This is right out of the article from mustang360 about the rods, 2013 Ford Shelby GT500 Trinity 5.8L V8 - Power Of Three - 5.0 Mustang & Super Fords Magazine
"The new piston is supplied by Mahle. While a conventional design, it does feature thick bulkheads to better support the piston dome. The angled geometry of these bulkheads is such that the small end of the connecting rod would no longer fit, so the small end of the rod was ground off at an angle, with the top of the small end narrower than the bottom of the piston-pin bore in the rod. Of course, if you change one thing you change another, and narrowing the small end of the rod closed the edge distance from the piston pin oiling hole in the top of the rod so much that Brendan Vido's computer modeling showed the rod became weak. Luckily the oil squirters put so much oil onto the bottom of the piston that there's no need for the oil hole in the 5.8, so the hole was deleted and rod strength preserved. Otherwise, the 5.8 connecting rod is unchanged from its 5.4 starting point."
So yes they did narrow the rods, but it did not weaken them, and yes i agree with you, you can shift at 6,500 if you're racing, but just driving around I would keep it at 6k.
So, exactly what I said basically lol.
My opinion is the top end of the rod is weaker. You disagree and that's all good.
I guess the point is theyre not the same rod and theyre both pretty weak.
Call me the odd man out but if/when I do a GT500 again, it'll be a 2010. Iron block 5.4 (the strongest) paired with the much better looks of the 11-14 cars. Add wideband o2's and go carve your own path to 850whp while looking good doing it. Not to mention save a ton of $$ because the 2010's are kind of a bastard child and get no love.