LOL you too! Those cars cost far more money!! Why even bring them up. A hybrid Mustang will not see any kind of appreciable performance gains on a modest budget. 10k (more than a Bullitt) might get you a couple tenths faster, 30-40k might get you a second better. Not sure they would sell many. I really don't see a hybrid version any time soon. More likely is the jump right to full electric....10 years from now.
No, I am not comparing them to a Mustang. I am just pointing out that it can and has been done and will be done again. As I pointed out, the use of electrification to improve performance, not just fuel economy, is fairly new. That’s why there are no cars in the Mustang competitive set to use as examples. Yet. As I mentioned earlier, I had a conversation with FCA performance guru Tim Kuniskis. He was very clear in stating that FCA will be using electrification to improve performance. So will GM. And, with Aviator and soon Mustang, so will Ford.
You asked about performance from hybrids, I responded with top examples for both mpg and performance. Both of those cars are fairly old and prices have/are dropping rapidly on the tech. For instance, the new e-hybrids from Porsche can be had in the $70k range iirc, eliminate the markup of the Porsche name and it’s easily conceivable to have one in a $55-65k Mach1 that sits between a GT and GT500.
I'd buy that - but the aluminator is not street legal :-(
In my opinion using the GT350 or GT500 heads and making the Mach port injection only would make it more desirable over the DI/PI combos we have now with the base GT engine. But you definitely could be right. What sucks is the displacement is limiting performance at this point. They need to start bumping up the displacement soon in order to increase the power. And not to 5.2, that's way too small of a bump.
For the strip they should make a blower car IMO. The GT500 is set up pretty well for the strip. Or they need more displacement. The current gearing is not set up well for launching either, especially with a small displacement high winding engine. The automatic version will do well at the strip, but the manuals aren't geared right.
and the number of manuals that live at the drag strip as a function of all manuals is? Probably damn close to zero. I think 1-5 being close(r) ratio would be an improvement wit 6th being the only overdrive gear.
The 350 and 500 heads are the exact same, even the cams have the exact same profile, just use different firing orders. The limiting factor for displacement is the block design, small bore and a short deck and a small bore spacing. About the biggest bore you could get is a 3.75 with a sleeved block and with a stroker crank you might be able to get a 5.3/maybe 5.4 out of a coyote but that would be it.
I personally by far prefer the character and power production of Ford's DOHC V8 over a modern pushrod engine. Either version of what you are saying is a redesign to an engine, but with modern tools I don't think it's that big of a deal. Ford redesigns engines all the time. The Coyote has been around for a long time. We are overdue for a major redesign to support the next jump in power.
Ok no kidding you can with enough money use hybrid tech to improve performance. I was never asking if it could be done or had been done. The question is will it be done for more than an incremental improvement? I think the answer is no. Not to say they won't do it and market it to appeal to someone. I really think it is cost prohibitive in the sense that to get real improvements, you will need to spend quite a bit to get it. That is why only a few very expensive cars have it. As for Tim K....FCA and every other car manufacturer need to comply with local C02 regs in Europe especially if they want to continue to see some of their models. I would bet that they are doing it for that more than performance.
Where did I say performance could not be achieved with using hybrid tech? Where did I ask to have a list of examples? I actually stated it could be done but MPG's were the main reason to use that tech.
the Camaro engine isn't nearly so 'heavy thrashy' as the Coyote3 (the trans bushing insert may play a role). The Borla street+Steeda H-pipe sound good but not as sonorous as the GM dual-mode factory exhaust. The Coyote has step-functions in it's power delivery and a "motorcycle-like" rush as the revs approach redline vs the GM that one can tell is running out of breathing capacity. I like both almost equally though. But if I want true exhilaration I go with 2 wheels be it FZ09, Monster1200 or RSV4 tuono.
The only reason I suggested a cam in block is they are simple and cheaper and cam in block allows for a much bigger cam than what the modular/coyote does. The modular was first introduced in 91 in the town car and as a 5.4 in the trucks in 97. Those went all the way to 11 when it had a major redesign into the coyote. The yote block uses the same deck height and bore spacing as a 4.6 block and also has the same bellhousing pattern and motor mount bosses on the side (the 5.4 was just a tall deck 4.6) A tall deck coyote block is out of the question for the current S-550, there is no room. With the current plasma wire arc cylinder walls used in the gen 3 yote and the 5.2's, ford could siamese the cylinder walls to maximize the bore size up to around a 3.85 or so and with a stroker crank maybe hit the magic 351 cubes.
