Impatiently waiting for track video's from owners of both vehicles !!! Chk the excuses @ the entrance .

 

DarkSS from your sig it seems that you own one,What did your car run in stock form?

 

Evolution Perfomance made 414 rwhp with an x-pipe, exaust, intake and tune. I am sure a full bolt ons, h/c car will make 500whp as well.
I don't think the "room for additional displacmement" means much either, since the only way to see big numbers is to go Forced induction anyways.

Also, there is no "performance pak" on the new mustangs. There is a gear option, obviously, a whell option, or the "brembo package) that inlcudes the 19" rims and summer tires.

 

That's the money quote. First gear in the Mustang is 18% shorter than the Camaro; second and third are 15% shorter.

Final drive is 7.5% shorter, and wheel diameter is 6% smaller.

With the Camaro first gear and tire diameter, it would need the equivalent of a 4.45 rearend ratio to match the Mustang.

 

I ran 13.01@110 in mine stock in +1,000 DA. Puts it right in line with a "drivers race" as I see it and have said from the start

 

IT will be a driver's race, with the GT having the advantage.

 

I highly doubt it, but I wouldn't mind be pleasantly surprised. There just is not as much room for improvement in a 4V 4Cam V8 to get more power, expecially at 5.0 L displacement. I am not saying that it won't ever be done, but the theory just doesn't support your logic.

 

I never ran it 100% stock, but with a Roto-Fab and mild tune it went 12.7 @ 111 w/ 2.08 60' on street tires at stock psi. I would imagine with a little air taken out and some practice I could get the 60' down to a 1.8, I have seen A6's cut 1.8's.

 

With better rods and pistons and balancing and higher rpm maybe. The BMW M6 makes 500+ hp. But to make the power you have to suck in more oxygen somehow.

 

I cut a 1.7 at Union Grove last week. Man that track is a **** to hook up on street tire night. Thats with a 3600 stall and Nittos at 18psi. That would of been my best run but for some reason it bounced off the limiter instead of shifting to second so it ran a 12.5 at 109. It was averaging 12.4 at 110.x with 1.9/1.8 sixtys and never missed a shift. Figures.

 

I just can't wait for them to get on the street! I'll run one. I'm interested in how i do

 

if you have superior power to weight you will win. if you dont, you'll lose. with as many 2010SS as i see around. im totally sure when they see my 5.0 badge, they will want some. fun times.... i love that ****.

 

I can't wait for these 5.0s to hit the street....you're right fun times indeed.

Be alot of sad 5.0 owners that are going to get their asses handed to them by plenty of SS Camaros.

 

It also has 40 valves and a lighter reciprocating assembly, not to mention an 8250RPM redline.

It doesn't even make peak power until 7750.

 

That depends upon where one starts. NA, you get a max of about 1.25 or so lb-ft of torque per cubic inch. Tuning and gadgets (variable length intake runners, VVT, et al) can broaden the RPM range over which that peak occurs...but in general to get more power, you have to shift the peak upward in terms of RPM. Do heads and cam on your LSx, you'll get more power but you'll lose some low-end...no free lunch. Do the same on your mod motor, you get similar results, it just costs more (more cams to buy)!

Everything that works for a pushrod engine works for an OHC engine too, it's just that most OHC engines come out of the gate more highly optimized. The Coyote has VVT, pretty sophisticated exhaust manifolds, no room for overboring and a pretty long stroke. So I agree that this engine has limited upward mobility without forced induction, but that's not because it's OHC.

The LT5 had a lot of potential, and it was OHC...

 

40 smaller valves. You think the ten pistons and longer crank is really lighter? I'm not so sure.

Remember this coyote engine is 20% lighter than the old 302 engine. I'd be interested to see the rotating assembly weight as compared to BMW's. I wouldn't be surprised but remember I did say new rods and pistons. [lighter stronger]

Race 5.0 coyote engines will undoubtedly turn more rpm like the old 302 boss race engines did. Back in 69 they were turning 9,000 and made 470 hp with old 2V carburated engines.http://www.carmemories.com/cgi-bin/v...erience_id=232

 

Roush-Yates already has a 5.0L making 550hp N/A... It participates in FIA GT3 European Championship. As I understand, the Mustang has already won their class more than once in series like that, if not that one itself. The bore spacings and rod length is the same as 4.6 from what I've read, but the "Coyote" has a 1.62 rod ratio(vs 1.67 I think).... I'd have to look for the real numbers, but I've been reading about this one lately.

Do people really still lower the air pressure of their factory radial tires for drag racing?

And visa versa...

Yet few took advantage... Go figure. Of course, it was nothing like todays engines really, but it sure was potent and capable.

 

I don't know how accurate it is but a lot of 5th gen owners have posted that lowering the air pressure to 25 really helps. IMO it's worth a shot.

 

Airflow is highly dependent upon total valve area. The S85 intakes are 35.7mm and the exhausts are 30.5mm; total intake area is about 62 square inches and exhaust is about 48 square inches.

Coyote intakes are 37mm, exhausts are 31mm - for total area of about 53 and 37 square inches, respectively.

You wouldn't reflexively say that even though the LSx has fewer valves, they're bigger...would you?

Ref the rest - each individual piston is lighter, yes. Each crank throw is lighter, yes. It's not total mass, it's the per-cylinder mass - the con rod in cylinder 1 isn't stressed by the forces acting on cylinder 2, right?

 

Agreed.