Anyone else frustrated with Ford over the next GT500?
- Thread starter biminiLX
- Start date
I wonder if they relocated the battery in the trunk? I couldn't see on in the photo.
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its probably under the cover, in top left corner of the pic. Under where it says - Gas Hood Strut.
That looks like a boost actuator to me
That’s where it should be but after blow it up I don’t see it. Hopefully in the trunk as it should be!
-J
Technically, the valve is inside. The black part we were referring to is what moves the valve, by way of arm, actuated by vacuum/boost
Techincally, this is true. To further clarify, it is vacuum operated bypass valve actuator.
Whipple Superchargers Bypass Actuators
Whipple Superchargers Bypass Actuators
I agree, it should be in the trunk but see the panel lines. looks like it removes, unlike the other side.
doesn't mean its under there, but my GUESS is that it's under there. I'm tricke charging my battery and took off the panel. Here's a pic.
Would be nice if there was a lithium battery option, if in front.
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Easy way to improve the car. 40lbs off the nose and to the boot above the passenger rear tire is a nice counter for a heavy driver.
I think the truly jaw dropping thing about the gt500 will be how much potential can be extracted from it.
Where as a zl1 1le is all in from the purchase save power mods, the gt500 carbon pack is just begging to be tinkered with.
•square 315 race rubber
•lighter brake discs could save ~75-100lbs if you have the purse for carbon ceramic. The factory rotor is a stupendously cost effective (track days) way to get the job done, but unsprung weight is awful. Pull out even 25-50lbs with a ~$500 premium drilled and slotted rotor that won’t crack, and you will have excellent results.
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I've got a cool story to tell, and it comes with a disclaimer too!
I'm new here, but been a ford nut and a car nut since my first mustang at the age of 19, back in 2003. I've been in the auto business since 04, and can't seem to get out of it, lol. I don't know any of you guys in person, but have sent some messages and gotten some window stickers and invoices for ~25 of you. I'm going to give you some info on the GT500 that I received in September of 2016.
Pre-cool story story:
At the time I was a Territory sales manager for Autozone. I handled relations between 12 or so of our stores to all of their commercial accounts each store had. Every fall, Autozone has an expo with a ton of their vendors, on whats new, changed, etc etc. Its also a chance to speak to these vendors directly and ask questions that seem to always come up out in the field, and or personal experience on things. We basically saw cool stuff coming, and picked on vendors that had shitty products.
My district manager and myself spent the day together walking around. We made sure to stop and see our big new vendor that we had just picked up, and also had exclusive rights to. It's still around I believe, but isn't exclusive to Autozone any more. It was a product called NanoMT. It was developed for the military and mainly their apache helicopters, but used after its success, in many other applications for them. We are speaking with their president, and I believe two of their engineers about their pretty stout claims on improvements their products offer.
One of their engineers turns to me and asks if I like mustangs. I scoffed as I pulled out my phone and commenced to show him pics of my current (pre-Shelby at the time), and 4 previous mustangs, and slew of other ford vehicles I have. He said he also worked/works with Roush racing, I cant remember in what fashion now. He told me about the rear ends in their trans am? racing cars that he was working with. He said that they built the GT350's rear ends so well, that they had a 2-3% parasitic loss in them. They used a 500hp dyno input and would measure the output at the axle. Most of them came out to around 487 to 488 hp to the axle, or 12 or 13hp. They had it down to a science! I was impressed. Then he said with just the addition of their new nano diff fluid, the exact same rear end, with just a fluid change, would have its loss nearly cut in half! They consistently saw 491-495 horse out of them. And that's on a rear end that's been raced with and tweaked with for years!
We moved onto the 5.2 and the problems they were having with the exhaust manifolds breaking after nearly every race, due to the inherent flat plane crank problems of vibration.
That's when we moved onto the new (current) GT500
Cool story:
The next thing I know, we are talking about the long rumored but little spoke about GT500. He asks me if I had a guess as to what it was. I stabbed at a turbo 5.0 or maybe even a 6.2 with a blower. He quickly dismissed both, but mentioned the turbo 5.0 had been talked about, and even tested in different trims, but said pretty clearly, that it was never meant for a GT500. He never elaborated beyond that, and I honestly don't know how he would know this, beyond his affiliation with Roush.
