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03-11-2013, 10:02 AM | #276 |
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Turbo 4 mustang would be win, IMO. But that bit about the paddle shifters... Is the mustang going to axe manuals soon too?
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03-11-2013, 12:52 PM | #277 |
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Doubtful. Ford doesn't have a dual clutch capable of handling the V8 Mustang's power and Ford actually sells more manual GTs than they do autos. The V6 is a slightly different story, mostly because they sell a bunch of autos to fleets.
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03-11-2013, 01:05 PM | #278 |
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They would probably do what everyone else is doing, buy it from another company. Just like Porsche bought theirs from ZF.
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03-11-2013, 01:28 PM | #279 |
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There will be some serious fake engine noise coming in through the speakers of the 4-cylinder 'stang, that's all I have to say.
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03-11-2013, 03:52 PM | #280 |
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If that's true, I suspect it's going to push the "base" GT significantly up in price. I'm not sure where else they're going to make room for a mid-level engine option in the current lineup.
Honestly, I wouldn't be too happy with a turbo-4 at or near the current V8 GT's price. It's fine as a "base" engine option, but it's no substitute for a V8 in a pony car, regardless of what the numbers are. |
03-11-2013, 04:00 PM | #281 | |
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03-11-2013, 04:26 PM | #282 |
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I agree. A turbo 4 would/could be a great option to replace the V6. Would probably have a larger aftermarket following than the V6.
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03-11-2013, 04:30 PM | #283 | |
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The Camaro getting the LT1 is indeed an assumption, but a fairly safe one; GM typically rolls out new SBC tech in the Corvette and that architecture quickly becomes the defacto workhorse V8 from that point on. It's not economically feasible to have an engine sold exclusively in the base Corvette and nothing else. That's how they've done pretty much every recent update, from LT1 to LS1 to LS3. Even if some occasional rumors contradict it, it seems fairly safe to assume the next Camaro/Stang will rock DI V8s at launch, and if they don't, then a little horsepower one-upmanship practically guarantees that they will a year or two later. |
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03-11-2013, 08:31 PM | #284 |
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The mustang is fun as hell to drive and all, but 420hp from a 5.0 isn't super impressive in 2013, is it? Surely there's a ton of room to grow there, especially with DI.
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03-11-2013, 08:48 PM | #285 |
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If 420bhp from a 5.0L isn't impressive, then you must think the LS3 is garbage at 426bhp from a 6.2L
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03-11-2013, 09:10 PM | #286 |
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That engine is an absolute gem. I miss it every time I step on the throttle of my STI. No comparison whatsoever as the 5.0L is one of the best engines in existence today regardless of price.
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03-11-2013, 09:27 PM | #287 | |
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It's not quite 100 hp/liter yet, but not many NA V-8s of this capacity outside of the Italians (and the very best variant of AMG's 6.2-liter that sits inside the SLS Black Series' engine bay) are there. But for Ford to have gone from 300-ish hp from the 4.6-liter to just about a full 100 hp more from the 5.0-liter is a BIG achievement. |
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03-11-2013, 11:03 PM | #288 | |
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M3, BRZ, s2000, 458; list goes on with a wide range of engine types, price ranges, etc. Should not give them lenience because it's rare in what is being offered now. |
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03-11-2013, 11:12 PM | #289 |
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But HP/Disp has no value what so ever. It's an empty metric. Even using to measure "efficiency" is wrong because it doesn't take into account RPM. It doesn't tell you the amount of power per stroke, only the peak HP/overall displacement.
If you want to talk efficiency then argue fuel rates, burn %, power per stroke, etc. Better yet, talk about things that actually effect performance like HP/lb, HP/physical size, etc. |
03-11-2013, 11:25 PM | #290 | |
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With the exception of the Italian, none of those were really class-leading in terms of performance as a direct result of the engine. The M3 may have exceeded the 100 hp/liter ratio for a while, but MANY reviews including both cars seem to prefer the C63's engine, despite its ~72 hp/liter ratio. The BRZ may have 100 hp/liter, but its engine is underwhelming, despite meeting the metric that apparently dictates to you whether an engine is good or not. The S2000 had 120 hp/liter, which at the time was a record for an NA car, but they increased displacement and decreased its specific output for the sake of torque since the 2.0-liter was so miserable for the first 2/3 of the rev range, and frankly it was mediocre after it was pushed to 2.2-liters. And even when it was in its sweet spot, it wasn't exactly blowing the doors off of cars either. |
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03-11-2013, 11:28 PM | #291 | |
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Who cares if they make a 7L engine that makes 200hp so long as the efficiency is good. (Yes, I know that's extremely unlikely given physics.) |
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03-12-2013, 01:25 AM | #292 | |
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for comparison's sake on the BMEP, the 2.0 s2000 made about the same BMEP... edit, and that coyote engine in the mustang that is so crappy for not having DI? 194 BMEP. it's a good engine. Last edited by samagon; 03-12-2013 at 01:50 AM. |
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03-12-2013, 04:29 AM | #293 | |
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Got it! Here's a dyno graph of this "garage" engine with bolt-ons and a tune that was recently posted (it's a Roadrunner, not Coyote): Look at that - it only makes about 2X the peak torque of an S2000 from 2000 to 7800 RPM. (at the wheels!) |
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03-12-2013, 09:48 AM | #294 | |
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I look at it as it's harder to extract more power out of a smaller engine, especially in excess of 100hp/L, so when I see something like the s2000, I know that the engine is really close to maxed out, at least with reliability still in mind. You can keep stock internals on the f22, do bolt on's, tune, and get to 250 whp up from 200, but it's still pretty high strung as it is. Conversely, it's easy to simply add power by adding displacement and straining the parts less, also using lower quality parts (i.e. not forged internals , not coating the cylinder walls with low friction stuff, not beefing up valvetrain to keep up with the inevitable higher RPM to get that power). So when I see a statistic like that, it makes me feel the engineers did a better job creating a high-strung machine with smaller margins instead of setting a power goal and just building the easiest way to that spec. Trust me, I love the coyote, I know it's good, but when they add DI, it will be just that much better. I simply would prefer it to be at the start of a new chassis run as opposed to 1/2 way through it, because they would be able to address any issues with the new engine at the 1/2 way refresh instead of dumping in something else that could have a slew of problems, and ending with the last year of the chassis being the only stable one, just before they come out with a new chassis that has even MORE improved tech. I like mid year cars because they seem to be a happy medium between buggy cool new tech and finalized outdated stable chassis. P.S. It's ONLY about 2.5 x the displacement of an f20c, so it should be making 2.5x the torque, though flat torque curves are amazing and I wish I had one . |
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03-12-2013, 09:52 AM | #295 |
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I was waiting for this topic to degrade to the point where I would like to entertain it adding to it. My favorite past time is LS bashing. So lets review.
