I like it minus the rear end. The taillights and the rear spoiler kill it for me.In regards to the ZL1's looks, I think it looks fantastic.
The car is definitely a performer though.
I like it minus the rear end. The taillights and the rear spoiler kill it for me.In regards to the ZL1's looks, I think it looks fantastic.
Too bad Ford hasn't released a GT500 that is comparable to the Hell Cat ...... or Demon. The "warmed over" Challenger is certainly a beast but it's got the wheelbase of a Greyhound Bus and carries the mass of a Peterbuilt. An S550 GT500 won't handle like a GT350 but would be better than the Dodge and would be a great overall package that's makes for a great street car. Unfortunately it appears doubtful Ford will come out with a GT500 that can match the punch of a Hell cat or ZR1 and may never happen .......... *sigh*
Umm....
Id say the Trinity is pretty comparable... lol
Not only can it rival a HC in straight in line acceleration but I beats in in the handling department. Im pretty certain it is the better overall performance package.
The 5.4 and 5.8 have the same stroke. Only difference is the larger bore on the 5.8. You do realize Nissan GTRs use the same spray bore tech as its licensed direct from Ford? You also would want to sleeve any 5.4/5.8 aluminum block over 1200hp.
The 5.8 spray bore is not an issue.
The Trinity was 662hp and the Hellcat is 707hp, but the 600# advantage goes to the GT500. The HC A8 trans is the game changer though.
-J
You're not following me. The 5.8 is fine up to the point where both would need sleeving anyway. Ask an engine builder? I just built a JDM 5.8 so I actually have man.the bottom line is a sprary bore is a big issue if something goes wrong which will leave you with 2 painful and expensive choices. Even an out of round bore can pose a real dilemma. The 5.4 goes in the engine bay and the 5.8 goes on Ebay. Just ask an engine builder which is a better platform to build on. IMO this is not even a debate.
762 hp vs. 840 hp? Start modding both of them and my money is on the Chrysler. I am no fan of the 5.8
Ford took the bore (and stroke) on the Trinity out too far and on top of that had to resort to a linerless block delegating it to the recycle bin in the event you score a cylinder which isn't hard to do in a blown motor. Mihovetz stated he wouldn't recommend taking a 5.8 past 15 psi but runs 50 on his mod motors. The funny thing is the relative absents of any 1000+ hp fire breathing 5.8 I can't recall ever seeing one with something other than the stock blower. Personally I would be afraid to lay a wench on that engine.
Not taking away from the 13/14 GT500, it's that ENGINE! Any effort to hop-up that car would have the 5.8 strapped down on a skid sitting in the corner of the garage and a 5.4 in the engine bay. I want no part of a linerless block in a blown engine! You can add variable timing to the list who needs that on 20 psi at 1500 rpm's?
Dollars-to-doughnuts the new GT500 if it ever gets released will be in the same boat just like every Ford performance engine since 2013. Gone are the days some kid with dreams of grandeur, a Cobra and $10,000 can build an 800 hp street car easier than falling off a wet log. Mods these days are pretty much limited to intake and exhaust if even that
Hot rodders are a dying breed
Sorry man,
Before you continue to your argument, you might consider getting your facts straight.
"762 hp vs 840hp"?
More like an 662 hp vs 707 hp. With a 500+ lbs advantage to the Ford.
5.4 and 5.8 have the same stroke. Ford has been using linerless blocks with PTWA since the 2011 5.4.
Nissan licensed this PTWA tech from Ford for the GTRs. They seem to be doing ok with their 3.8L V6.
You dont see many heavily modded 5.8s because:
They can easily make over 800 RWHP with boltons.
They are not cheap cars, so most everyone that buys them dont feel the need of tearing into the car. They are already tons of fun with the factory stock 600+ RWHP.
Lastly, hot rodding is alive an well. Only difference is the cost of playing has went up, along with everyhing else.
I don't recall arguing with anyone, whoever feels there is nothing wrong with a linerless block they are certainly entitled to that opinion. This is primarily a cost saving move at Ford's end but not from the customers perspective they will pay dearly if they manage to damage a cylinder. The only reason I broached this topic is so others can consider the ramifications of the direction the industry is headed which does not bode well for the hot rod industry.
Hot rodding is not alive and well it is slowing dying only the people who can afford it will be able to play. 10 years from now no high school kid trying to get into the hobby will be able to cope with the complexity and expense associated with these new crop of cars. Without new people entering the sport and learning the vital skills that come with it the demands of the aftermarket will slowly die off. All one has to do is look at the number of aftermarket blowers being installed on the newer cars compared to the older ones, on the 13/14 GT500 it's almost unheard of and is something even I would be reluctant to do. This is something I've noticed is already occurring anyone who has been in this hobby for as long as I have would agree. As the years goes by the demand for the older cars that are easier to maintain will only get stronger while the newer cars will be deemed too expensive and complex will wind up being put out to pasture or parted out. A few people have stated they are giving-up on the new cars and looking for an older one as their hobby car.
It's a depressing analogy but sadly true
the bottom line is a sprary bore is a big issue if something goes wrong which will leave you with 2 painful and expensive choices. Even an out of round bore can pose a real dilemma. The 5.4 goes in the engine bay and the 5.8 goes on Ebay. Just ask an engine builder which is a better platform to build on. IMO this is not even a debate.
It takes quite a bit of work to get an HC to do 140 ... probably just as much as it does a Trinity GT500.
This is exactly the reason
It takes quite a bit of work to get an HC to do 140 ... probably just as much as it does a Trinity GT500.