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2015+ Shelby GT350 Mustang
Motor Failure Causes??
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<blockquote data-quote="ANGREY" data-source="post: 16079203" data-attributes="member: 188865"><p>Again, penalizing the 350 for having a superior clutch isn't apples/apples. Anyone who builds a CPC configuration and wants torque capability above stock levels is going to have to (eventually) swap to a better (most likely twin disc) clutch as well. If you compare apples to apples, the Voodoo, even with the NVH efforts still has less mass in the rotating components (of the motor). Paired with an equally capable clutch, the savings are there.</p><p></p><p>As I conceded, you can make as much or comparable performance with a CPC setup and for most applications, it's just as capable. The CPC approach has had infinitely more R&D applied to it over the decades in terms of mass production offerings.</p><p></p><p>One thing I didn't mention was the RPM range, and that's another power increasing advantage the FPC offers (given equal displacement). Revving to 8250 and the firing order allows it to make power (without diminishing returns) up high. Granted, can you rev to 8250 with a CPC? Sure, some of it's in valve train and springs, but a good portion of it's also rotating components.</p><p></p><p>It'd be interesting to see a comparison of equal displacement, and see which motor could max out with the most output. I think for everything we're accustomed to seeing (street, strip, drag, blower cars) CPC makes sense, but for a high revving, N/A track car, I think FPC makes sense.</p></blockquote><p></p>
[QUOTE="ANGREY, post: 16079203, member: 188865"] Again, penalizing the 350 for having a superior clutch isn't apples/apples. Anyone who builds a CPC configuration and wants torque capability above stock levels is going to have to (eventually) swap to a better (most likely twin disc) clutch as well. If you compare apples to apples, the Voodoo, even with the NVH efforts still has less mass in the rotating components (of the motor). Paired with an equally capable clutch, the savings are there. As I conceded, you can make as much or comparable performance with a CPC setup and for most applications, it's just as capable. The CPC approach has had infinitely more R&D applied to it over the decades in terms of mass production offerings. One thing I didn't mention was the RPM range, and that's another power increasing advantage the FPC offers (given equal displacement). Revving to 8250 and the firing order allows it to make power (without diminishing returns) up high. Granted, can you rev to 8250 with a CPC? Sure, some of it's in valve train and springs, but a good portion of it's also rotating components. It'd be interesting to see a comparison of equal displacement, and see which motor could max out with the most output. I think for everything we're accustomed to seeing (street, strip, drag, blower cars) CPC makes sense, but for a high revving, N/A track car, I think FPC makes sense. [/QUOTE]
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Motor Failure Causes??
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