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Old 09-11-2015, 04:06 PM   #36
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9 second coyote swapped GT with a VMP..... Full weight car, manual transmission.

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Old 09-11-2015, 04:10 PM   #37
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Yep... Guess i didn't word it
Right but you guys nailed it


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Old 09-11-2015, 04:14 PM   #38
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The coyote is what i plan on doing as of right now. This 4.6 is on its way out in the next few years so i'm going to ditch it and throw in the 5.0. Might be a few years though.
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Old 09-11-2015, 05:38 PM   #39
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Tfs heads, lumpy blower cams, cog pulleys, eddy intake and a trans that will take 7500 shifts is nasty as hell tho. When you start doing "builds" a lot of it goes out the window.

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Old 09-11-2015, 06:57 PM   #40
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9 second coyote swapped GT with a VMP..... Full weight car, manual transmission.

Now that's nasty!

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Old 09-11-2015, 08:31 PM   #41
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Thanks for the ideas and replies guys. It's gonna be a few years down the road but I think the coyote will have better room to grow. It's only what 5 years old now. Also the voodoo flat plane would be killer.
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Old 09-13-2015, 10:22 PM   #42
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Honestly thoug, why the hell did ford put the 4.6 in these cars and NOT the 5.4?

Or an LS1honestly
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Old 09-13-2015, 10:25 PM   #43
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Honestly thoug, why the hell did ford put the 4.6 in these cars and NOT the 5.4?
I have wondered about this as well. Probably because they didn't really need to
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Old 09-14-2015, 12:09 PM   #44
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Because money. Same longblock for a ton of vehicles.
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Old 09-17-2015, 12:18 PM   #45
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Are you guys finding Coyotes cheaper around you than I am around me? seems like you could just buy a decent crate motor instead for that kind of build. Brand new, no surprises that aren't covered by warranty..
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Old 09-17-2015, 12:30 PM   #46
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You mean for a pullout motor or the whole car? I've seen pullout ones near me on Car-Part out of F150s for $2500-$3k. For the actual Mustang motor its like $4500.


On SVTP a 2011 GT itself is $20k if you are willing to be patient and possibly travel. I saw one last year on Florida for $20k, stock, white with black cloth M6 no options at all and 20k-something miles. That is the most economical way to go TBTH.
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Old 09-17-2015, 01:20 PM   #47
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Supposedly there is a 5.0 at the AED shop for sale for like $1300 with a blown cylinder 3. Good candidate for a rebuild. My friend who was there last week told me.


Bullitts are better than Bullets
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Old 09-17-2015, 01:35 PM   #48
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That's a damn good deal especially if the cylinder wall is good. Quick hone, buy the Boss rods and pistons for under $500, have it fully rebuilt DIY for like $2k total invested and good for 800hp.
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Old 09-17-2015, 01:40 PM   #49
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Pull the trigger Soccer.
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Old 09-17-2015, 03:14 PM   #50
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Supposedly there is a 5.0 at the AED shop for sale for like $1300 with a blown cylinder 3. Good candidate for a rebuild. My friend who was there last week told me.


Bullitts are better than Bullets
Drop a 5.3 in it with a turbo and you won't have those problems anymo' lol. Plus you don't have to deal with the VVT crap.


Can I say "****" on here? Lol... can't even say "****" on here.. I guess Ill have to say "crap" instead smfh
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Old 09-17-2015, 03:20 PM   #51
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I heard a gto drive passed me the Other day and it made me question some things. Beautiful sounding car
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Old 09-17-2015, 03:35 PM   #52
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Drop a 5.3 in it with a turbo and you won't have those problems anymo' lol. Plus you don't have to deal with the VVT crap.


Can I say "****" on here? Lol... can't even say "****" on here.. I guess Ill have to say "crap" instead smfh
Even with a carburetor, you still need a computer to control the ignition system.
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Old 09-17-2015, 03:45 PM   #53
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That's a damn good deal especially if the cylinder wall is good. Quick hone, buy the Boss rods and pistons for under $500, have it fully rebuilt DIY for like $2k total invested and good for 800hp.
Yeah its a damn good deal. But i'm not in Sac right now, and nowhere to keep it.
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Pull the trigger Soccer.
Like said above, i don't have anywhere to keep it. And i'm extremely tapped out of $ lately. I have a hard time justifying the $80 hood struts on AM when they come back in stock lol. Thats how bad it is.
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Drop a 5.3 in it with a turbo and you won't have those problems anymo' lol. Plus you don't have to deal with the VVT crap.


