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2020+ Shelby GT500 Mustang
Anyone else frustrated with Ford over the next GT500?
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<blockquote data-quote="tt335ci03cobra" data-source="post: 15808632" data-attributes="member: 68944"><p>Carrying on with evil twin, et al:</p><p></p><p>The current crate motor cost for a voodoo is more than an ls7. What’s your point?</p><p></p><p>Nobody building track day toys and project builds starts with a state of the art crate engine. Most everybody sources a used engine, from salvage yards, or gets an older crate engine package that has come down in price. Ls7’s were once $30k. Now it’s like $15k iirc. The coyote is 7 years old. Brand new they were $15k iirc. Now they are like $8k.</p><p></p><p>People end up buying something reasonable. I can compare an ls3 to a coyote and show you a better price comparison as both are 7 year old tech.</p><p></p><p>There’s no disputing that an ohv mill is far easier to use for a project car or any car for that matter.</p><p></p><p>Gone are the days when we had carburetors, and leaded gas. With modern ecu’s, and the innovations like direct injection, variable valve timing, and so forth, the ohv/dohc debate has far fewer pluses going to the Dohc.</p><p></p><p>Look, I own and paid for a very trick 5.3L dohc, it’s very light, has 425+whp na with just 9.3/1, and as boosted makes 800whp on just 10psi. It cranks out 1070 on 20psi and a soft tune. Dohc is awesome for making reliable big power at high rpm. It’s the best way to go when turbocharging bar none.</p><p></p><p>That said, a supercharged ohv is easily going to put out 400-800hp, and that is more power than most all street cars will ever need.</p><p></p><p>Put a lighter piston and rod in an lt1, with a space age material crank, and get some lighter valve covers as well as lighter valve train and timing assembly, there’s 25-50lbs. Delete the emissions compliance systems, take out the cylinder deactivation, and throw on nice quality headers and a trick intake manifold, there’s another 20-30lbs at least. It takes $10k to build a very light very trick modular or coyote. The heads are very expensive. My fgt heads, stage 3 pnp, and stage 3 cams with all the timing and ss/titanium valve train were $7500 before degreeing and installing them. Add another $500 for that, and you have $8k for badass heads on a modular. Now find an intake manifold to run those heads on a 4.6 based deck. That’s minimum $1000. My fr500c was $2300 before redoing the injectors and fuel rails, cables, and plumes. If you have a coyote, cut the price in half on the head/cam/valvetrain work, and your being generous. It’s about $4500 to do up coyote heads and cams to where they match a ported fgt head. 360/310 cfm@.550~</p><p></p><p>It’s $3-4K on an ohv to get very trick hci.</p><p>I’m talking very light valvetrain, light head covers, a custom cam, tuned, installed, etc. You can add 50-75hp to an lt1 with cheap off the shelf hci packages under $2k. A modular is very lucky to gain 50-75hp with an excellent hci combo, and a coyote is about 40-50hp but it’s also starting way closer to optimal. This all said obviously the built hci coyote or modular will continue to pay dividends as power levels, boost, and rpm rise, but again, 400-800hp is very attainable with a moderate ohv build that will literally cost half that of a mod mill build.</p><p></p><p>Regardless if an lt1 costs more than a coyote in a catalogue brand new, we all know which one costs more to build/rebuild a head, change cams, or fix a valve seat issue. Rockers, pushrods and lifters are much easier to deal with than rebuilding and degree-ing - dohc heads.</p></blockquote><p></p>
[QUOTE="tt335ci03cobra, post: 15808632, member: 68944"] Carrying on with evil twin, et al: The current crate motor cost for a voodoo is more than an ls7. What’s your point? Nobody building track day toys and project builds starts with a state of the art crate engine. Most everybody sources a used engine, from salvage yards, or gets an older crate engine package that has come down in price. Ls7’s were once $30k. Now it’s like $15k iirc. The coyote is 7 years old. Brand new they were $15k iirc. Now they are like $8k. People end up buying something reasonable. I can compare an ls3 to a coyote and show you a better price comparison as both are 7 year old tech. There’s no disputing that an ohv mill is far easier to use for a project car or any car for that matter. Gone are the days when we had carburetors, and leaded gas. With modern ecu’s, and the innovations like direct injection, variable valve timing, and so forth, the ohv/dohc debate has far fewer pluses going to the Dohc. Look, I own and paid for a very trick 5.3L dohc, it’s very light, has 425+whp na with just 9.3/1, and as boosted makes 800whp on just 10psi. It cranks out 1070 on 20psi and a soft tune. Dohc is awesome for making reliable big power at high rpm. It’s the best way to go when turbocharging bar none. That said, a supercharged ohv is easily going to put out 400-800hp, and that is more power than most all street cars will ever need. Put a lighter piston and rod in an lt1, with a space age material crank, and get some lighter valve covers as well as lighter valve train and timing assembly, there’s 25-50lbs. Delete the emissions compliance systems, take out the cylinder deactivation, and throw on nice quality headers and a trick intake manifold, there’s another 20-30lbs at least. It takes $10k to build a very light very trick modular or coyote. The heads are very expensive. My fgt heads, stage 3 pnp, and stage 3 cams with all the timing and ss/titanium valve train were $7500 before degreeing and installing them. Add another $500 for that, and you have $8k for badass heads on a modular. Now find an intake manifold to run those heads on a 4.6 based deck. That’s minimum $1000. My fr500c was $2300 before redoing the injectors and fuel rails, cables, and plumes. If you have a coyote, cut the price in half on the head/cam/valvetrain work, and your being generous. It’s about $4500 to do up coyote heads and cams to where they match a ported fgt head. 360/310 cfm@.550~ It’s $3-4K on an ohv to get very trick hci. I’m talking very light valvetrain, light head covers, a custom cam, tuned, installed, etc. You can add 50-75hp to an lt1 with cheap off the shelf hci packages under $2k. A modular is very lucky to gain 50-75hp with an excellent hci combo, and a coyote is about 40-50hp but it’s also starting way closer to optimal. This all said obviously the built hci coyote or modular will continue to pay dividends as power levels, boost, and rpm rise, but again, 400-800hp is very attainable with a moderate ohv build that will literally cost half that of a mod mill build. Regardless if an lt1 costs more than a coyote in a catalogue brand new, we all know which one costs more to build/rebuild a head, change cams, or fix a valve seat issue. Rockers, pushrods and lifters are much easier to deal with than rebuilding and degree-ing - dohc heads. [/QUOTE]
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2020+ Shelby GT500 Mustang
Anyone else frustrated with Ford over the next GT500?
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