LoL......yes, the very car in the first post of this thread
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Oh yeah for sure I knew that. So essentially nothing leaked at all, no conclusive evidence. In fact I believe I even mentioned in my opinion it was a '18 model 350 much earlier in this thread. Haha.Pictures were leaked of a Roush test car that clearly had GT350 bodywork but the front end was disguised/masked. Speculation initially was that it was testing GT500 engine components; some people insist it was just hiding a redesigned GT350 nose for '18. Nobody can prove anything conclusively since Ford and Roush aren't talking.
In addition to the above comments about the spy pics, the fact that it was very very rare to get a gt350 without adm also tells Ford how much of a demand there was. It'd be a poor business discussion to not continue to capitalize on the demand...Where did you see the leaked info for the '18 350 model? I don't remember seeing anything myself.
I'm surprised by the lack of production capacity implicit in comments like this. Yes, demand is still strong for the GT350 and for sure there's pent up demand for a GT500. Why wouldn't Ford want to produce both models? They're for sure the most profitable per unit.the fact that it was very very rare to get a gt350 without adm also tells Ford how much of a demand there was. It'd be a poor business discussion to not continue to capitalize on the demand...
... Unless of course we get another specialty model soon
I don't think Ford makes that much selling a few Shelbys compared to all the F-150s and Focuses (Foci?). My opinion is they make these cars more for the halo effect the special cars give to the brand, rather than profits.I'm surprised by the lack of production capacity implicit in comments like this. Yes, demand is still strong for the GT350 and for sure there's pent up demand for a GT500. Why wouldn't Ford want to produce both models? They're for sure the most profitable per unit.
Ford's EOY 2015 UAW Contract page 8 under Romeo engine plant investments. Ford has grabbed truck displacements before and used for the Mustang. I'd bet the new 6.2 derivative is a 5.8 or maybe slightly smaller.Source?
If so its for F-250's.
~1500hp. Standard Miami V8 as found in the last Falcon, which is a Coyote with stronger bottom end + 1900 blower. Daniel's added the turbo setup.@thePill , what's the chances packaging could be easier with a SC/TC setup (two charging), such as in the Volvo T6 package?... Or would that be less feasible in a larger cubic-inch engine?
Good gracious a'mighty!!!~1500hp. Standard Miami V8 as found in the last Falcon, which is a Coyote with stronger bottom end + 1900 blower. Daniel's added the turbo setup.
http://vid218.photobucket.com/albums/cc25/4964fxc/PSI%20Miami/Compound_zps5f1igb63.mp4
http://www.fordforums.com.au/showthread.php?t=11455094
Certainly something isn't it.Good gracious a'mighty!!!
What a feat of engineering my good man!!! :cheers::ford:
Thoroughly agreed!Certainly something isn't it.
Whatever Ford do I feel it'll be not "the usual". They need to push the envelopes if consistency is anything. They certainly did that with the GT350, and it goes without saying the GT500 should attract an equal approach. It's engine will be unique with - what I think - no expense spared.
The F-150 and Focus are irrelevant -- they're not produced on the same assembly line. What I was getting at is that for every assembly line there is only so much capacity but that line can produce a mix of different trim levels. So it makes sense that you'd want to prioritize high profit trim levels, as long as there was sufficient underlying demand.I don't think Ford makes that much selling a few Shelbys compared to all the F-150s and Focuses (Foci?). My opinion is they make these cars more for the halo effect the special cars give to the brand, rather than profits.
Having said that, the Boss302 and GT500 sold at the same time, so you never know. I think Ford also reacts to customer demand...
https://media.ford.com/content/ford...nd-production-of-all-new-ford-gt-superca.htmlThe F-150 and Focus are irrelevant -- they're not produced on the same assembly line. What I was getting at is that for every assembly line there is only so much capacity but that line can produce a mix of different trim levels. So it makes sense that you'd want to prioritize high profit trim levels, as long as there was sufficient underlying demand.
This talk of just ending GT350 production while demand is so strong -- I just don't get it. Yeah, it'd be understandable if it was a limited production car, but it most certainly is NOT limited production. Low production, but not limited. Limited production is like the Ford GT where you announce a certain production target and stop there regardless of market demand.
The F-150 and Focus are irrelevant -- they're not produced on the same assembly line. What I was getting at is that for every assembly line there is only so much capacity but that line can produce a mix of different trim levels. So it makes sense that you'd want to prioritize high profit trim levels, as long as there was sufficient underlying demand.
This talk of just ending GT350 production while demand is so strong -- I just don't get it. Yeah, it'd be understandable if it was a limited production car, but it most certainly is NOT limited production. Low production, but not limited. Limited production is like the Ford GT where you announce a certain production target and stop there regardless of market demand.
EDIT: and if GT350 demand started to slow down in '17, they could massively revitalize it if they offered the 10-speed. The way most other performance cars go, over half (if not more) the purchases go to auto-equipped cars. Which means that there is certainly untapped demand for an auto-equipped GT350.
You do realize the NFGT has 1 throttle body and 1 intake manifold like the CobraJet? :headbonk:By the way, the moment a twin turbo system quits driving each cylinder bank independently, it ceases to be a Twin... you understand that right?
While it is a fancy trick, simply applying two turbos, charging a single intake (Cobra Jet) and cooling both turbos through the same exchanger (also Cobra Jet), well... the system begins to evolve away from the Twin. Sure, it is still a parallel BiTurbo system meaning, it in fact has two turbos. However, a Twin Turbo, like the exact one found in the Ford GT, requires separate exchangers, has two intakes, one for each side and each turbo breathes independently.