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SN-95 and New Edge Mustangs
Anyone done a ls swap in a new edge?
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<blockquote data-quote="tt335ci03cobra" data-source="post: 12576603" data-attributes="member: 68944"><p>My na 5.4 made 385whp at 6800 and 400wtq at 2000rpms, peaking at 415wtq around 5,000 with 360wtq at 7000.</p><p></p><p>It had mild 9.2/1 compression on a Kellogg crank with manly rods/pistons. </p><p></p><p>That was with stock 03 cobra heads, cams and exhaust manifolds. </p><p></p><p>I wouldn't doubt it would have made 550whp with 10.8/1(or 600whp+ with like 11.5/1+ for a corn mill or race gas only car), full length headers aftermarket gt500 headers and e cutouts with rowdy cams with 5 angle ported heads and titanium retainers. $1500 cams, $1800 exhaust, $2100 heads. It would lope but it'd be drivable and get 15-20+ mpg city/highway.</p><p></p><p>Probably even 600whp if it was bored/stroked to a 6.0 and 650whp if it was on corn with 11.5/1+.</p><p></p><p>Good luck getting a 6.0 ls mill to be drivable with 600whp or even hitting 600whp na in any trim on any fuel. Ls7's have trouble making 600whp with 7 liters...</p><p></p><p>The exhaust is a comparable wash on either engine series: ls or modular. More expensive on corvettes obviously though because of vette tax.</p><p></p><p>Heads is close to also being a wash when you factor lifters vs retainers but valves and port work doubles the price for a modular. $1,000 vs $2,000.</p><p></p><p>Cam $500 vs $1500, no contest there.</p><p></p><p>You can carb a modular or run efi on an ls mill so fuel/spark/carb/distributor is the same either way.</p><p></p><p>I see a $2,000 saving doing the Chevy build in a perfect world but little things like timing chains, oil cooling etc will eat at that so $1500 cheaper but much less drivable. 550whp ls mills are loapy and gas mileage isn't great nor is drivability.</p><p></p><p>The modular described just needs corn and its ready for turbos with proper dyno tuning. Or better, if it was built with 9.5/1 pistons, it'd still be over 475whp and be ready for turbos easy but the headers would be wasted on either the ls or modular. </p><p></p><p>The ls will need a different cam, valves and lifters in the heads, lower compression pistons or corn but that is a time bomb with turbos on an in block static timing mill-I wouldn't do it anyways. In the end, the ls would cost more unless it was built with boost in mind in the first place but then it'd only be around 400whp with 9.5/1 compression.</p><p></p><p>The 5.4 is down on displacement vs a 5.7 but the tech potential in the heads and cams makes it a more efficient motor. </p><p></p><p>Hp/L, even the 4.6 4v modulars are great, people have made 500whp with those with off the shelf parts. MM&FF magazine made 400whp out of a 98 cobra project car called superfly I believe. Na of course on pump gas with 10.5/1 pistons I believe and grinds from 2003, so nothing amazing compared to today's meticulously ground laser precision/computer drafted cams. Also I think their heads on that car were ported well but not completely like a max effort set would be. </p><p></p><p></p><p>Anyways, in the end, even the coyote is making 444hp right out of fords door with 5.0L and mild cams, the 6.2L LS makes 436hp in the grand sport, imagine if ford took the 5.8 out of the 2013 gt500 and made a boss 351, it'd easy be able to make 525-550hp with lamb cams and 10.7/1 compression on pump gas. The 6.2 lsa needed a blower and 9psi with a moderate cam to make 556hp in the cts-v and extensive work to make 638hp out of 6.2L in the ls9.</p><p></p><p>The 5.8 is barely phased and making 670hp with so much potential in a heads and cams port/swap that its stupidly funny. </p><p></p><p>The ls9 needs extensive mods to make 800whp and its not very durable at that power level.