I'm looking for a 2013 or 2014 GT500 oil pan
PM me if you have one you're willing to sell.
PM me if you have one you're willing to sell.
WANTED: 13/14 Oil Pan
- Thread starter Bad Company
- Start date
I appreciate the info. I was looking for a spare one, hopefully used at a discount. I have a new spare 5.8 block and set of new cylinder heads that I purchased at fair prices a few years ago. I also have a front cover and earlier Cobra valve covers for the 10mm sprockets. I noticed that the 5.8L blocks part number DR3Z-6010-A are on Tasca Ford's website and they are listed at a steep discount with the price being $2541.50. They used to be roughly $7500 retail list price with a discounted price of around $5500 if my memory serves me correctly. Unfortunately the cylinder heads are now very expensive on the website with these items now being roughly $5500 or $5600 depending on which one you want.
I bought one of those blocks from Tasca as well as a pan. Shipping was a killer. When I called they had 50 in stock. That’s was a couple months ago.
I saw the 13/14 blocks at the reduced price on Tasca's site, but the pans are still on a national backorder and have been for a while now.
I'm beginning to think this is one of those parts never to be had again. I found this aftermarket oil pan and think this is the only way you'll be able to replace an oil pan in the future if an engine failure destroys the stock pan. It needs to be deepened another 1/4-3/8" to increase capacity to 8 quarts. I'm sure they'd build it that way for a price
www.cantonracingproducts.com
13-784A Ford 4.6L 5.4L Rear T Sump Aluminum Race Baffled
This rear sump aluminum oil pan is for Ford 4.6L / 5.4L modular engines. The "T" style sump is 6-1/4" deep, 12-3/4" wide by 9-1/4" long with a 7 quart system capacity. The pan increases oil capacity without losing ground clearance. Use the factory pickup for this pan.
www.cantonracingproducts.com
Hopefully something comes available for ya (OEM) If not.....I'd be OK with this option....I'm beginning to think this is one of those parts never to be had again. I found this aftermarket oil pan and think this is the only way you'll be able to replace an oil pan in the future if an engine failure destroys the stock pan. It needs to be deepened another 1/4-3/8" to increase capacity to 8 quarts. I'm sure they'd build it that way for a price
13-784A Ford 4.6L 5.4L Rear T Sump Aluminum Race Baffled
This rear sump aluminum oil pan is for Ford 4.6L / 5.4L modular engines. The "T" style sump is 6-1/4" deep, 12-3/4" wide by 9-1/4" long with a 7 quart system capacity. The pan increases oil capacity without losing ground clearance. Use the factory pickup for this pan.
. I'm almost certain they would do a custom for us shelby 5.8 guys. Won't come cheap that's for sure.Vinnie_B
From everything I've researched the Canton oil pan is a direct fitment to the 2013 and the 2014 5.8L engines. The oil pump pickup for the 5.4L and 5.8L is the same part number from 2007 to 2014 for each year of the GT500. The oil pan gasket with the built in windage tray from the 2011 5.4L to the 2014 5.8L is the same part number. The steel oil pan for the aluminum or steel block 2010 to 2012 5.4L engine is the same part number.
Since the 5.8L oil pan gasket with the windage tray fits the older steel pan 5.4L engines and each oil pan uses the same oil pump pickup tube throughout the GT500 engines lifespan, I'd say the Canton oil pan is a direct fit to our 5.8L engines even though Canton doesn't list it as such.