What he did say next, has proven to be true over the last few months. He told me that it would be a 5.2, but would absolutely not have a flat plane crank in it, but that it would still rev really well. We talked briefly about that for a min, and mostly it was an education for me on flat vs cross, and what other factors lead to an engine being "rev" happy, other than a flat plane crank.
He said that it would be more than 700hp too. They had a point to prove, that dodge couldn't be top dog. At the time I don't think the demon or red eye were known about yet by Ford. He said they had the engine mostly done, but were working on some survivability and exact HP that they wanted to be at. He mentioned a few things that honestly I have forgotten since then. I wouldn't be surprised if its about the oiling system, as the new 500 has some trick stuff in it with redesigned squirters I think I read, and an active oil pan baffle system? This could be what they were working on at the time, obviously I have no way of knowing.
He also said it would be supercharged as well, but would be a different setup than usual. He didn't specify, and I didn't ask either. He did mention that they were trying to manage weight, and that the switch from the flat plane was going to help with weight some, due to the reduced need for external balancing and vibration issues the 350 has.
He showed me some of his personal cars, and some of the race cars they had and that he was involved in, and in general was just an awesome guy to speak to. I had no reason not to believe him, and only spoke to a few people about this since we talked in 2016.
I'm new here, but been a ford nut and a car nut since my first mustang at the age of 19, back in 2003. I've been in the auto business since 04, and can't seem to get out of it, lol. I don't know any of you guys in person, but have sent some messages and gotten some window stickers and invoices for ~25 of you. I'm going to give you some info on the GT500 that I received in September of 2016.
Pre-cool story story:
At the time I was a Territory sales manager for Autozone. I handled relations between 12 or so of our stores to all of their commercial accounts each store had. Every fall, Autozone has an expo with a ton of their vendors, on whats new, changed, etc etc. Its also a chance to speak to these vendors directly and ask questions that seem to always come up out in the field, and or personal experience on things. We basically saw cool stuff coming, and picked on vendors that had shitty products.
My district manager and myself spent the day together walking around. We made sure to stop and see our big new vendor that we had just picked up, and also had exclusive rights to. It's still around I believe, but isn't exclusive to Autozone any more. It was a product called NanoMT. It was developed for the military and mainly their apache helicopters, but used after its success, in many other applications for them. We are speaking with their president, and I believe two of their engineers about their pretty stout claims on improvements their products offer.
One of their engineers turns to me and asks if I like mustangs. I scoffed as I pulled out my phone and commenced to show him pics of my current (pre-Shelby at the time), and 4 previous mustangs, and slew of other ford vehicles I have. He said he also worked/works with Roush racing, I cant remember in what fashion now. He told me about the rear ends in their trans am? racing cars that he was working with. He said that they built the GT350's rear ends so well, that they had a 2-3% parasitic loss in them. They used a 500hp dyno input and would measure the output at the axle. Most of them came out to around 487 to 488 hp to the axle, or 12 or 13hp. They had it down to a science! I was impressed. Then he said with just the addition of their new nano diff fluid, the exact same rear end, with just a fluid change, would have its loss nearly cut in half! They consistently saw 491-495 horse out of them. And that's on a rear end that's been raced with and tweaked with for years!
We moved onto the 5.2 and the problems they were having with the exhaust manifolds breaking after nearly every race, due to the inherent flat plane crank problems of vibration.
That's when we moved onto the new (current) GT500
Cool story:
The next thing I know, we are talking about the long rumored but little spoke about GT500. He asks me if I had a guess as to what it was. I stabbed at a turbo 5.0 or maybe even a 6.2 with a blower. He quickly dismissed both, but mentioned the turbo 5.0 had been talked about, and even tested in different trims, but said pretty clearly, that it was never meant for a GT500. He never elaborated beyond that, and I honestly don't know how he would know this, beyond his affiliation with Roush.
What he did say next, has proven to be true over the last few months. He told me that it would be a 5.2, but would absolutely not have a flat plane crank in it, but that it would still rev really well. We talked briefly about that for a min, and mostly it was an education for me on flat vs cross, and what other factors lead to an engine being "rev" happy, other than a flat plane crank.
He said that it would be more than 700hp too. They had a point to prove, that dodge couldn't be top dog. At the time I don't think the demon or red eye were known about yet by Ford. He said they had the engine mostly done, but were working on some survivability and exact HP that they wanted to be at. He mentioned a few things that honestly I have forgotten since then. I wouldn't be surprised if its about the oiling system, as the new 500 has some trick stuff in it with redesigned squirters I think I read, and an active oil pan baffle system? This could be what they were working on at the time, obviously I have no way of knowing.
