Pulls on the highway

[anotherneon]

Yeah - and I think that's what people were experiencing, but it seems more readily available data from a varied amount of sources hasn't happened as most folks are simply skipping directly to Forced Induction without really trying to squeeze everything in this motor out of it, first. More importantly, I think a lot of folks see it as more of a pain in the ass than it's worth to have to either drop the engine down an inch or so, or get a hood that clears it, which also, don't seem to be very readily available currently.

Regardless of all that - I don't see a lot of experienced drivers claiming this car feels slow, which leads me to believe the ones that do, are simply driving it slow as opposed to it legitimately being slow.

I can only speak from personal experience, mind you, and without fail when there are other 15s around, you can hear, quite easily, how slowly they're being driven. And not particularly a speed issue, but more importantly a revving and shifting issue. 1st and 2nd it seems like everyone is more than willing to take way up to the limit, but when 3rd and 4th hit, they short shift to get into 5th - completely missing the giant, insane powerband in 3rd and 4th.

I don't know about you guys, but if I'm doing a 40 roll on the Highway, I'm not even going into 2nd - I'll pull from 3rd, into 4th, and cap off in 5th if we're still racing.

If I'm on a track, I live in 3rd/4th. 2nd comes in rarely on super slow turns, and 5th, very rarely on straights that can accommodate.

However, I think an important fact to mention is how garbage the stock shifter is and how often it will absolutely lock you out of the gate during high RPM shifts. I think that is a definite contributing factor to the general idea of the car being slow since anything over 4K, you're probably getting locked out 25-30% of the time from the shift you want to make. Which means a LOT of people are shifting when the car is making right around 300 RWHP...in a car that weighs damn near 2 tons, your Power To Weight is a lowly .079 as opposed to shifting correctly and running that up to a more respectable .1.

That sorta thing really makes a difference.

Another strong thing to concentrate on is how smooth those shifts are. A butter smooth "Quick Shift" is going to be faster than a jerky "Power Shift" since you're not disrupting the car in the same manner.

Concentrate on getting shifts smooth and not so much on the time between them, and I think more people will start to realize the real power in these cars.

But that's just my experience, your mileage may vary.

What RPM are you in from a 40 roll in 3rd gear? With my 3.55s 40mph puts me at 4k RPM in 2nd gear which pulls very hard! As far as the lock out is concerned I believe it's driver error. I had the issue a few times when I got my 15 and changed my shifting tactic and it hasnt come back. I also drove a few 14s and never had an issue.

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[Supa LA]

What RPM are you in from a 40 roll in 3rd gear? With my 3.55s 40mph puts me at 4k RPM in 2nd gear which pulls very hard! As far as the lock out is concerned I believe it's driver error. I had the issue a few times when I got my 15 and changed my shifting tactic and it hasnt come back. I also drove a few 14s and never had an issue.

Just changing the stock shift knob has helped me a bit. The Steeda trans bushing is another cheap, but effective piece.

 

[SNARLINGCoyote5.0]

Yeah - and I think that's what people were experiencing, but it seems more readily available data from a varied amount of sources hasn't happened as most folks are simply skipping directly to Forced Induction without really trying to squeeze everything in this motor out of it, first. More importantly, I think a lot of folks see it as more of a pain in the ass than it's worth to have to either drop the engine down an inch or so, or get a hood that clears it, which also, don't seem to be very readily available currently.

Regardless of all that - I don't see a lot of experienced drivers claiming this car feels slow, which leads me to believe the ones that do, are simply driving it slow as opposed to it legitimately being slow.

I can only speak from personal experience, mind you, and without fail when there are other 15s around, you can hear, quite easily, how slowly they're being driven. And not particularly a speed issue, but more importantly a revving and shifting issue. 1st and 2nd it seems like everyone is more than willing to take way up to the limit, but when 3rd and 4th hit, they short shift to get into 5th - completely missing the giant, insane powerband in 3rd and 4th.

I don't know about you guys, but if I'm doing a 40 roll on the Highway, I'm not even going into 2nd - I'll pull from 3rd, into 4th, and cap off in 5th if we're still racing.