Can I say "****" on here? Lol... can't even say "****" on here.. I guess Ill have to say "crap" instead smfh
VCT* And that is what gives the 5.0 the absolutely amazing power band. A 5.3 with a turbo set up on the front is going to weigh a crap load since thats an iron block and then the added turbo weight. A N/A 5.0 is perfect, that alone cuts so much weight off the nose of the car. And higher revs will be more beneficial to me. Oh and there is someone who got 588whp out of their coyote, bored out to 5.2 and used all lightweight internals. Thats on stock compression. Imagine 16.0:1, which i have heard is very doable. I have no doubt coyote at 5.2 with that high of a compression ratio can hit very high 600s NA.
Corners > Straight line
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Old 09-17-2015, 03:46 PM   #54
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Even with a carburetor, you still need a computer to control the ignition system.
That's alright because it does not manipulate a mechanical component. Simple ignition modules in which electricity dictates what your electrical spark does are okay.

Electricity should control electrical systems in the car. Things like radios, headlights, ignition spark, and the horn.

Electricity should NOT control mechanical systems in the car except for the starter motor or an electrical fan.

Mechanical systems should be controlled by mechanical systems, Or directly be controlled by ME, the driver.
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Old 09-17-2015, 03:52 PM   #55
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Yeah its a damn good deal. But i'm not in Sac right now, and nowhere to keep it.

Like said above, i don't have anywhere to keep it. And i'm extremely tapped out of $ lately. I have a hard time justifying the $80 hood struts on AM when they come back in stock lol. Thats how bad it is.


VCT* And that is what gives the 5.0 the absolutely amazing power band. A 5.3 with a turbo set up on the front is going to weigh a crap load since thats an iron block and then the added turbo weight. A N/A 5.0 is perfect, that alone cuts so much weight off the nose of the car. And higher revs will be more beneficial to me. Oh and there is someone who got 588whp out of their coyote, bored out to 5.2 and used all lightweight internals. Thats on stock compression. Imagine 16.0:1, which i have heard is very doable. I have no doubt coyote at 5.2 with that high of a compression ratio can hit very high 600s NA.
Corners > Straight line
how much value do you put on the roll center of the front of the car?

Ill give you a hint: Overhead cam is not your friend.

Define moment arm.
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Old 09-17-2015, 03:56 PM   #56
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VCT* And that is what gives the 5.0 the absolutely amazing power band.

A N/A 5.0 is perfect, that alone cuts so much weight off the nose of the car. And higher revs will be more beneficial to me. Corners > Straight line
VCT* Oh yeah? that's cool.

Good thing the N/A 5.0 cuts a lot of weight off the car. That will make it easier to push when your VVT finally does what VVT does best!
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Old 09-17-2015, 03:57 PM   #57
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I don't think that there would be a noticeable difference because our Bullitts have a pretty heavy aluminum intake manifold.
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Old 09-17-2015, 03:59 PM   #58
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Go on with your carb loving self.


🍼and 🌽 fed coyote.
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Old 09-17-2015, 04:42 PM   #59
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I don't think that there would be a noticeable difference because our Bullitts have a pretty heavy aluminum intake manifold.
The coyote weighs 100lbs less than our assembled engine.
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Old 09-17-2015, 04:44 PM   #60
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VCT* Oh yeah? that's cool.

Good thing the N/A 5.0 cuts a lot of weight off the car. That will make it easier to push when your VVT finally does what VVT does best!
I see a lot more broken down carb'd engines than EFI engines. Especially coyotes. Just ask my friend about how much fun he has with his 455 BBP engine.

We aren't in the 60s anymore.
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Old 09-17-2015, 08:02 PM   #61
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I see a lot more broken down carb'd engines than EFI engines. Especially coyotes. Just ask my friend about how much fun he has with his 455 BBP engine.

We aren't in the 60s anymore.
If it takes you more than 10 minutes to fix your carb to the point that it won't have to be touched again except for fine tuning, then you are too stupid to work on anything.

I spend a lot of time at motocross tracks and on the water (in boats dontcha know) Every weekend its one or the other.

Most dirtbikes at the track are carbureted and make ****tons more horsepower per CC than your car does. Most boats are carbureted and never have fuel system related issues.

I have a carbed mustang.

