J_Maher_AMG
Well-Known Member
- Joined
- May 29, 2016
- Threads
- 9
- Messages
- 1,475
- Reaction score
- 1,197
- Location
- Newfoundland, Canada
- First Name
- Justin
- Vehicle(s)
- 2017 GT350R (HR057)
I agree with some points both you and Hack pointed out. NVH is absolutely a concern with regards to longevity, primarily the V part though. I look at it a number of ways. It is based off of the Coyote architecture which has proven to be extremely robust in it's design, so it has those inherent strengths, without the cylinder #8 overheating issues. It certainly does have more vibration, but it breaths better and manages heat better, so there are pros and cons to it having the FPC.Comparing a 4 cylinder flat plane engine to a V8 engine is not apples to apples. All you have to do is google inherent flaws in V8, V10, V12 flat plane and you will see NVH is a major problem and has been for years. For packaging reasons, Ford could not use dual intakes and or equal length headers or a light weight crank. All of this again causes NVH.
It's a large displacement engine with a relatively heavy crankshaft for a FP engine. The Ferrari V8 crank weighs ~35 lbs. The VOODOO crank weighs in ~55 lbs. The whole point of a flat plane engine is a lightweight crank and high RPM's. The GT350 has an 8250 redline but the crank is pretty heavy and this causes additional NVH issues. Don't get me wrong. It's an amazing engine that will likely get better if Ford sticks with it. I have never owned a car that sounds as good as the GT350. I'm just trying to be objective and say there are inherent design compromises that had to be made to manufacture the VOODOO and keep it from making a GT350 150k.
I have no idea what your point is on the cast OPG. Seems like almost everyone, me included, agrees that the cast gear was a BAD idea on an engine that spins to 8250 RPM. Of course you are welcome to your opinion.
For the majority of people, myself included, the engine will not live near it's redline (although I wish it could). Majority of street miles will be spend between 2000-4500 rpms, and I don't see any engine not being able to put up with that form of relatively mild driving for a very long time.
The voodoo crank is something like 47lbs; the Coyote's is 55lbs I believe as you referenced, though I'm not 100% sure on those numbers. Still a valid point though in regards to packaging/overall design and the differences in our motors compared to the likes of Ferrari and McLaren. They are much lighter and have a more optimal header design, firing order and intake layout. I've said it before and I'll say it again, as much as I LOVE this engine, it would have been so dam cool for them to have made a 4.7L FPC V8, same size as the original GT350R, but make the whole internal assembly lighter and rev it out to 9000rpms. I wouldn't even care if it made less power (though likely it would make more), but an even higher redline would be irresistible.
As Forgedwheeler points out, no concrete evidence regarding the OPG as being the root of any failures. Speculation and evidence when looked at logically actually points to the fact that the OPG's were not the primary causes of failure based on the non-existent number of failures on cars that are tracked frequently, thus debunking the assumption that the voodoo's vibrational issues have caused OPG failures.
I will still probably install a forged piece once the warranty expires just for the sake of it (why not improve something if you have the means right?). But I will certainly be leaving it alone during the warranty period. My hope is for this car to last until I'm put in the ground... and considering I'm only 26 now, I hope that is long long ways off
Welcome back to the forum BTW :cheers:
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