I only wish the Canton pan was a 8 quart capacity pan versus a 7 quart. I'd like to see the sump slightly deeper by a 1/4 to 3/8 of an inch to make sure the pickup tube has more than a sufficient amount of oil underneath of it to supply these engines oil flow requirements at high engine RPM. As RPM increases the oil pumps output volume increases significantly and I want to make sure the pickup isn't too close to the bottom of the pan to cause a flow restriction that would starve the pump for oil. From what John Mihovetz has said to me in the past these engines have a tendency to start parking oil in the blocks as engine RPM goes above 7500 causing a starvation problem in the pan. He said anyone thinking of going above 7500 RPM needs to convert to a dry sump oiling system. My engine builds power to 7500 RPM and will easily go higher in the RPM range without showing a significant loss of power at 7700RPM. I don't know how much higher in the RPM range it will go without a drop in power. At 7700 it was still at 1200 to the tires whereas at 7500 it was 1208. I'd say there is another couple hundred RPM left in the engine before a significant loss of power starts to appear in the power curve. I never really intend to go to this high in the RPM range under load. My idea is to shift at 7000 with RPM flairs during the shift probably going to 7800. But once in 5th gear the top speed goals may require me to pull the engine to 7500-7600. I'd really like to do a PPG sequential gear conversion of the transmission before I try the mile run to limit engine RPM flairs during shifts and increase the time the engine is working to increase speed. Shifts with this transmission conversion are performed without the clutch in roughly 70ms with the MoTec ECU controlling the power output to facilitate easy shifts with no lifting off of the throttle, while retaining traction control if everything is programmed properly.
I may reach out to Canton about this oil pan before I do any high speed events to see if it will accept the stock 5.8L oil pan gasket/windage tray or if it strictly needs the Canton windage tray and earlier gasket from the 5.4 and to see if they'd build one slightly deeper to add total pan capacity and oil volume under the pickup. I have a Maximum Motorsports K-Member so changing the pan wouldn't require me to remove the engine from the car to install it.
From everything I've researched the Canton oil pan is a direct fitment to the 2013 and the 2014 5.8L engines. The oil pump pickup for the 5.4L and 5.8L is the same part number from 2007 to 2014 for each year of the GT500. The oil pan gasket with the built in windage tray from the 2011 5.4L to the 2014 5.8L is the same part number. The steel oil pan for the aluminum or steel block 2010 to 2012 5.4L engine is the same part number.
Since the 5.8L oil pan gasket with the windage tray fits the older steel pan 5.4L engines and each oil pan uses the same oil pump pickup tube throughout the GT500 engines lifespan, I'd say the Canton oil pan is a direct fit to our 5.8L engines even though Canton doesn't list it as such.
I only wish the Canton pan was a 8 quart capacity pan versus a 7 quart. I'd like to see the sump slightly deeper by a 1/4 to 3/8 of an inch to make sure the pickup tube has more than a sufficient amount of oil underneath of it to supply these engines oil flow requirements at high engine RPM. As RPM increases the oil pumps output volume increases significantly and I want to make sure the pickup isn't too close to the bottom of the pan to cause a flow restriction that would starve the pump for oil. From what John Mihovetz has said to me in the past these engines have a tendency to start parking oil in the blocks as engine RPM goes above 7500 causing a starvation problem in the pan. He said anyone thinking of going above 7500 RPM needs to convert to a dry sump oiling system. My engine builds power to 7500 RPM and will easily go higher in the RPM range without showing a significant loss of power at 7700RPM. I don't know how much higher in the RPM range it will go without a drop in power. At 7700 it was still at 1200 to the tires whereas at 7500 it was 1208. I'd say there is another couple hundred RPM left in the engine before a significant loss of power starts to appear in the power curve. I never really intend to go to this high in the RPM range under load. My idea is to shift at 7000 with RPM flairs during the shift probably going to 7800. But once in 5th gear the top speed goals may require me to pull the engine to 7500-7600. I'd really like to do a PPG sequential gear conversion of the transmission before I try the mile run to limit engine RPM flairs during shifts and increase the time the engine is working to increase speed. Shifts with this transmission conversion are performed without the clutch in roughly 70ms with the MoTec ECU controlling the power output to facilitate easy shifts with no lifting off of the throttle, while retaining traction control if everything is programmed properly.
I may reach out to Canton about this oil pan before I do any high speed events to see if it will accept the stock 5.8L oil pan gasket/windage tray or if it strictly needs the Canton windage tray and earlier gasket from the 5.4 and to see if they'd build one slightly deeper to add total pan capacity and oil volume under the pickup. I have a Maximum Motorsports K-Member so changing the pan wouldn't require me to remove the engine from the car to install it.
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