NEW Shelby GT350 .
2/15/14, 03:42 AM
#101
Legacy TMS Member
And right before Carroll Shelby passed he worked a deal with Ford to use ( or perhaps even buy ) the GT350 moniker. Prior to that Ford owned the Cobra and GT500 names while Shelby retained ownership of the GT350 name.
2/16/14, 07:46 PM
#105
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2/17/14, 12:49 AM
#107
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I see what you're referring to however that's too vague, it's like Apple taking ownership of a rectangular phone. Although both cars have that design, both are very differnt in it's execution. The current cars have the same middle fascia section as the rendering posted on 6G. So technically the Mustang had that going before the Camaro. Now the only other part in question would be the vertical lights, the Camaro having two light housing on each side and the Mustang with a vertical assembly on each side. Both still very different in execution. So I wouldnt say it resembles the Camaro ZL1.
2/17/14, 08:47 AM
#108
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I see what you're referring to however that's too vague, it's like Apple taking ownership of a rectangular phone. Although both cars have that design, both are very differnt in it's execution. The current cars have the same middle fascia section as the rendering posted on 6G. So technically the Mustang had that going before the Camaro. Now the only other part in question would be the vertical lights, the Camaro having two light housing on each side and the Mustang with a vertical assembly on each side. Both still very different in execution. So I wouldnt say it resembles the Camaro ZL1.
2/18/14, 08:35 PM
#110
Legacy TMS Member
2/18/14, 09:27 PM
#111
I've not heard that in all I've read about those days. Shelby was just as big a snake as anybody regarding stealing rights to branding. I guess he got bit by Ford after he screwed Chevy out of the King of the Road naming rights. Serves him right.
2/28/14, 01:14 PM
#113
Cobra Member
In that CD picture, the hood looks tall enough to hold some form of ram air intake manifold for the GT350 engine and tall enough so it could be used on a GT500 with a Trinity engine in it.
2/28/14, 01:28 PM
#114
Legacy TMS Member
You just can't let it go huh? Height isn't the issue with the Trinity fitting in the S550 - it's width.
3/2/14, 03:41 PM
#116
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3/2/14, 04:21 PM
#117
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If the coyote came with forged internals and bottom end from the factory that opens the door to sooo many possibilities. I have a feeling the 2015 will be a super game changer bringing unprecedented capabilities to the table
3/2/14, 05:42 PM
#118
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http://motrolix.com/2013/12/revised-...ure-spotlight/
- Larger intake valves
- Larger exhaust valves
- Revised intake camshafts
- Revised exhaust camshafts
- Stiffer valve springs to ensure that the valves close completely at high rpm
- New cylinder-head casting, including revised ports that provide a straighter path to the valves for less-restrictive intake and exhaust flow and combustion chamber modifications to accommodate larger valves
- Sinter forged connecting rods that are lighter and more durable for high-rpm operation
- Redesigned piston tops with deeper cutouts to clear the new larger valves
- Rebalanced forged crankshaft that supports higher-rpm operation
3/2/14, 06:58 PM
#119
Legacy TMS Member
Unless Ford is ditching its niche engine line I think the revised coyote motor has more to do with drivability and longevity where speed limits aren't capped at 65 or 70mph.
I would expect the GT350 to have a dedicated engine sharing only major architecture with the standard 5.0 but a good many things different as befits an SVT product.
Ford was able to offer great value with the 5.8 trinity (which was a very low volume engine they made a good business case for) it would be a shame if the follow up motor was anything less.
3/2/14, 07:19 PM
#120
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My hunch is installing the CMCV's freed them to enhance the higher rpm power band without worrying about loss of low end torque/emissions - because the CMCV's take care of the low/mid rpm band.
That would also explain the mid-lock phasers on the intake cam sprockets. They in essence have one cam advance (retard) profile for lower rpm torque/emissions that work with the butterflies closed/partially closed, and another cam advance profile for top end hp where the butterflies are wide open.
Just a hunch...
On the intake side, variable camshaft timing now has a greater range of adjustment available due to mid-lock phasers. This enables better optimized control of the valve timing over a broader range of engine speeds and loads for improved fuel economy and emissions.
Last edited by cdynaco; 3/2/14 at 07:25 PM.