80FoxCoupe
Well-Known Member
Where did u hear the 12k price?As of right nowsomething like 60,000 bucks if you aren't some hot rod shop. But once they make it available to just straight up buy, 12kish
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Where did u hear the 12k price?As of right nowsomething like 60,000 bucks if you aren't some hot rod shop. But once they make it available to just straight up buy, 12kish
Yep no relevance to s550So zero relevance in an S550. I'd agree.
tried finding the source, was one of the reviewers or something from the other day when I was looking into it after that 588hp was dyno'd. That may have been an estimated cost w/ a swap kit though, so idk. couldnt relocate my where I found it.Where did u hear the 12k price?
Especially with Vorshlag releasing their kit soon. If one must have displacement because damn the torpedoes, that is the one to do.OMG this is going to be such an amazing swap!!! LOL
At the end of the day itll be cheaper to do an LS thats got a gigantic aftermarket support and has been done for what the last 2 decades? LOL.
But hey now all of a sudden pushrods are the greatest because this ones made my by ford.
Do you have something to add...or any information to refute my post?Are you serious?
Common sense?Those that think this swap will be expensive have never touched an engine, let alone pulled one out of a vehicle. Once these become available on the salvage market, they won't be terribly expensive...especially compared to the coyote.
As for price, no way is it $12k. It's going to be significantly less than the coyote...which we all know is available for < $9500.
Do you have something to add...or any information to refute my post?
Was going to say, a programmer and tune alone is like $600 after tax. No way you are getting a cam and intake on top of that for $100.Common sense?
They're not going to be that cheap. The volume for it isn't there like LS, and an intake, tune and tune device for an otherwise stock car are alone are more than $700, dude. What you listed will be easily $1500-2000 considering very few companies are going to be making high volume (for aftermarket) intakes...they won't be $350 like Mustang intakes. Your cam will be easily $600-700+ also. Just be realistic about it.
I may have been unreasonable with my expectations. It appears cam prices have gone up a bit since my last purchase.Common sense?
They're not going to be that cheap. The volume for it isn't there like LS, and an intake, tune and tune device for an otherwise stock car are alone are more than $700, dude. What you listed will be easily $1500-2000 considering very few companies are going to be making high volume (for aftermarket) intakes...they won't be $350 like Mustang intakes. Your cam will be easily $600-700+ also. Just be realistic about it.
You may want to go back and read my original post. Notice I say $700 worth of parts?Was going to say, a programmer and tune alone is like $600 after tax. No way you are getting a cam and intake on top of that for $100.
Huh? A LS has no means to keep up with the HP potential of this 7.3L engine. The heads can't keep up. The Valves cant keep up. The displacement can't keep up.Yet it'll be harder and more expensive and will get destroyed by an aluminum LS. If you're being reasonable, the only reason to do this over an LS swap in a fox is because it has a Ford logo on it.
The iron pushrod 302 engine weighs similar to the Coyote - more like 450 lbs than 600 lbs. And if you put aluminum heads on it the pushrod 302 weighs less than a Coyote. I'm not going to argue about pushrod vs. OHC. I think OHC engines are much better/more fun in a sporty vehicle.Exactly my argument. I should have expanded on that. Makes zero sense based on COST. Iron should be cheaper and yes it is more durable. However it is not and Ford missed the mark. All that being said I still think the Godzilla swap is extremely silly and a waste UNLESS you can junk yard one for very very cheap. Since you can junk yard Gen 1 long blocks for around $3000 - 3500 and just want to do an NA swap, you would have to be out of your MIND to use a Godzilla brand new or close to new. Coyote swap kits are available, proven, and readily available. They have the power, the weight advantage, and the characteristics for a great resto mod street rod.
People are going to do it because it's hype. I don't deny that. But is it PRACTICAL...so far I'm not convinced at all. I'm a stickler on weight and having that extra 100lbs over the nose would really bug me. Yes one could say well the old 302 was all iron and weighed almost 600lbs anyway and yada yada yada. Well I think that's kinda cool that you lose over 100lbs by going to a Coyote especially since weight reduction costs so much. That nimble 3200lb Fox got even more nimble and needs all the help it can get over the nose.
Tuned and and a few bolt ons for 450 horsepower, proven and readily available swap kits, less weight, more nimble, modern driveline with nostalgia, need no more. In my opinion.
