Who will swap for the new 7.3 V8!

Discussion in 'Mustang S550 General Forums' started by Fatguy, Mar 9, 2019.

  1. WildHorse

    WildHorse N/A or GO HOME

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    Wrong. It's about peak horsepower. What's faster 1000 hp and 100 ftlb of torque or 100 hp and 1000ftlb of torque. Drag racing requires gear ratios to keep the rpms as close to peak horsepower as possible.
     
  2. Big Boss

    Big Boss Well-Known Member

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    The way I read his quote is exactly that. It wouldn't be a good engine for the Mustang. Like you said, it would add weight, it would throw of the handling and wouldn't drive as good. Now personally I also think it would be slower. I don't expect it to have as much horsepower as you do, so I don't think the extra torque would offset the added weight.

    Everything Ford has said about this engine and positioning it to be an alternative to a diesel makes me think its going to be just that. He also mentioned low reving nature. That tells me this engine is going to be set up for massive low end torque and leads me to believe that its going to fall on its face in the upper RPM range.

    That just leads me to believe that AS IS the 7.3 will not be a good engine in a performance car. Not that it cant be with a different cam and tune, but as it will be offered from Ford based on what they have said about it and what we know about leads me to believe it will be an awesome heavy duty truck engine and not a good performance engine
     
  3. Erik427

    Erik427 Well-Known Member

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    Please explain why a two speed Powerglide is so often used even with Coyotes?
    Top Fuel cars do not shift....as in zero gears.

    Look, I love the A-10 and such.
    But a person cannot paint everything with the same brush.
     
  4. Erik427

    Erik427 Well-Known Member

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    Look how little actual bottom end tq the Coyote makes.
    Now compare that to GM's new 6.6LT.
    The extra tq will offset the extra 100lbs.
    The 7.3 is the right engine for the Stang......she ain't no lightweight.
     
  5. Erik427

    Erik427 Well-Known Member

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    Peak power wins armchair races......
    Overall power is what really wins races.
     
  6. Erik427

    Erik427 Well-Known Member

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    ......and the GT40......and a bunch of CanAm race cars.....and a bunch of Winston Cup cars.
    You can build a modern all alloy FE to weigh about 465lbs.

    Now if Pond would drill their blocks so a modern A-10 can be used....
     
  7. Erik427

    Erik427 Well-Known Member

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    Let's put the 7.3 to the side for a moment.

    How does everyone think about a 3.5TT being offered in the Stang?
    Personally I think it would be a tremendous improvement.

    Would make for a awesome tie in to the Ford GT.
     
  8. Big Boss

    Big Boss Well-Known Member

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    What would you rather put in a car the LT1 or the L8T?
     
  9. Erik427

    Erik427 Well-Known Member

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    Depends......the 6.6 is built with the kind of robustness needed for boost.
    N/A......6.2 LT any day of the week.

    LT4 is quite a different story.
     
  10. Big Boss

    Big Boss Well-Known Member

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    Just swapping the engine as it is. Nothing else
     
  11. millhouse

    millhouse Well-Known Member

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    Man, you really do need to do some research before you keep going down this road. Instantaneous torque is what matters for your 60'. Ever heard of the formula F=ma? Or how about a=F/m? You see, it's instantaneous torque that gets you moving. Once you're in motion, then horsepower can be used to determine how well you're going to accelerate.

    How well does the GT350 do on the dragstrip with the first 60'? Ever wonder why it's such a PITA to get a decent launch?

    Have you ever seen a Tesla P100D's horsepower and torque curve?

    P100D-Dyno-Chart.jpg

    It's not the HP that get's you moving, it's the torque.

    Now with all of this said, it's RWTq that matters for the launch, so gearing absolutely can play into the equation. The difficulty with higher rpm cars (GT350) is that as soon as you gear for a better 60', you make the first few gears EXTREMELY short. This is a contributing factor to why the A10 makes such a HUGE difference in the mustang and such a small difference in the camaro.
     
  12. TexasRebel

    TexasRebel Gearshifter

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    Holy cow. You said something that's correct. You even flipped your stance and said that area under the curve matters.
     
  13. Big Boss

    Big Boss Well-Known Member

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    I think they should offer it. Ford has shown the 3.5TT can be adapted to be used in many applications.

    The 3.5 in the SHO has 350 FT/LBs from 1500-5000 and 350HP, the 3.5 in the F-150 is 470 FTLB @3500 w/ 375HP, the 3.5 in the Explorer Sport is 350 @3500 with 365HP and the HO is 510FT/LB @ 3500 with 450HP and the obviously the one featured in the Ford GT with over 600 HP.

    Ford could definitely tweak a version of the 3.5 for the Mustang that would be awesome.

    The problem is I am not sure how the market would react to it.
     
  14. millhouse

    millhouse Well-Known Member

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    Listen, I have no problem with the way you read Joe's quote. It was however ambiguous enough to require more information to determine why you or I support that. Many people in here have not done that.

    I fully understand what your saying about this not be a high revving engine. I think however you are underestimating that the huge amount of torque this engine is going to make will dictate it having a respectable horsepower number. Remember, HP = Torque x RPM รท 5252.

    You also have to keep in mind that performance is a relative term. Performance on the track? Performance on the drag-strip? How about stoplight to stoplight? 0-60? Hell, what about which car feels faster?
     
  15. millhouse

    millhouse Well-Known Member

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    Huh? Go back and read my posts my friend. I've always said it's area under the curve.
     
  16. bootlegger

    bootlegger Enginerd

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    I didn't write that.
     
  17. nastang87xx

    nastang87xx Well-Known Member

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    Actually you're both "wrong" but I think "over simplified" or "incomplete thoughts" are more appropriate. AVERAGE max power wins assuming all other variables are the same like gear ratios, weight, etc.
     
  18. WildHorse

    WildHorse N/A or GO HOME

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  19. GT Pony

    GT Pony Well-Known Member

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    From start to finish, those engines are essentially revving very near or at the peak HP RPM, and the clutch is setup to slip as required to obtain max acceleration without excessively spinning the tires. In other words, putting as much HP (and of course T because HP and T are connected at the hip by RPM) as possible to the rear tires from start to finish of the run. The rear tires are typically the weak link as any top fuel dragster has plenty of HP to smoke the tires if all the power is put to them.
     
  20. millhouse

    millhouse Well-Known Member

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    No, it's area under the curve. Integrating the curve between selected RPM intervals gives you the total area over the desired RPM range. This is the work that your car is doing. Taking the average horsepower doesn't tell you anything.


    Yes, thanks for proving my point! Notice he uses horsepower to figure out the torque? When you are at rest, no work is being done at the rear wheels (you are stationary), therefore the torque value is going to be what's propelling you forward. It's not until after you are in motion that horsepower actually means something.
     
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