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Yes, its a solid with 4 link. I'm sure the details will be released soon enough, as I'm sure they'll offer the whole kit through FRPP.
FRPP Will not offer a kit for this. At least I highly doubt they would. Because it isn't a bolt in kit. A chassis shop making these cars, Watson Engineering. So if you want a solid axle in your 2015+ Mustang plan on paying a chassis shop to do a traditional 4 link in the car.
The IRS will work fine for most street going cars with some track time. They have gone in the 9's with the stock rear end set up. They make a 9" center section if the 8.8 isn't strong enough for big power. If you want a more dedicated drag car and solid axle you probably are going to need a roll cage and chassis done anyways. Or buy you can just buy a 2014 or older body.
600 plus NA HP coyote.... With ITB's
Is it just me or do them heads look like 2 Honda B series heads slapped on a V8?
Pretty much look the same once you start tearing them apart.
Tech: New Developments In Coyote Camshaft Technology With Comp Cams
For comparison, the old cams from this engine — which made 624.9 horsepower and 456.6 lb-ft of torque on the dyno — use specifications of .512-inch lift for the intake, with a duration of 240 at .050-inch. On the exhaust side, the camshafts area also .512-inch gross lift. Duration is 246 degrees at .050-inch lift, with 128 degrees of lobe separation on both intake and exhaust camshafts. The new camshafts add five degrees of overlap (18 degrees versus 13 degrees) which will provide more signal to the incoming intake charge and provide improvement to engine acceleration.
Note that while the new camshafts appear to be virtually the same — but with less duration at .050-inch — the ramp rates are quicker, leading to more usable power under the curve. As the engine will be used for road-course activity, the new design is a perfect match for the required characteristics, without the threat of power loss at high RPM. The individual throttle bodies from InnoV8 Race Engines recently installed on the engine are also expected to boost the high-RPM power level.
Great article. Really enjoyed reading this. It pisses me off knowing that GM had a motor(LT-5) in the 90's they could have developed as Ford has done w their DOHC.
Lol. I have an LS1 and I couldn't be happier with the performance/economy/cost. I'm glad GM went the route they did. But those LT5's were one hell of a motor! esp the 93-95 models. 405hp and 385 tq. I don't think there was a higher output GM motor until the 02 or 03 Z06.yeah cuz those GM v8's they came out with in the late 90's and 2000's just suck butt!
yeah cuz those GM v8's they came out with in the late 90's and 2000's just suck butt!
Great article. Really enjoyed reading this. It pisses me off knowing that GM had a motor(LT-5) in the 90's they could have developed as Ford has done w their DOHC.
Look, there's no questioning the terrific engineering GM Powertrian has done w the LS and now LT family of motors. Power density is outstanding. I've been a GM guy for a long time and driven lots of SBCs. But I admire what Ford has done w the Coyote and happen to like high output, high rpm, smaller displacement motors. I loved the original Z-28 302s. Yeah I know it's OHV.
My sense is that GM has rung out pretty much what they can from the OHV architecture. They've crutched it w displacement, and now FI. Meanwhile, over at the Corvette Forums, people are bellyaching about dropped valves, and overheated motors on the track. Smaller, lighter valves is a more "elegant" solution than massive valves w really high lifts. Having now owned a DOHC V8,
it would be difficult to go back.
Sounds like a GT350 is the car for you!Look, there's no questioning the terrific engineering GM Powertrian has done w the LS and now LT family of motors. Power density is outstanding. I've been a GM guy for a long time and driven lots of SBCs. But I admire what Ford has done w the Coyote and happen to like high output, high rpm, smaller displacement motors. I loved the original Z-28 302s. Yeah I know it's OHV.
My sense is that GM has rung out pretty much what they can from the OHV architecture. They've crutched it w displacement, and now FI. Meanwhile, over at the Corvette Forums, people are bellyaching about dropped valves, and overheated motors on the track. Smaller, lighter valves is a more "elegant" solution than massive valves w really high lifts. Having now owned a DOHC V8,
it would be difficult to go back.