He also said it would be supercharged as well, but would be a different setup than usual. He didn't specify, and I didn't ask either. He did mention that they were trying to manage weight, and that the switch from the flat plane was going to help with weight some, due to the reduced need for external balancing and vibration issues the 350 has.
He showed me some of his personal cars, and some of the race cars they had and that he was involved in, and in general was just an awesome guy to speak to. I had no reason not to believe him, and only spoke to a few people about this since we talked in 2016.
One other cool story for you guys.
I have a good friend who I'll just say is pretty heavily involved in the mustang world, and ford world in general. Back in 2009-10, I don't recall which now, he was invited to bring his 08 Shelby out to Michigan for a VIP tour of the mustang line and some of the plant. He was invited by someone he had known for quite some time, and was currently director of something (ops, or sales I don't recall), but it wasn't the performance division. When he pulled in, this person pulled up behind him at the gate, and once through, was told to follow him. They parked his car, and what appeared to be then new 2010 Shelby, nose to nose at the entrance to the plant.
They spoke about the new car and the changes, and that this was actually not a 10 car. Surprised that this obvious 2010 bodied car, was actually not a 2010, he inquired further. They explained that this had the drivetrain of the next GT500 that they had coming out. He stated that "Isn't this the next GT500?" and they said yes and no, that the engine in this car, was for the next car, not the 2010.
Fast forward to after the tour, and my friend brought back up the car again, and actually got offered to drive the car, on the streets, or even on their own test track. He actually declined it at first, but after a second offer, and I believe some goading by his wife, agreed to drive it. Looking back on it, he foolishly said he would take it around town, and now regrets not swinging over to the track with it. He was made to swear not to look under the hood, or even to look under the car. There was to be no stops, and no pictures of it at all. After 8-10 miles he returned with it, and commented on how potent it was compared to his car. I guess no one was willing to comment on the car after that, but that he would see it in a few more years.
Flash forward several years, and my friend brought up the car with the same Ford employee, and it was confirmed that it was in fact an early trinity motor in the car being tested. I had been in that car for several months, and was being driven home and back constantly for its own test regimen as a driver.
Moral of the story, Ford is probably way further ahead on testing and developing stuff that most of us are probably aware of. Just goes to show how long it can take something to go from the chalk board to production.
I have a good friend who I'll just say is pretty heavily involved in the mustang world, and ford world in general. Back in 2009-10, I don't recall which now, he was invited to bring his 08 Shelby out to Michigan for a VIP tour of the mustang line and some of the plant. He was invited by someone he had known for quite some time, and was currently director of something (ops, or sales I don't recall), but it wasn't the performance division. When he pulled in, this person pulled up behind him at the gate, and once through, was told to follow him. They parked his car, and what appeared to be then new 2010 Shelby, nose to nose at the entrance to the plant.
They spoke about the new car and the changes, and that this was actually not a 10 car. Surprised that this obvious 2010 bodied car, was actually not a 2010, he inquired further. They explained that this had the drivetrain of the next GT500 that they had coming out. He stated that "Isn't this the next GT500?" and they said yes and no, that the engine in this car, was for the next car, not the 2010.
Fast forward to after the tour, and my friend brought back up the car again, and actually got offered to drive the car, on the streets, or even on their own test track. He actually declined it at first, but after a second offer, and I believe some goading by his wife, agreed to drive it. Looking back on it, he foolishly said he would take it around town, and now regrets not swinging over to the track with it. He was made to swear not to look under the hood, or even to look under the car. There was to be no stops, and no pictures of it at all. After 8-10 miles he returned with it, and commented on how potent it was compared to his car. I guess no one was willing to comment on the car after that, but that he would see it in a few more years.
Flash forward several years, and my friend brought up the car with the same Ford employee, and it was confirmed that it was in fact an early trinity motor in the car being tested. I had been in that car for several months, and was being driven home and back constantly for its own test regimen as a driver.
Moral of the story, Ford is probably way further ahead on testing and developing stuff that most of us are probably aware of. Just goes to show how long it can take something to go from the chalk board to production.
Depwraith change his sn?
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