Anyone heard of a Boss 351 or 429 for the new gen?
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FR500 Member
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For now od rather stay n/a because it less upkeep than turbo and even supercharger systems but as more manufacturers start using them and they become more refined theyll be more manageable.
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I kinda agree. I've always been an N/A fan. I'd be okay with the more exotic build materials coming into play (carbon fiber etc) and then just downsizing the N/A engines - say 4.0 350hp DI V8 but 3000lb curb weight. That would work for me, and be pretty close to the power to weight ratio of the Terminators.
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Just my own experience, but often things are "overdesigned" to specifically build in contingencies for unforeseen parameters that get added later, usually by a marketing dickwad whose idea of designing something that will sell is essentially, "make the engineers do it and keep sending it back until we get the right response from the focus group."
Engine blueprints are much like this. For instance, the Trinity had a target of 650HP when SVT finally settled on performance requirements. The resulting SAE-rated 662HP is the result of "building in" some room for improvement, if you will, without pushing the block, heads, crank, etc., too close to the holy-****-this-will-blow-up-before-the-ink-on-the-warranty-is-dry point. It may be capable of producing an output of 7 liters, but that doesn't mean it's supposed to.
Engine blueprints are much like this. For instance, the Trinity had a target of 650HP when SVT finally settled on performance requirements. The resulting SAE-rated 662HP is the result of "building in" some room for improvement, if you will, without pushing the block, heads, crank, etc., too close to the holy-****-this-will-blow-up-before-the-ink-on-the-warranty-is-dry point. It may be capable of producing an output of 7 liters, but that doesn't mean it's supposed to.
My opinion, I don't think any car maker--with very, very few exceptions--will ever produce in mass quantities an engine that displaces more than 5 liters by 2020. I would be absolutely shocked if Ford produced anything bigger than the Coyote--that's designed for something other than their trucks--ever again. The trend is small, green, economical power. The automakers aren't being given much of a choice.
It's why so very badly want to get my hands on a '69 or '70 Mach 1. Aside from being arguably the most beautiful car mankind ever has or ever will produce, the engine was big. It will be a gorgeous dinosaur right next to my 2013 GT500 dinosaur in my garage. Hopefully. Maybe. One day.
legacy Tms Member
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I kinda agree. I've always been an N/A fan. I'd be okay with the more exotic build materials coming into play (carbon fiber etc) and then just downsizing the N/A engines - say 4.0 350hp DI V8 but 3000lb curb weight. That would work for me, and be pretty close to the power to weight ratio of the Terminators.
Cobra Member
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From: Milwaukee, WI
I don't have any special scheduled maintenance, just change the oil every 10,000 miles. It's not even special oil.
I think that "more manageable" day is already here.
A Man Just Needs Some....
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I wish ford would build a lowend torque monster...anyone thats ever driven a old bigblock can attest to the addictive feel of 450-500 ft/lb off idle, stoplight to stoplight, EVERY time you touch the pedal... high rpm horsepower is fine at the racetrack, power is power...but you cant legally even begin to enjoy it on the street. bigblocks are the only way to fly...with todays tech, they could build a 450 ft-lb @2000 motor easily- even if it topped out at 300hp or had a 4-5k redline, it would be a sweet daily driver... the old bigblocks will probably never be again, but that low end torque curve could easily be achieved if theyd forget the 7500 redline stuff...a optional torque monster would be awesome
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From: Minnesota
I get what ford4v429 is saying, but I think the first and second gear ratios in the transmissions and tall rear end ratios have more to say about the lack of low end torque feel in current cars than the engine size.
Bullitt Member
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Lets say this car surprised more than few vehicles! However I really love my 5.0 it's safer faster well just so much better in every way!
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I don't remember if there was an oil change interval on my stock SC, seems to me it was lubed for "life" and the 2.9 Whipple on my car now is okay for 100,000 miles unless IIRC run more than 25 pounds of boost and the blower is driven above a certain RPM.
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You can obviously add more boost to catch up but it becomes problematic after a certain point as either the engine cannot handle the added power or more exotic components are required. A favorite tactic in my AO to run big boost involves the switch to E85 as an example.
As always from the perspective of cost and durability the best answer is displacement which by way of example the new Mustang with its 2.3 liter ecoboost engine has embraced.
Last edited by bob; Feb 15, 2014 at 11:53 AM.
I wish ford would build a lowend torque monster...anyone thats ever driven a old bigblock can attest to the addictive feel of 450-500 ft/lb off idle, stoplight to stoplight, EVERY time you touch the pedal... high rpm horsepower is fine at the racetrack, power is power...but you cant legally even begin to enjoy it on the street. bigblocks are the only way to fly...with todays tech, they could build a 450 ft-lb @2000 motor easily- even if it topped out at 300hp or had a 4-5k redline, it would be a sweet daily driver... the old bigblocks will probably never be again, but that low end torque curve could easily be achieved if theyd forget the 7500 redline stuff...a optional torque monster would be awesome
I recall that Ford was at one point working on a turbo diesel 3.5 V6 but I haven't heard much about it lately. Imagine that thing, making perhaps 450+ lb/ft of torques at about 57rpm sitting in the nose of a Mustang GTd, all while getting Focus type mileage.
GTR Member
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Why would they do a big engine like a 351 or 429? Also, where would they start as a basis for said engines? You're talking a very low volume engine. With the rumors and credible info that Trinity is dead, the trend of big engines is probably going to die with the GT500.
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From: Bristol, TN
Why would they do a big engine like a 351 or 429? Also, where would they start as a basis for said engines? You're talking a very low volume engine. With the rumors and credible info that Trinity is dead, the trend of big engines is probably going to die with the GT500.
Well if there is any validity to the Vodoo engine run or the next SE will sport a higher displacement engine which it should since the SVT cars are a cut above the standard Mustang. The PWTA process plus whatever capacity the coyote motor has for increasing the stroke can yield a larger engine without having to add height or weight or drastically changing the engine.
Any GT500 mill might be the 5.2 block but with thicker liners to deal with twin turbos bringing it back down to five liters.
The future will be far more about hi-tech and high efficiency, of necessity, rather than immense mega-liter powerplants requisitioned off some passing tramp steamer ship. However, given the eye-watering performance various Euro turbo four-some-liter V8s are churning out, that may not be a bad thing overall.
