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SVT Shelby GT500
Rumors about the 2014 Ecoboost GT500.
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<blockquote data-quote="Ry_Trapp0" data-source="post: 9042732" data-attributes="member: 27761"><p>give me a turbo 5.0l over a supercharged 5.4l any day of the week!!! i bet you the 5.0l will be able to hang with, if not pass up, the s'charged 5.4l on pump gas too, considering the parasitic loss differences(turbos are nearly free HP because of the excess energy lost as heat in the exhaust). even if not, i'll take the lower weight and better weight distribution.</p><p>besides, you toss direct injection on it(something GM will probably wait a few decades to throw on their V8s), and you've made up a huge chunk of the displacement difference, not to mention the pump gas capability. turbo direct injection DOHC 7,000RPM 5.0l FTW!!!</p><p></p><p>where did you hear this??? the 5.0l is basically a 4.6l with a slightly larger bore and slightly larger stroke. the block is a brand new design simply so that it can reliably accomodate the larger bore and stroke, much in the same way that the GT got a brand new 5.4l block. the engine is 100% modular architecture.</p><p></p><p>it all depends on the turbo really. if you can spool the turbo up at, say, 2,500RPM, i really don't think you would notice a lack of 'low end'. in fact, the shelby CSX-VHT had a chrysler 2.2l engine with a variable nozzle turbo and made full boost(15PSI) at 2,100RPM, making 205lb-ft of torque. keep in mind that this was way back in 1989(and people seriously made a big deal about porsche using a variable geometry turbo on a gas engined production car??? sorry, but shelby and chrysler beat them to the punch by a decade and a half)!</p><p>it will have a different feel simply because the 2 devices achieve the same goal(compressing air) in 2 completely different ways, but i don't think anyone would think that the low end would be lacking any.</p><p></p><p>whoa man, the sizing of the turbine and compressor wheels, as well as the housing size is possibly the most important factor! the combination of these 3 factors is what will determine a major part of the 'lag', the volume of air being moved, and the maximum compressing capabilities(boost) of the turbo. you are definitely right in that the bearing type, blade pitch, wheel/shaft materials, and whether or not the turbo incorporates some sort of variable geometry system makes a big difference on lag, but you also gotta keep in mind that we're talking about turbos for production cars. these won't be variable vane, ceramic wheel/shaft, ceramic ball bearing turbos, simply because they would be too expensive for something like a mustang derivative, short of an 'R' car.</p><p></p><p>as was said, if you size them right, lag will be all but eliminated, and if you incorporate a little technology into them(like the aforementioned variable geometry capability), there won't be any lag at all.</p></blockquote><p></p>
[QUOTE="Ry_Trapp0, post: 9042732, member: 27761"] give me a turbo 5.0l over a supercharged 5.4l any day of the week!!! i bet you the 5.0l will be able to hang with, if not pass up, the s'charged 5.4l on pump gas too, considering the parasitic loss differences(turbos are nearly free HP because of the excess energy lost as heat in the exhaust). even if not, i'll take the lower weight and better weight distribution. besides, you toss direct injection on it(something GM will probably wait a few decades to throw on their V8s), and you've made up a huge chunk of the displacement difference, not to mention the pump gas capability. turbo direct injection DOHC 7,000RPM 5.0l FTW!!! where did you hear this??? the 5.0l is basically a 4.6l with a slightly larger bore and slightly larger stroke. the block is a brand new design simply so that it can reliably accomodate the larger bore and stroke, much in the same way that the GT got a brand new 5.4l block. the engine is 100% modular architecture. it all depends on the turbo really. if you can spool the turbo up at, say, 2,500RPM, i really don't think you would notice a lack of 'low end'. in fact, the shelby CSX-VHT had a chrysler 2.2l engine with a variable nozzle turbo and made full boost(15PSI) at 2,100RPM, making 205lb-ft of torque. keep in mind that this was way back in 1989(and people seriously made a big deal about porsche using a variable geometry turbo on a gas engined production car??? sorry, but shelby and chrysler beat them to the punch by a decade and a half)! it will have a different feel simply because the 2 devices achieve the same goal(compressing air) in 2 completely different ways, but i don't think anyone would think that the low end would be lacking any. whoa man, the sizing of the turbine and compressor wheels, as well as the housing size is possibly the most important factor! the combination of these 3 factors is what will determine a major part of the 'lag', the volume of air being moved, and the maximum compressing capabilities(boost) of the turbo. you are definitely right in that the bearing type, blade pitch, wheel/shaft materials, and whether or not the turbo incorporates some sort of variable geometry system makes a big difference on lag, but you also gotta keep in mind that we're talking about turbos for production cars. these won't be variable vane, ceramic wheel/shaft, ceramic ball bearing turbos, simply because they would be too expensive for something like a mustang derivative, short of an 'R' car. as was said, if you size them right, lag will be all but eliminated, and if you incorporate a little technology into them(like the aforementioned variable geometry capability), there won't be any lag at all. [/QUOTE]
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