Wanna guess how many carburetor issues I have to report from the vehicles that me, my friends, and close family have owned? One-- My dad wanted his boat to start better in the cold right after he bought it 5 years ago. No problems since.
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Old 09-17-2015, 08:10 PM   #62
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I see a lot more broken down carb'd engines than EFI engines. Especially coyotes. Just ask my friend about how much fun he has with his 455 BBP engine.

We aren't in the 60s anymore.
You wanna talk about reliability of a system? Piston engine aircraft engines need ****in reliability. The pilot's life depends on it.

Know what those guys run? Their industry standards are:
-NOT EFI (Usually mechanical injection which is even more basic than carbs)
-NOT VVT
-NOT CDI (mechanical distributors, baby)
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Old 09-17-2015, 08:22 PM   #63
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Here is a complete list of problems you can have with a carburetor. Both are caused by the same retarded mistake:

1- Gummed up circuits.
2- Bad float needle seat.

Here is a complete list of ways a carb can be damaged:
1- Idiots leaving ethanol and/or **** gas sit still in it for months and months straight (sometims will damage carb, not most of the time though)
2- Idiots physically smashing the carburetor with a BFH.
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Old 09-17-2015, 08:25 PM   #64
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I have a carbed mustang.

So I'm guessing it's so totally fast right?


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Old 09-17-2015, 09:52 PM   #65
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So I'm guessing it's so totally fast right?


Bullitts are better than Bullets
Generally carbs make 10% more peak Hp if thats what you're asking.

You know the intercooling effect of meth injection? Its like that except it doesnt displace air/fuel volume.
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Old 09-17-2015, 09:58 PM   #66
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You wanna talk about reliability of a system? Piston engine aircraft engines need ****in reliability. The pilot's life depends on it.



Know what those guys run? Their industry standards are:

-NOT EFI (Usually mechanical injection which is even more basic than carbs)

-NOT VVT

-NOT CDI (mechanical distributors, baby)


Lol lets go there. I am an A&P mechanic. First of all most light aircraft is carbed. You're right. They have magnetos as ignition. Get into anything that goes above 12.5k feet it's most likely fuel injected and run low tension ignition. And more likely than that it will be turbo-supercharged. In aircrafts cases you make more power with fuel injection and has a wider range of altitude operation. We will skip jet engines for sake of argument which are fuel injected to a certain extent.


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Old 09-18-2015, 12:04 AM   #67
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Lol lets go there. I am an A&P mechanic. First of all most light aircraft is carbed. You're right. They have magnetos as ignition. Get into anything that goes above 12.5k feet it's most likely fuel injected and run low tension ignition. And more likely than that it will be turbo-supercharged. In aircrafts cases you make more power with fuel injection and has a wider range of altitude operation. We will skip jet engines for sake of argument which are fuel injected to a certain extent.


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This is correct. And I would like to add that "modern" aviation piston engine technology is roughly 80 years old! This is, mostly, due to the extremely expensive FAA certification process that aviation engines must undergo before they are able to be sold for use in a FAA certified aircraft. It is a process that not many corporations are willing to finance... Even Honda couldn't make any financial sense of bringing a thoroughly modern engine to the market. The certification process stifles new technology from being used.

Automotive engines and aviation engines is an "apples and oranges" comparison.
And you missed a hell of a lot of things that can go wrong with a carburetor Panther.
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Old 09-18-2015, 01:10 AM   #68
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Dejavu.....


Damn Carb Crap Again. Thought we were past this!!! Therapy session is needed again.

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Old 09-18-2015, 08:30 AM   #69
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Horsepower and money

Actually Honda brought a new nigh bypass turbo fan engine to the market... Gets excellent gas mileage apparently. Just super expensive.
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Also doesn't have a carb.

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Old 09-18-2015, 03:22 PM   #70
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That looks like a neat little engine.
I haven't really been paying much attention to the happenings in the aviation industry lately... And I have always loved prop planes, so I rarely paid much attention to jets.
Business jets seem to be the strongest segment of General Aviation, right now, so it makes sense that Honda would team up with General Electric and bring an engine to that market.
About 15 years ago, Honda designed a direct drive, water cooled, opposed 4 cylinder engine that looked very promising. They did a feasibility study with Teledyne Continental to market the engine, and that was as far as it went. General Aviation took a big hit post 9/11, and the mortgage crisis. The cost of certification, and the already small pool of buyers for the engines, well, let's just say that it wouldn't have made the shareholders of either company, big fans of the project.

No matter. I like the simple 1930's design of the engines. They are simple and reliable, although, maybe not as efficient as they could be.

Here is the Honda prototype.


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