If I'm on a track, I live in 3rd/4th. 2nd comes in rarely on super slow turns, and 5th, very rarely on straights that can accommodate.

However, I think an important fact to mention is how garbage the stock shifter is and how often it will absolutely lock you out of the gate during high RPM shifts. I think that is a definite contributing factor to the general idea of the car being slow since anything over 4K, you're probably getting locked out 25-30% of the time from the shift you want to make. Which means a LOT of people are shifting when the car is making right around 300 RWHP...in a car that weighs damn near 2 tons, your Power To Weight is a lowly .079 as opposed to shifting correctly and running that up to a more respectable .1.

That sorta thing really makes a difference.

Another strong thing to concentrate on is how smooth those shifts are. A butter smooth "Quick Shift" is going to be faster than a jerky "Power Shift" since you're not disrupting the car in the same manner.

Concentrate on getting shifts smooth and not so much on the time between them, and I think more people will start to realize the real power in these cars.

But that's just my experience, your mileage may vary.

You can downshift from a 40 roll to 2nd gear you d be at 4000 and over rpms . For me anyways I have 3.73 's

 

[RustedAngel]

What RPM are you in from a 40 roll in 3rd gear? With my 3.55s 40mph puts me at 4k RPM in 2nd gear which pulls very hard! As far as the lock out is concerned I believe it's driver error. I had the issue a few times when I got my 15 and changed my shifting tactic and it hasnt come back. I also drove a few 14s and never had an issue.

I'm with 3.73s, so I think I'm in that 3500-ish range, I can't remember. I don't pull from 2nd because of a couple of reasons, mainly because even if 2nd pulls harder, it's got a lot more tendency to break loose and spin, losing more time than waiting a tad for 3rd to bloom, then simply sticking in that powerband and taking it through till the end.

The lockout issue isn't driver error - it's the way the new shifters are designed. Lots of plastic pieces, lots of places designed to eliminate NVH and induce slop. The transmission is mounted to the frame (and with that big void in the crossmember mount which the Bushing Inserts remedy), the shifter to the body - when you've got a ton of power running through that connection at high RPMs, then disconnect the two from each other, it lashes, causing a misalignment in the gate, not allowing the shift to happen until the drivetrain slows down and comes back within compliance.

It may not be such an issue in the 14s as the 15s were redesigned. Replcaing the stock body mounted shifter with a race-spec transmission mounted shifter completely solved the problem.

The Whiteline bracket did help even with the stock kit, but didn't eliminate it.

 

[Walt1120]

Havent people already put that to the test vs the Boss intake mani? I thought the gains were minimal due to the '15 stocker flowing so well?

That was just the boss manifold. I havent seen anything with the CJ and 15s yet. I'd be curious though.

The 15 intake works better down low and the mid range than any of the three 11-14 intakes (stock, boss, cobra jet) because of the charge motion control plates

Past 6000 rpm the boss and cobra jet still easily out flow the stock intake but its a big sacrifice to give up power below 6000 in order to make power all the way to 8000+ on a street car. The boss only made power to 7500 on the 11-14 and I saw on the video it made power to 8000 on the 15.. that just shows how much potential the improved heads and cams have on the 15. since the cobra jet made power all the way to 8000 even on the 11-14 I bet that you wouldn't even be able to safely rev a 15 to the point of where power falls off with a cobra jet intake

The 11-14 intakes aren't really designed for the 15 and thats why you dont see any place listing the 15 as an application for those intake, only 11-14 5.0. I think alot of people just assumed that the boss intake from the previous gen is an upgrade but thats not the case, at least for a regular street driven car

The future ford racing intake manifold(s) for the 15 will most likely retain the charge motion plates, and then there would be no sacrifice in the low and mid range and only massive top end gain.

Something that really excites me is rumors of the 5.2L intake possibly fitting on the coyote, that intake would outflow the cobra jet for sure and it uses the same charge plates as the 15 so minimal loss on the low end

 

[dubster99]

I'm with 3.73s, so I think I'm in that 3500-ish range, I can't remember. I don't pull from 2nd because of a couple of reasons, mainly because even if 2nd pulls harder, it's got a lot more tendency to break loose and spin, losing more time than waiting a tad for 3rd to bloom, then simply sticking in that powerband and taking it through till the end.