</p><p></p><p>The gt500 mill will handle 800whp 5-10 times longer than an ls9 at that power level. The lsa pops at 650-700whp pretty easily. </p><p></p><p>Back in 2009, hellion made 1166+whp on an internally stock 4.6L 03 cobra mill with bone stock heads, cams and compression/internals. It had arp head studs, gaskets, clutch, flywheel, and fuel mods as well as spark and a stand alone Anderson pms but those are necessary on any 1000whp mill. Literally though, with 42psi of manifold pressure because of the twin charged design that utilized twins 67's and the factory eaton at 9psi, it didn't pop and it lasted for a while. Also it would have easily made another 100whp+ just taking the blower off and running the twins at the 28psi they were set to. that is very impressive for stock cams and unported heads, let alone a completly stock rotating assembly.</p><p></p><p>Manny Alvorez was making 820+whp on his stock internal 4.6 03 cobra for 7,000 miles as a dd before it started letting go. That was fuel weight (3800lbs) with many drag strip passes in the high 9's in the desert heat of Arizona. No stock ls mill would stand up to that kind of task for 7,000 miles, let alone 1500.</p><p></p><p>All I'm saying is the modulars love boost but its more so that they are such a more eficient motor than ls mills cube for cube that the argument that it would be a dog without boost is senseless. </p><p></p><p>The 5.0 coyote rallys on the 6.2 ls mill, mod for mod, cam for cams, head work for head work. Then punch an stroke the 5.0 to a 5.6+ and its silly. You'll make 100whp more out of a built 5.6 coyote than you can out of a built 6.8 ls3.</p><p></p><p></p><p>Anyways, in the end the ls mill is an easily modded, light motor that is great for swaps especially fd's, miata's, s14's etc but for 800+whp and some semblance of reliability and mpg, forged, boosted and built modulars are well worth the trade of being 150-200#'s heavier than ls mills. I think the ls7 is 440#'s while the supercharged 4.6 is 640#'s but if you look at an lsa vs a 4.6 modular, it's around 530#'s vs 640#'s and the 5.4 is about 40#'s heavier than the 4.6 so even that is around 530 vs 680. The weight isn't that big of a deal in a 3200-3800+ lbs car, compared with the potential anyways. A 500whp 3300 car will get obliterated by a 600whp 3500lbs car if they're both mustangs or Camaro's. Even the launch/aero of a vette won't be enough to avoid getting walked by a mustang with 100whp more. Many YouTube vids have proven this.</p></blockquote><p></p>
[QUOTE="tt335ci03cobra, post: 12576603, member: 68944"] My na 5.4 made 385whp at 6800 and 400wtq at 2000rpms, peaking at 415wtq around 5,000 with 360wtq at 7000. It had mild 9.2/1 compression on a Kellogg crank with manly rods/pistons. That was with stock 03 cobra heads, cams and exhaust manifolds. I wouldn't doubt it would have made 550whp with 10.8/1(or 600whp+ with like 11.5/1+ for a corn mill or race gas only car), full length headers aftermarket gt500 headers and e cutouts with rowdy cams with 5 angle ported heads and titanium retainers. $1500 cams, $1800 exhaust, $2100 heads. It would lope but it'd be drivable and get 15-20+ mpg city/highway. Probably even 600whp if it was bored/stroked to a 6.0 and 650whp if it was on corn with 11.5/1+. Good luck getting a 6.0 ls mill to be drivable with 600whp or even hitting 600whp na in any trim on any fuel. Ls7's have trouble making 600whp with 7 liters... The exhaust is a comparable wash on either engine series: ls or modular. More expensive on corvettes obviously though because of vette tax. Heads is close to also being a wash when you factor lifters vs retainers but valves and port work doubles the price for a modular. $1,000 vs $2,000. Cam $500 vs $1500, no contest there. You can carb a modular or run efi on an ls mill so fuel/spark/carb/distributor is the same either way. I see a $2,000 saving doing the Chevy build in a perfect world but little things like timing chains, oil cooling etc will eat at that so $1500 cheaper but much less drivable. 