The thing about a small displacement TT V8 setup is it will be very expensive and it will still be heavy. You can get additional displacement without adding as much weight in additional radiators, plumbing, etc. And additional displacement is a lot cheaper than turbos.Anything that deviates from the Coyote design isn't likely to succeed from a too expensive to develop perspective. Now destroke a Coyote3 to 4.2l, 9500 rpm and put twin-turbos on it and we'd have a nifty screamer. And maybe this time if flat-plane crank do it UDDU so it stop trying to tear itself apart. Going 5.2 on the Shelby was just dumb.
Something as gigantic as 7+ liters won't fit in most of the lineup except the F250 and such. The only thing Detroit (and legacy American buyers) worship is cubic inches. God knows why. Those days are over IMO for non-truck platforms. The buyers are dying off rapidly and the new kids are not impressed with slow-revving motors.
If you can't bolt on heads, "full bolt on" is a stupid name IMO. You should be able to bolt on anything that uses bolts, including cams, rotating assembly, suspension, new transmission, etc. And if a car is truly "FULL" bolt on, that would mean anything that can be removed with bolts has been upgraded. I really hate the term full bolt on.Got to love the full bolt on debate and what some people consider bolt ons or not.
I agree with you. That is probably what I would consider full bolt ons as well. Only one I might disagree with would be headers.
It should be interesting to see what happens. I think a lot of people like displacement and want large engines just because that's what they like. LS engines - if you are talking actual aluminum block LS engines and not the iron block stuff - really aren't that high volume.Common sense?
They're not going to be that cheap. The volume for it isn't there like LS, and an intake, tune and tune device for an otherwise stock car are alone are more than $700, dude. What you listed will be easily $1500-2000 considering very few companies are going to be making high volume (for aftermarket) intakes...they won't be $350 like Mustang intakes. Your cam will be easily $600-700+ also. Just be realistic about it.
If you are talking about capability to "destroy" something, an aluminum LS just won't take the boost of an iron block like this. IMO having the Ford oval is a good reason to pick one engine over another. Aluminum LS engines typically aren't built to take a lot of power.Yet it'll be harder and more expensive and will get destroyed by an aluminum LS. If you're being reasonable, the only reason to do this over an LS swap in a fox is because it has a Ford logo on it.
650+ whp with ease? One should check out the "Trigger" build that Vorshlag is doing with the S550. I wouldn't do it, but they'll have a bolt-in LS-swap kit available soon. All else equal I'd take the blue oval too, but I'd happily take a reliable 600 whp NA engine with a GM badge over a Ford one that's 100 lbs heavier.The iron pushrod 302 engine weighs similar to the Coyote - more like 450 lbs than 600 lbs. And if you put aluminum heads on it the pushrod 302 weighs less than a Coyote. I'm not going to argue about pushrod vs. OHC. I think OHC engines are much better/more fun in a sporty vehicle.
The thing about a small displacement TT V8 setup is it will be very expensive and it will still be heavy. You can get additional displacement without adding as much weight in additional radiators, plumbing, etc. And additional displacement is a lot cheaper than turbos.
If you can't bolt on heads, "full bolt on" is a stupid name IMO. You should be able to bolt on anything that uses bolts, including cams, rotating assembly, suspension, new transmission, etc. And if a car is truly "FULL" bolt on, that would mean anything that can be removed with bolts has been upgraded. I really hate the term full bolt on.
It should be interesting to see what happens. I think a lot of people like displacement and want large engines just because that's what they like. LS engines - if you are talking actual aluminum block LS engines and not the iron block stuff - really aren't that high volume.
If you are talking about capability to "destroy" something, an aluminum LS just won't take the boost of an iron block like this. IMO having the Ford oval is a good reason to pick one engine over another. Aluminum LS engines typically aren't built to take a lot of power.
Uhhh, that's a $17k engine that still needs $2k + worth of parts to finish. I think I could find a way to lose 100 lbs for less than that.650+ whp with ease? One should check out the "Trigger" build that Vorshlag is doing with the S550. I wouldn't do it, but they'll have a bolt-in LS-swap kit available soon. All else equal I'd take the blue oval too, but I'd happily take a reliable 600 whp NA engine with a GM badge over a Ford one that's 100 lbs heavier.
https://horsepower-research.com/collections/lsx-long-blocks/products/hpr-aluminum-468-ls-long-block