Well I agree and have mentioned before but we don’t know much beyond DCT.
Its amazing how many times you can tell people this isnt right. The torque ratings from transmission suppliers are based on a specific GVWR. In this case, 5291 lbs. That means in a 39XX-41XX lb vehicle, the transmission would have more torque capacity. So no, its not limited to 664 lb-ft in the GT500.
There is just no way Ford is putting an Aluminator based 5.2 engine in this car with a new supercharger to make 720 hp. Consider the Roush makes over 700 with a 5.0 Coyote and a 2.6SC with a Horribly restricted inlet design....They would almost have to put a buttplug in the headers to get to that low of a crank HP rating.....
No, it won't. Also you're not considering the durability of everything else downstream. Ford has to provide a stupid fast, capable track-focused car with a warranty. The engine may be (and has been said as much) capable of well over 800 crank HP, but that doesn't mean that the transmission and rear axle would be to the stringent durability cycles they must meet. Anyone can make it work for a little while, so don't look at forum anecdotes of Whippled cars as counterpoints.
It’s nowhere near that simple. Are you familiar with the effect of compression ratio and engine speed to supercharged power output?
How does GVWR apply to transmission torque rating? Let's say MT82 is rated 380 lb ft at GVWR 9500 lbs. Can we flip this and say, 950 lb ft at 3800 lbs ?
Correct me if I'm wrong because I am by no means an expert on anything automotive, however I am under the assumption that the engine going into the car will be the 5.2 Aluminator which N/A is rated at 580HP? I'm certain you are correct that the CR will be dropped due to the SC, however that engine has better flowing (GT350) heads and cams, a little more displacement and the new SC that is going to feature an entirely different and much more efficient inlet and much larger intake which is one reason for the raised hood design....From what I've heard hood design on the 18 GT's caused the new 2.6TVS to use a much smaller intake than the 5.0 Coyote can handle that's why there was only a slight HP over 2015-2017 Coyote's with the old 2.3....In my eyes the slight displacement increase coupled with better flowing heads and a more efficient SC should increase HP to more than that of a SC current Coyote 5.0, but again I'm not claiming to be any sort of engine builder or expert.....Just a curious potential buyer.
I could see downstream components being of concern for durability reasons(warranty). I wonder if the A10 is being considered for this car at all? To me the video didn't sound that much different than the A10 in my 18 GT and if it were an option I'd certainly be down with it as a price point option vs a DCT since I don't track my cars anyways although I'm certain they wouldn't do 3 tranny options.....
Unfortunately it won’t be the aluminator.