550whp ls mills are loapy and gas mileage isn't great nor is drivability. The modular described just needs corn and its ready for turbos with proper dyno tuning. Or better, if it was built with 9.5/1 pistons, it'd still be over 475whp and be ready for turbos easy but the headers would be wasted on either the ls or modular. The ls will need a different cam, valves and lifters in the heads, lower compression pistons or corn but that is a time bomb with turbos on an in block static timing mill-I wouldn't do it anyways. In the end, the ls would cost more unless it was built with boost in mind in the first place but then it'd only be around 400whp with 9.5/1 compression. The 5.4 is down on displacement vs a 5.7 but the tech potential in the heads and cams makes it a more efficient motor. Hp/L, even the 4.6 4v modulars are great, people have made 500whp with those with off the shelf parts. MM&FF magazine made 400whp out of a 98 cobra project car called superfly I believe. Na of course on pump gas with 10.5/1 pistons I believe and grinds from 2003, so nothing amazing compared to today's meticulously ground laser precision/computer drafted cams. Also I think their heads on that car were ported well but not completely like a max effort set would be. Anyways, in the end, even the coyote is making 444hp right out of fords door with 5.0L and mild cams, the 6.2L LS makes 436hp in the grand sport, imagine if ford took the 5.8 out of the 2013 gt500 and made a boss 351, it'd easy be able to make 525-550hp with lamb cams and 10.7/1 compression on pump gas. The 6.2 lsa needed a blower and 9psi with a moderate cam to make 556hp in the cts-v and extensive work to make 638hp out of 6.2L in the ls9. The 5.8 is barely phased and making 670hp with so much potential in a heads and cams port/swap that its stupidly funny. The ls9 needs extensive mods to make 800whp and its not very durable at that power level. The gt500 mill will handle 800whp 5-10 times longer than an ls9 at that power level. The lsa pops at 650-700whp pretty easily. Back in 2009, hellion made 1166+whp on an internally stock 4.6L 03 cobra mill with bone stock heads, cams and compression/internals. It had arp head studs, gaskets, clutch, flywheel, and fuel mods as well as spark and a stand alone Anderson pms but those are necessary on any 1000whp mill. Literally though, with 42psi of manifold pressure because of the twin charged design that utilized twins 67's and the factory eaton at 9psi, it didn't pop and it lasted for a while. Also it would have easily made another 100whp+ just taking the blower off and running the twins at the 28psi they were set to. that is very impressive for stock cams and unported heads, let alone a completly stock rotating assembly. Manny Alvorez was making 820+whp on his stock internal 4.6 03 cobra for 7,000 miles as a dd before it started letting go. That was fuel weight (3800lbs) with many drag strip passes in the high 9's in the desert heat of Arizona. No stock ls mill would stand up to that kind of task for 7,000 miles, let alone 1500. All I'm saying is the modulars love boost but its more so that they are such a more eficient motor than ls mills cube for cube that the argument that it would be a dog without boost is senseless. The 5.0 coyote rallys on the 6.2 ls mill, mod for mod, cam for cams, head work for head work. Then punch an stroke the 5.0 to a 5.6+ and its silly. You'll make 100whp more out of a built 5.6 coyote than you can out of a built 6.8 ls3. Anyways, in the end the ls mill is an easily modded, light motor that is great for swaps especially fd's, miata's, s14's etc but for 800+whp and some semblance of reliability and mpg, forged, boosted and built modulars are well worth the trade of being 150-200#'s heavier than ls mills. I think the ls7 is 440#'s while the supercharged 4.6 is 640#'s but if you look at an lsa vs a 4.6 modular, it's around 530#'s vs 640#'s and the 5.4 is about 40#'s heavier than the 4.6 so even that is around 530 vs 680. The weight isn't that big of a deal in a 3200-3800+ lbs car, compared with the potential anyways. A 500whp 3300 car will get obliterated by a 600whp 3500lbs car if they're both mustangs or Camaro's. Even the launch/aero of a vette won't be enough to avoid getting walked by a mustang with 100whp more. Many YouTube vids have proven this. [/QUOTE]
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Anyone done a ls swap in a new edge?
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