Huh? The mustang GT weighs as much 13/14. How was this new one going to add no weight?
2020 -vs 2014 GT500
- Thread starter Gabed1972
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I know doubt knew it was going to add weight, I had a early guess of 400lbs over the current 350... again it is what it is, car performs regardless and is hot looking that is for sure!
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It is 400lbs more than 350 and current GT.
Evidently the 4 years of engineering made it drive like it weights a lot less. No fade in braking or power or feel with hot laps is really impressive!
Vaughn and Billy are being rather kind here. The car may "feel" like it weighs less than it does, just like we heard when the GT350 came out, but it is still a fat bastard. As such, and as stated in the Ford eSourceBook...
Curious what a 13/14 would put down with the 2.65 TVS? Would have to think it would be close to what the 2020 is at 760hp.
One thing I've noticed is this car appears to have much bigger Intake/TB and basically LTH from the factory. So it def flows much better.
One thing I've noticed is this car appears to have much bigger Intake/TB and basically LTH from the factory. So it def flows much better.
I think they are super impressed that it is fat, and it exceeded their expectations in a way. They are used to driving cars 3500lbs or lighter.
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Uh what? Big step up in what regards?Better rods and more compression out the box? Lol There was an old tired iron 5.4 that just made ~930 with a 2650 a few weeks back. With a nice crank the 5.4/5.8 will rev to the moon as well. Hell a lot of people are still pushing them to 7500 with the old truck crank. Not that it matters anyways since avg usable power wins races regardless of RPM.
Still waiting for any 5.0/5.2 to make 1200+ SAE with a 2650 like the 5.4/5.8 has.
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You are clueless just stop.
Probably not out the box SLB VS SLB but you might be onto something as far as 2650 power potential for both .I agree it should have been turbo/A10.
[QUOTE="gimmie11s, post: 16269744, member: 17953]
The Coyote architecture is a large step up from the trinity hardware.[/quote]
You’re too technically ignorant to offer a valid, informed opinion on the subject. Sorry, you’ve already proven this.
The Coyote architecture is a large step up from the trinity hardware.[/quote]
You’re too technically ignorant to offer a valid, informed opinion on the subject. Sorry, you’ve already proven this.
Edit* Unless you think I’m talking about a Chevy 5.3 (I have a modular 4v 5.3 based off a 4.6)
I’m not. You’re an idiot. You think an engine with 4.165” of stroke is a revver because you’ve bought hype and parts. I’ve built them, ran them, blown them, rebuilt them, ran them and blown them. 65-70mph piston speed is not healthy. 45-55mph is plenty. Taking a truck stroke and trying to rev it to sports car range is a recipe for disaster.
If you are right, why did ford abandon the 4.165” stroke entirely? Ford not smart enough to figure it out? They figured out a 5.2L flat plane engine. They figured out a 7500rpm supercharged 760hp 5.2 as well. You think they just got lazy and said darn, we are too busy to just take the trinity and run it to 760hp? How many trinity engines fail in the 800-1000whp range relative to 5.4’s similarly modded and built well? Compare that to little old 4.6’s also built well and done properly. Factory 4.6 terminator mills are still today sitting healthy in properly built 800-1000whp combos and living fine, 17 years later. The shorter stroke is ideal for a 6500rpm engine.
Taking a 4.165” stroke to 7000rpm or even 6500 is asking for wrist pin failure. It’s north of 60mph piston speed.
Coyote vs modular architecture is entirely a game of improving what the modular needed help with.
•bore
•unshroud the valves for flow
•assess the need for stroke at the expense of rpm by fortifying and stabilizing the entire valvetrain and head design so valve Seats, phasers, guides and retainers don’t break as often
•increase compression and mitigate preignition with variable valve timing, and deliver fuel more precisely with dual wideband
Lastly, regardless of what you do with your 5.8, I can guarantee mod for mod from turbo to sc to head work to na, I can get the same or nearly the same peak power out of a 5.3 based off a 3.7” stroke with revs and compression that you can’t touch in a 5.8.
Rev a built 5.8 to 8500rpm in race applications for 10 passes and do a tear down. Rev a 5.3 to 9500rpm same races, 10 passes and tear it down.
5.8 will show dramatically more wear at the wrist pins, piston skirt bottom, and likely the ring lands.
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You guys are both up in the night.
Go build this theoretical bigger blower trinity making north of 760hp. How’s it do on heat management? Oh.... it fails, everywhere.
You guys forget the trinity ran 15psi on its blower and ran into heat sink issues stock and barely nodded? Bigger blower and 120+more hp. Ok, manage that heat for the application now.
The predator motor is doing 760hp with 12psi from a bigger blower. How big of a difference? .35L... big whoop.
Running a 2.65 TVS on a trinity at 12psi would likely yield less power than it made with the 2.3L at 15psi, I’d bet 650hp would be hard to reach.
3psi is worth more power than .3L of compressor.
The fact the predator makes 760hp with 12psi and 5.2L says all there is to say about trinity vs coyote architecture. 5.8L@15psi made 662hp, 5.2L@12psi makes 760hp. Read it and weep. .3L of supercharger does very little going from a 1.9L to a 2.2L boost staying the same. .35L on a 2.3L blower is doing even less.
Not without more boost or taking it past 6500 rpm which is not wise on a stock trinity due to its fragile rods.
So, build the trinity or condor motor in order to make it compete with new factory gt500 5.2 hardware?
Thanks for proving my point.
He’s not actually... if you take the time to read his posts—which can admittedly be painful.
You’re too technically ignorant to offer a valid, informed opinion on the subject. Sorry, you’ve already proven this.[/QUOTE]
Care to explain that or do you just like pulling your pants down in front of everyone in 25 degree weather?
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It doesn’t need it. Just bolt-ones will get you there.
I still need to get my car on the dyno, but with 2.65 TVS at 18-19 psi I'm guessing I'll be close to if not over 800whp and there's already a good amount of stock block 13/14 GT500s making 800whp with the 2.65 TVS, it's a great supercharger.
I agree.
I know I'm comparing apples to oranges here, but my '19 RS3 with the 2650 TVS really moves out compared to my '13 RS3 with the 2300 TVS.
Yup, and the more boost the 2650 makes the happy it is.
They should consult with lund tuning or PBH, the trinity GT500s are good to what 850rwhp before something bad happens. Then replacing the motor is $$$. Maybe I watch too much YDBT, what can be done to the trinity to push passed 900rwhp?
OPG, upgraded timing chains, rods and piston, after that you can take it to 1000whp. Although that shit is expensive lol.
Theoretically, we can push this stock 5.8 block to 1000whp as many have haha, especially in how you drive it etc. I have certainly pushed mine farther than what one would drag race this car quite often. Keeping the rpms at or below 6200, good fuel and tune you can push her where ever you desire (NOT RECOMMENDED)..I have yet to get this new setup to a legit dyno, but I know you have hit low 800s to the wheel with just a 3.5 upper.. I have almost a full 1/2" smaller pulley than what you ran, so I am playing with fire so to speak and I know this. Hence why my car only has 5,600 miles on it.
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