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Cobra Forums
2013-14 Shelby GT500
Trinity 5.8 to live on in S550
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<blockquote data-quote="F8L SN8K" data-source="post: 13597167" data-attributes="member: 50367"><p>I disagree that 5.4 has more potential then the 5.0 coyote/road runner. I admit that because of the increased deck height the 5.4 architecture has a possibitly to have more displacement. The block design on the 4.6/5.4 also seems to be holding up better without separating linings when abused. You can pull the heads off while leaving the cams in place. The long stroke also helps in the torque department. </p><p></p><p>Outside of that the 5.0 holds an advantage. The block is cheaper($1600 vrs $3800). The block has better windage control. The crank is fully counterweighted and has straight drill oiling. The valve train is more stable and timing chains less of an issue. With the expensive(for Ford not us) TiVCT allows for more compression and more aggressive cams(lift and Duration). The cam positioning in the 5.0 has been optimized to allow better flow and velocity for the cylinder heads that outperform the GT/GT500/00R heads. All around the 5.0 is a more efficient design as it should be as it's an evolution of the old architecture. </p><p></p><p>I would compare the 5.0 to the 00R which had a great intake, rods, the most agressive cams (before the 5.0 arrived) and ok compression. But that is not a totally fair comparison looking at a 13 yr old car comparing it to a 2011-2014. Even though the argument would be the engine design differences which again should be an improvement. </p><p></p><p>I would like to see a tall deck Coyote to have the best of both worlds or the 6.2 :rockon:</p></blockquote><p></p>
[QUOTE="F8L SN8K, post: 13597167, member: 50367"] I disagree that 5.4 has more potential then the 5.0 coyote/road runner. I admit that because of the increased deck height the 5.4 architecture has a possibitly to have more displacement. The block design on the 4.6/5.4 also seems to be holding up better without separating linings when abused. You can pull the heads off while leaving the cams in place. The long stroke also helps in the torque department. Outside of that the 5.0 holds an advantage. The block is cheaper($1600 vrs $3800). The block has better windage control. The crank is fully counterweighted and has straight drill oiling. The valve train is more stable and timing chains less of an issue. With the expensive(for Ford not us) TiVCT allows for more compression and more aggressive cams(lift and Duration). The cam positioning in the 5.0 has been optimized to allow better flow and velocity for the cylinder heads that outperform the GT/GT500/00R heads. All around the 5.0 is a more efficient design as it should be as it's an evolution of the old architecture. I would compare the 5.0 to the 00R which had a great intake, rods, the most agressive cams (before the 5.0 arrived) and ok compression. But that is not a totally fair comparison looking at a 13 yr old car comparing it to a 2011-2014. Even though the argument would be the engine design differences which again should be an improvement. I would like to see a tall deck Coyote to have the best of both worlds or the 6.2 :rockon: [/QUOTE]
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2013-14 Shelby GT500
Trinity 5.8 to live on in S550
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