Gen2 or Gen3 for dedicated track car?

[tevaburns]

What are some recommendations for Reliable valve terrain, would upgrading springs be enough? I want to plan a build that gives me piece of mind while on the track, I know the obvious oil pan and oil pump gears but I’m not sure what everyone’s doing for valve terrain.
I also wanted to add that I was planning on using cobra jet intake manifold And long tubes of that means anything.

I'm also interested in making a coyote last on track. Are there recommendations for a road course valvetrain? Upgraded valves, springs, cams? How different are the GT350 Heads, would they be a solid upgrade for tracking?

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[BmacIL]

I'm also interested in making a coyote last on track. Are there recommendations for a road course valvetrain? Upgraded valves, springs, cams? How different are the GT350 Heads, would they be a solid upgrade for tracking?

How high are you going to rev? Keep it under 7500 and shift regularly before that and the stock valvetrain is fine. High revs = more heat and wear. 400+ whp is more than enough to get anyone in trouble and also to have plenty of fun.

 

[tevaburns]

How high are you going to rev? Keep it under 7500 and shift regularly before that and the stock valvetrain is fine. High revs = more heat and wear. 400+ whp is more than enough to get anyone in trouble and also to have plenty of fun.

I just learned that the hard way. Probably going to need a new longblock. I would like the next motor to be able to use the 7k-8k range. Maybe that's not possible... I would still like to make whatever upgrades to the next motor make sense for track day use. So BmacIL what would YOU do when building a Gen 2 motor?

Motor death at Gingerman last week: https://www.mustang6g.com/forums/threads/motor-trouble-at-gingerman.128532/

 

[BmacIL]

I just learned that the hard way. Probably going to need a new longblock. I would like the next motor to be able to use the 7k-8k range. Maybe that's not possible... I would still like to make whatever upgrades to the next motor make sense for track day use. So BmacIL what would YOU do when building a Gen 2 motor?

Motor death at Gingerman last week: https://www.mustang6g.com/forums/threads/motor-trouble-at-gingerman.128532/

I'd run a Gen 2 with a Gen 3 intake and keep revs below 7500. I did this because it holds the power up through and just over 7000 much better. I don't regularly go much over 7000 though. 7200ish typically.

 

[tevaburns]

I'd run a Gen 2 with a Gen 3 intake and keep revs below 7500. I did this because it holds the power up through and just over 7000 much better. I don't regularly go much over 7000 though. 7200ish typically.

Sigh. So I should ditch my GT350 intake manifold.

 

[BmacIL]

Sigh. So I should ditch my GT350 intake manifold.

I mean they perform similar. 18 manifold will be stronger below 6500. You could probably swap for no cost.

 

[tevaburns]

What's the consensus on compression radios for a road race build NA Coyote? I'm about to build a Gen 2 long block. Is it beneficial to go 11.5, 12, or even 12.5:1?

 

[shogun32]

The 19's have 12.0 and a reinforced crank vs the 15-17. Why not start with the Gen3 engine? Beyond that you need to find a COMPETENT engine builder to milk for what mods are useful and make sense.

 

[EFI]

What's the consensus on compression radios for a road race build NA Coyote? I'm about to build a Gen 2 long block. Is it beneficial to go 11.5, 12, or even 12.5:1?

If you've got the octane, eg. race gas or E85, then I would go with as much as you can. On 93, I personally would feel more comfortable with an 11:1 motor running 25 minutes at WOT in hot weather.

 

[EFI]

The 19's have 12.0 and a reinforced crank vs the 15-17. Why not start with the Gen3 engine? Beyond that you need to find a COMPETENT engine builder to milk for what mods are useful and make sense.

What's reinforced on the crank for the Gen 3? And what about the non-reinforced crank of the Gen 1 and 2s that seems weak?

 

[shogun32]

ask an engine builder who is a subject matter expert. I was just referencing a Ford assertion. But it does sort of follow that bumping the compression ratio and redline would naturally lead to a reinforced crank.

 

[Brazos609]

What about using the FRPP GT350 heads and cams on a Gen 2 block build? Are the GT350 valves and springs a decent upgrade over the GT heads?

 

[BAYoung]

The gen 2 does not have valvetrain issues below 8000 rpm. Its cams and stock intake manifold make it a waste to rev beyond 7200, though. 18GT, GT350, CJ manifolds allow for more power, higher up (peak near 7200 vs 6750). Aftermarket cams are needed to make the best of the CJ or GT350 manifolds.

Would you suggest if someone were building a street/track car to put cams in their gen 2 or gen 3 'yote with a gt350/ bullit IM? Only difference is GT350 is analog and Bullit is digital.

 

[shogun32]

Would you suggest if someone were building a street/track car to put cams in their gen 2 or gen 3 'yote with a gt350/ bullit IM? Only difference is GT350 is analog and Bullit is digital.

Holy necro-thread, Batman!

The engine is the LAST place to spend money. You've fixed everything else that is wrong with your car?

 

[BAYoung]

Holy necro-thread, Batman!

The engine is the LAST place to spend money. You've fixed everything else that is wrong with your car?

My 2021 is currently full steeda suspension, pp2 vdm (magride car), headers, oz flex tuned.

Going to go apex wheels, carbon brakes all around, carbon DS, g-force axles, titanium wheel studs and lug nuts. Then, after that will be Bullit Manifold and TB, steeda 121mm cold air and maybe cometic head gaskets.

Im also planning for EWP, oil and trans cooler, and some carbon. It'll be a multi year build probably

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