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2020+ Shelby GT500 Mustang
First 2018 Shelby GT500 Spy Video
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<blockquote data-quote="93 347 Cobra" data-source="post: 15391950" data-attributes="member: 7047"><p>I'm curious to hear more about what you've found. It may shed light on where Ford goes with the next giant-killer. I've openly speculated 115-mm bore spacing for cooling reasons and the decrease in piston speed but if you have info that would support 5.2 being feasible at 725-750 horses I'm definitely interested in hearing more.</p><p></p><p></p><p></p><p>If the engineers are excited then it means we definitely will be. The Trinity and modulars are all dead. This is a good thing because if you look at a Hellcat dyno graph and a Trinity dyno graph you'll see the Trinity engines, even modded start running out of steam at 4250 rpm in torque production. Horsepower is a mathematical function of torque so I tend to disregard it when looking at dyno graphs. Cammed Trinity motors hold on a bit longer but at the expense of low-end torque. Variable Cam Timing is a big deal for high rpm power production without sacrificing low-end. The Hellcat holds on very well until 5000 and tails off much more gradually and it's due to the ability to dynamically retard the cam. DOHC has a huge advantage in having separate cams on intake and exhaust so those valves can be advanced and retarded separately for maximum efficiency instead of having intake and exhaust chained together on one cam and advanced or retarded to the same degree. So I view the lack of VCT on Trinity as a huge opportunity lost.</p><p></p><p>This is why I'm very excited about the new car, there are a number of game-changing technologies coming. Those bigger pinned brake rotors that perform identically to carbon-ceramics at a fraction of the price, magnetic shocks, IRS, Variable Cam Timing, available 10-speed auto (I want 7-speed man), Eaton's new TVS2, HUD shift light, possible carbon fiber wheels, Sync 3 etc.</p><p></p><p>That spy vid has a very deep tone and tells me we won't be disappointed.</p></blockquote><p></p>
[QUOTE="93 347 Cobra, post: 15391950, member: 7047"] I'm curious to hear more about what you've found. It may shed light on where Ford goes with the next giant-killer. I've openly speculated 115-mm bore spacing for cooling reasons and the decrease in piston speed but if you have info that would support 5.2 being feasible at 725-750 horses I'm definitely interested in hearing more. If the engineers are excited then it means we definitely will be. The Trinity and modulars are all dead. This is a good thing because if you look at a Hellcat dyno graph and a Trinity dyno graph you'll see the Trinity engines, even modded start running out of steam at 4250 rpm in torque production. Horsepower is a mathematical function of torque so I tend to disregard it when looking at dyno graphs. Cammed Trinity motors hold on a bit longer but at the expense of low-end torque. Variable Cam Timing is a big deal for high rpm power production without sacrificing low-end. The Hellcat holds on very well until 5000 and tails off much more gradually and it's due to the ability to dynamically retard the cam. DOHC has a huge advantage in having separate cams on intake and exhaust so those valves can be advanced and retarded separately for maximum efficiency instead of having intake and exhaust chained together on one cam and advanced or retarded to the same degree. So I view the lack of VCT on Trinity as a huge opportunity lost. This is why I'm very excited about the new car, there are a number of game-changing technologies coming. Those bigger pinned brake rotors that perform identically to carbon-ceramics at a fraction of the price, magnetic shocks, IRS, Variable Cam Timing, available 10-speed auto (I want 7-speed man), Eaton's new TVS2, HUD shift light, possible carbon fiber wheels, Sync 3 etc. That spy vid has a very deep tone and tells me we won't be disappointed. [/QUOTE]
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