 pounds
Last edited by bob; 1/5/12 at 10:23 PM.
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