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2015+ S550 Mustangs
2015+ S550 Mustang Talk
GT350 vs. Z/28
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<blockquote data-quote="Shawnski" data-source="post: 13940292" data-attributes="member: 29152"><p><strong>Interesting</strong></p><p></p><p>Yes all engines are air pumps, but don't make the mistake of an OHV to OHC apple to apple analogies. It reminds me of people using SBC methods to build SBFs. In the case of the SBF, the truer path of its intake and exhaust means you don't need to have huge amounts of CFM, because it does'nt need to make up for its unequal port lengths like a SBC head (Siamese). People underestimate the potential of the factory 5.0 E7 for example because it has "puny" exhaust ports, but when correctly ported they are actually a very good performing head and being iron promotes excellent exhaust scavenging (heat). Hard to beat a $1200 set of aluminum heads but you can...and win.</p><p></p><p>Since we are talking physics here, let's examine the so called low torque Mod motor. As stated earlier the 2 v makes excellent torque because of fast velocity build since it has modest port volume and relatively long intake track. The 4v is the best performance head currently available from Detroit (the most potential with factory parts by far), it has the valve area of a larger bore big valve 2v, yet offers good low end velocity since it is two smaller straws vs one big straw to promote energy at lower RPM....the long rod mod engine with multiple small valves is simply a better air pump across a wider RPM "torque curve". GM simply counters with more cc to offset design inferiority, remember all pushrods interfere with exhaust and intake port design i.e. compromise. </p><p></p><p>Yes a pushrods motor is smaller, but if your car is designed around the engine well I guess it fits. Pulling engines is not a reason to buy a car! Last I checked Coyotes fit in any Ford I car to race.</p></blockquote><p></p>
[QUOTE="Shawnski, post: 13940292, member: 29152"] [b]Interesting[/b] Yes all engines are air pumps, but don't make the mistake of an OHV to OHC apple to apple analogies. It reminds me of people using SBC methods to build SBFs. In the case of the SBF, the truer path of its intake and exhaust means you don't need to have huge amounts of CFM, because it does'nt need to make up for its unequal port lengths like a SBC head (Siamese). People underestimate the potential of the factory 5.0 E7 for example because it has "puny" exhaust ports, but when correctly ported they are actually a very good performing head and being iron promotes excellent exhaust scavenging (heat). Hard to beat a $1200 set of aluminum heads but you can...and win. Since we are talking physics here, let's examine the so called low torque Mod motor. As stated earlier the 2 v makes excellent torque because of fast velocity build since it has modest port volume and relatively long intake track. The 4v is the best performance head currently available from Detroit (the most potential with factory parts by far), it has the valve area of a larger bore big valve 2v, yet offers good low end velocity since it is two smaller straws vs one big straw to promote energy at lower RPM....the long rod mod engine with multiple small valves is simply a better air pump across a wider RPM "torque curve". GM simply counters with more cc to offset design inferiority, remember all pushrods interfere with exhaust and intake port design i.e. compromise. Yes a pushrods motor is smaller, but if your car is designed around the engine well I guess it fits. Pulling engines is not a reason to buy a car! Last I checked Coyotes fit in any Ford I car to race. [/QUOTE]
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GT350 vs. Z/28
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