Mustang engines.

[velocity550]

If the 6.8 is based on the 7.3, it's a pushrod. Don't be afraid of it. The dinosaur 6.4 in my Charger is pushing out 485/475 with a big thick bottom

It's also physically small by comparison to the Coyote:

Even with the plastic covers, there's still air in there. The engine bay is also significantly shorter.

Yeah push rods are cool and all, cheaper, more torque, cammed sounds, etc. But they are just old technology and aren't nearly as efficient. There is just something about revving out my tuned coyote to 8,000+ rpms with ease. Doing 8k+ on a push rod engine is a bit more involved. But to each their own. You my friend have the best of both worlds having both cars lol

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[Twin Turbo]

"Just" As in Just finished the gen 4 development. My guess if there is a new GT500, it will be a 6.8 or gen 4 5.0 (supercharged). Source is Blue oval news forum.

Ah, that makes sense. Apologies, I thought you meant Ford had just OK'd the finances for Gen 4.......completing development of Gen 4 around now makes perfect sense if it'll debut in S650 in the next 12-18 months.

 

[Dfeeds]

It's also an octane issue. The coyote is easily capable of hitting 500 crank hp N/A, while staying within emissions regulations, if it wasn't stuck using 87 and 93 pump.

I am curious to see what comes of it because massaging more power on pump gas would involve a bit of Innovation and creativity. I love nerding out on the new stuff. Although my thoughts mirror what's been said. I see the changes being a more mass produced friendly (cheaper) version of the bullit/mach 1 variant making its way into the GT coupled with cylinder deactivation.

One upside to cylinder deactivation (I say upside loosely) is that it can give them the ability to bump up the power and keep mpg goals that it otherwise wouldn't have hit without it.

 

[Dfeeds]

So long as it can be turned off easily.

I really don't understand why it can't be. It's not like turning it off affects emissions, so why lock it out? So a system a manufacturer dumped a crapton of money into actually gets used?

 

[IronG]

If the 6.8 is based on the 7.3, it's a pushrod. Don't be afraid of it. The dinosaur 6.4 in my Charger is pushing out 485/475 with a big thick bottom

It's also physically small by comparison to the Coyote:

Even with the plastic covers, there's still air in there. The engine bay is also significantly shorter.

It seems that the 6.4 weights in ~700lbs and the Coyote ~500 according to some sites on the interweb. 200lbs on the nose is something to at least think about if not worry about if you want good handling.

 

[ice445]

So long as it can be turned off easily.

The cylinder deactivation on the Hemi's and LT motors have been horrible for long term reliability. So many destroyed camshafts. One thing I love about the Coyote is that it doesn't have any of that nonsense.

 

[ice445]

Easy enough to get around that though. Track mode disables it completely. My custom mode is:

Transmission/throttle/exhaust - Track
Steering - Track
Traction Control - Street (because I'm not a complete idiot)

Even in Sport/Street (which is the equivalent of Normal), it only came on once for me. That itself was an intentional test on the highway. The way I drive didn't meet the criteria for activation in highway or local driving.

I guarantee you if Ford implemented it, turning it off would either be impossible without a tune, or at best an annoying setting buried in a submenu that resets at startup.

Ultimately the mechanical implementation can still fail even if it doesn't activate that often. The only way to be truly safe is to physically delete it early on. With that said, I'm certain they don't ALL break, especially when maintained well, but I would just personally be bothered having that potential time bomb. I don't have any issue with pushrod motors otherwise, it's an easy way to get more displacement for the same physical size. Most of the OEM implementations have low redlines though which makes me sad. Nothing beats the smoothness and theatrical build up of power in a DOHC motor for me.

 

[gadgtfreek]

I hope the S650 makes it, and I want a 6.8L.

 

[IPOGT]

I hope the S650 makes it, and I want a 6.8L.

Just wait until the 7.2L comes out.

 

[gadgtfreek]

Just wait until the 7.2L comes out.

Either will work! I just think the 6.8 is more likely.

 

[Balr14]

A larger displacement DOHC engine is impractical. It would mean taller deck height and/or bigger heads; neither of which would fit in most cars. I don't think a Mustang needs more weight added up high and outside.

 

[IPOGT]

A larger displacement DOHC engine is impractical. It would mean taller deck height and/or bigger heads; neither of which would fit in most cars. I don't think a Mustang needs more weight added up high and outside.

It wasn’t practical to put some of the 427/428’s back in the day either. I think I remember having to pull wheels to change spark plugs.

 

[Schwerin]

Wasn't there a mule Mach1/GT parts car with a v8 and suspected AWD seen around earlier this year? I wouldn't be amazed if the "standard" GT becomes a 5.0 with the Bullitt/Mach1 and F-150 changes merged, maybe a cam/head update with an AWD option. Then you'd have a Standard 480-490HP GT with available AWD. I'd be interested in one of those for a nice daily.

 

[Dfeeds]

It seems that the 6.4 weights in ~700lbs and the Coyote ~500 according to some sites on the interweb. 200lbs on the nose is something to at least think about if not worry about if you want good handling.

The 6.2l LT1, found in the camaro, weighs less than the coyote and sits lower. a DOHC will typically weigh more because of 3 more cam shafts. The added benefit if a pushrod to sit lower in the car increases handling as well.

 

[troverman]

Is the 6.8 rumored to be DOHC and 4 valve per cylinder? If not, count me out. It will just be more big 2 valve truck crap that GM and Dodge are doing. The Coyote trounces the others in hp/ci, so if they build a bigger V8, it would be silly not to be DOHC. A 6.8L engine with the same hp/ci as the gen 3 coyote would make over 650hp.

HP/CI is largely irrelevant unless the weight is vastly different. Point being, there is nothing wrong with a larger displacement engine per se, and if it makes significantly more power but without a lot of extra weight...all other things being equal, it wins the race.

Yeah push rods are cool and all, cheaper, more torque, cammed sounds, etc. But they are just old technology and aren't nearly as efficient. There is just something about revving out my tuned coyote to 8,000+ rpms with ease. Doing 8k+ on a push rod engine is a bit more involved. But to each their own. You my friend have the best of both worlds having both cars lol

Well, it certainly is possible for pushrods to turn high RPM (see NASCAR) but yes, the Coyote revs high. It sounds awesome, but the pushrod engines pack a lot of lower-end punch. My GT feels relatively lethargic until 3500+ RPMs. A Camaro takes off harder. And frankly the fuel economy is just as good with pushrods, and the engines are more compact and easier to work on.

I really don't understand why it can't be. It's not like turning it off affects emissions, so why lock it out? So a system a manufacturer dumped a crapton of money into actually gets used?

Cylinder deactivation being operational is part of the EPA rated fuel economy, and gross tons of CO2 emitted could be dependent upon how often the cylinders deactivate. I'm with you though, that the systems are not reliable.

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