somebody called the Coyote and the LS engine garbage, wrong on both cases Then somebody said that HP/Liter is meaningless, wrong again Next somebody used MPG to compare efficiencies of two differnt car with two different engines, you cannot do that! Let me shed some much needed perspective on this, as I have argued this for eons. First,The Coyote V8 is a stunning peice of work, that is light, powerful and efficient. Dependiong on what source you pick it is lighter than or equal to any LS engine pre 2011 or 2012. It is a slightly bigger engine, but Ford mananged to get the weight way down, which is incredibly impressive. That motor will live on for YEARS as it was so ahead of almost anything in its relative price range. The LS engines, while simple and crude are EFFECTIVE and work darn well (see Corvette LeMans victories). The GM engineers of 65 years ago managed to squeeze a lot of displacement into a small package. Displacement breeds torque. Torque means you can have insane tall 5-6 gears and get mpg. This is a workable package. While not high tech and fancy, it does work. I find the Coyote V8 in the Mustang a higher evolution of a V8 than the LS engines, as they get more power out of a smaller Internal diameter. They are better at converting gas and air to HP. Which is a good segway into HP/Liter. Same old arguement. Some people say it is useless, other quote it as a measure of efficiency. There is not black and white answer to this. Both sides make a good point. The truth is HP/Liter is a good metric, but it is not the end all/be all metric. My best support for this is the ubiquitous 5.7 liter Chevy V8, the old 350. In 1977, it had 5.7 liters displacement and made 165 HP. Fast forward to 1992 and the same 5.7 liters displacement made 375 HP. HP/Liter is a devastatingly accurate measurement at how good those two engines were. So to dismiss it entirely is rediculous. Sure some large displacement engines have small exterior dimensions. As far as efficiency that is a meaningless statistic, other than being able to lower the hood. The BMW engine is a jewel, but trying to get good MPG was obviously not what was on the mind of BMW when they built that car. They could have made 6th gear a huge 0.5:1, but it would not have been happy lugging around at low revs as that engine was made to sing. It could have done it, but lugging around at low rpm what an M3 is about? MPG is only good as a metric to compare entire drivetrain/chassis combinations. Too many tricks can be played with gearing/aero and you guys know it. A Camaro would get crap mileage in pure city driving. Using MPG to to quote engine efficiency is a HUGE stretch of the facts, while ignoring others. When the Coyote does get DI, it is going to give GM something to worry about. If they ever decide to make a 5.5 or 6 liter coyote (um wolf at that point?) it is going to be a stunningly good package. |
03-12-2013, 10:30 AM | #296 | |
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03-12-2013, 10:37 AM | #297 | |
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03-12-2013, 10:47 AM | #298 |
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I don't think GM has that much to worry about. They have yet to add new () features like overhead cams, more than 2 valves per cylinder, and variable valve timing to the small block V8...things the Coyote already has. So if a Coyote 6.0L starts to stomp the LT1 by 100hp GM has plenty of things they can design into a new engine to increase output. The sacrifice will be packaging and weight. If and when they finally do add these "new" technologies I would also expect efficiency to improve.
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03-12-2013, 10:52 AM | #299 |
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Ah but they have. They have added variable valve timing on this last itteration, and on a few itterations before if I recall. And I know GM COULD incoroporate those, but as of yet they have not HAD to, when a simple overbore and stroke got them more power.
You understand I was assuming that GM WILL NOT add a 4 valve head as they have stubbornly kept with 2 valve heads since the mid 50's. I can see them ditching the pushrods soon enough though. Keeping with just 2 valves per cylinder is too much of a handicap. |
03-12-2013, 11:01 AM | #300 | |
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Simple quesiton, not being able to look at torque curves to see rpm which 5.7 liter engine was better the 1977 350 or the 1992 350? You know the answer. The area under the curve is a DIRECT effected by displacement and compression. Nothing magcial about it. Want to bump up your area under the curve, bore the motor out 0.030 and leave everything else alone. I will put it to you another way, Keeping the current compression ratio VE of the cylinder heads constant if GM made its 6.2 a 5.0 and left everything else alone it would make crap for power compared to the coyote. Like I said HP/Liter is an interesting metric, but it is NOT the only one you should look at. It certainly cannot be ignored. The area under the curve is a useful stat as well, and directly effects how an engine feels when you drive it. Also, as fun as HP/Liter is, what about Torque/Liter... That is fun to compare as well. |
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