The lockout issue isn't driver error - it's the way the new shifters are designed. Lots of plastic pieces, lots of places designed to eliminate NVH and induce slop. The transmission is mounted to the frame (and with that big void in the crossmember mount which the Bushing Inserts remedy), the shifter to the body - when you've got a ton of power running through that connection at high RPMs, then disconnect the two from each other, it lashes, causing a misalignment in the gate, not allowing the shift to happen until the drivetrain slows down and comes back within compliance.

It may not be such an issue in the 14s as the 15s were redesigned. Replcaing the stock body mounted shifter with a race-spec transmission mounted shifter completely solved the problem.

The Whiteline bracket did help even with the stock kit, but didn't eliminate it.

Try open hand shifting into 3rd instead of just jamming it in. That's how I shift and I don't have the lockout issues. I didn't have the issues before the whiteline trans bushing and steeda shifter bracket/bushing.

The 15 intake works better down low and the mid range than any of the three 11-14 intakes (stock, boss, cobra jet) because of the charge motion control plates

Past 6000 rpm the boss and cobra jet still easily out flow the stock intake but its a big sacrifice to give up power below 6000 in order to make power all the way to 8000+ on a street car. The boss only made power to 7500 on the 11-14 and I saw on the video it made power to 8000 on the 15.. that just shows how much potential the improved heads and cams have on the 15. since the cobra jet made power all the way to 8000 even on the 11-14 I bet that you wouldn't even be able to safely rev a 15 to the point of where power falls off with a cobra jet intake

The 11-14 intakes aren't really designed for the 15 and thats why you dont see any place listing the 15 as an application for those intake, only 11-14 5.0. I think alot of people just assumed that the boss intake from the previous gen is an upgrade but thats not the case, at least for a regular street driven car

The future ford racing intake manifold(s) for the 15 will most likely retain the charge motion plates, and then there would be no sacrifice in the low and mid range and only massive top end gain.

Something that really excites me is rumors of the 5.2L intake possibly fitting on the coyote, that intake would outflow the cobra jet for sure and it uses the same charge plates as the 15 so minimal loss on the low end

The reason the Boss and CJ intakes aren't listed as fitting the 15's is because the hood won't clear them. They will absolutely bolt up to the motor just like the 11-14's. You'll need motor mounts to drop the motor .75-1" or a hood to fit them. I haven't seen any FR intakes for the 15, and I doubt the GT350 intakes will fit as it's an entirely different motor.

 

[RustedAngel]

Try open hand shifting into 3rd instead of just jamming it in. That's how I shift and I don't have the lockout issues. I didn't have the issues before the whiteline trans bushing and steeda shifter bracket/bushing.

I didn't have an issue from 2-3, it was 3-4/4-3 that was my issue centered around in the 5500-RL range. I open hand as is to give the Syncros a split second to catch up since the MT82 has lazy ass Syncros that take for-fucking-ever.

With my MGW Trans Mounted, the lockout is completely gone.

 

[Walt1120]

The reason the Boss and CJ intakes aren't listed as fitting the 15's is because the hood won't clear them. They will absolutely bolt up to the motor just like the 11-14's. You'll need motor mounts to drop the motor .75-1" or a hood to fit them. I haven't seen any FR intakes for the 15, and I doubt the GT350 intakes will fit as it's an entirely different motor.

I know the boss and cj intake bolt up but they are not ideal for the 15. The 15+ will no doubt have its own FRPP intake developed utilizing the control paltes, Id say give it time as this is the first MY. The boss and cobra jet intakes didnt release until ~2 years after the 2011 came out


The 5.2L is still coyote based, as it has the same bore spacing and deck height. The cylinder head intake ports are the same shape as the coyote, I havent seen anything that seems like it wont work as of yet. The only question is if there is spacing difference between the 5.2 and 5.0 intake ports but they look damn close to me. Looks like a direct bolt up

5.2L heads

5.0 heads

 

[dubster99]

Once people get their hands on some 350's I assume we'll find out what's what. I don't know anybody that's seen the motor up close and compared it to our coyote.

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