Originally Posted by Famine
Only argument you could make for the gt500 is that you could make more for cheaper and more reliably than the 5.0. Transmission is better than the mt82 and the internals are forged.
Not necessarily. Internals on the GT500 are only really safe for another 50-100hp over the 11-14 GT and the GT500 internals are not true forged. The rods are the same style powdered metal as the Boss and the S550 Coyotes and are "sinter forged" not true drop forged. People usually tune the GT500 low/mid 700s "safely" with a blower swap... which they need because the stock blower is a heat soak machine.
Transmission... the GT500 had its share of issues... plenty of issues actually.
1 - Is that the stock clutch in 07-09s is a ceramic puck single disc clutch. This is great for hard launches/beating on the car but for normal street driving there were a ton of issues with warping flywheels and damage to the trans. Ford released 4 TSBs on it and the final solution was to change to the 2010 clutch which is basically a Ford copy of the McCleod RST. Most of the properly taken care of 07-09 cars with more than 10-15k miles have had the clutches/flywheels changed out to the McCleod RXT/Flywheel combo which is a $1500 combo in just parts not including labor to install it.
2 - Said problematic stock flywheel/clutch design along with a HORRIFIC stock shifter induced problems with 2nd gear. If you are buying a 07-09 GT500, there is actually a well documented procedure straight from Ford on how to test the 2nd gear syncrho for damage. Any prospective purchaser should have this memorized or written down when they go look at a GT500 for purchase.
3 - The stock shifter was actually so bad that MGW had to go through 2 revisions to get a shifter that worked (like the MT82) and the MGW2 GT500 shifter should literally be THE first mod done to the car if it isn't on there already. If you look at the stock shifter, and how it is designed you'll see what I mean. It is terribad like... really bad.
4 - Like all 6060s, the transmission in the GT500 has very small engagement teeth on the synchros which was done on purpose to make more space for larger/stronger gears. This is great... until you miss a shift and shear the little teeth right off the syncrho. Not saying it will happen if you miss ONE shift but they are not as durable as they probably should be.
Now that I've written a dissertation on the GT500 trans... remember that MGW has also documented how well the MT82 does with the new shifter and a lot of ppl on here have had good luck with the MT82 even on Barton/Steeda shifters. It is becoming more and more apparent that the MT82 is actually a really REALLY good transmission with a very good ratio setup for the Coyote. It just has a dog**** shifter setup from the factory. Like I said, the aftermarket has already taken care of this in the Coyote and the GT500.
ALSO... for those of us like me who have knee issues or for ppl who spend a lot of time at the 1/4 mile... no automatic option on the GT500 which kind of sucks because the car is basically setup for straight line bruising which is where the auto shines. Especially the 6R automatics in the Coyotes. The 6R is probably the best transmission Ford has ever put in a Mustang.
Value wise, the Coyote is the better buy in every way/shape/form vs the GT500. However... that does not mean it is the better buy for a specific person who just wants one to have a Shelby or that look or for whatever reason. There is a glut of GT500s and Coyotes out there right now. You should not pay more than $30k for a GT500 in really good shape and not more than $20-$22k for a similar Coyote. Or $25k for a well modded Coyote. I just saw a Lava Red 2012 Roushcharged GT with 25k miles sell for $25k on SVTP, thing was mint. They are out there, you just have to look and be willing to travel/potentially fly out and drive back.