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SVT Shelby GT500
Which GT500 Is Best For Me? 07-09 / 10 / 11-12 / 13-14
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<blockquote data-quote="RedVenom48" data-source="post: 16113507" data-attributes="member: 166576"><p>First, welcome to the GT500 section!</p><p></p><p>To answer your question, there can be many paths. If we define built as the entire package (engine mechanical and mods), it identifies what you have in store for you.</p><p></p><p>2007-2009: S197 Gen1 GT500 body style. 5.4L Iron block, Alum heads, Terminator camshafts. 500 hp. TR-6060 and gearing remain the same. Block and crank are good to over 1000, pistons and rods are about 700 rwhp safe (IMO). Pretty good but pushing it for safe power. Hydraulic p/s. Brembo 4 pots up front, S197 rear brakes. 3.55 Gears</p><p></p><p>2010: Hybrid year. 07-09 power train in S197 Gen 2 body. Crude knock sensor system installed. all other systems and parts carryover. 540 hp.</p><p></p><p>2011: First year of the Aluminum block for the GT500. 550 hp. 11-12 feature 5.4L displacement. Crank good to over 1200 hp, pistons developed by Mahle are same as in 2012 Cobra Jet are good to 1000 (confirmed multiple times calling Mahle Motorsports). 1st year for SVT Performance Pack (suspension upgrades, factory 3.73s and unique stripes). Brakes carry over. 1st year for Electric power steering. 11-12 fuel system control unique from 07-10.</p><p></p><p>The bad: 1st usage of PTWA (spray on) liners. Extremely tough but extremely thin. Honing typically required for new pistons/rings could cut through to Aluminum block. Sleeving on 2011-2012 builds recommended (more on this later).</p><p></p><p>2012: Carry over year. Options for car now include Recaro racing seats</p><p></p><p>2013-14: The Trinity. 662 hp from a 5.8L version of 4v Modular. Alum block with PTWA liners. Supercharger upgraded to 2.3L Eaton TVS. TR-6060 regeared for 200+ mph top speed. Rear gears 3.31 for 200 mph top speed. Carbon fiber drive shaft. Trans and differential coolers available. Electric performance shocks and struts by Bilstien. upgraded instrument cluster and track apps. Alum block and heads with many small upgrades over the 11-12, but basic architecture is the same. PTWA liners return, unique pistons, rings and rods. Now using Ford GT Supercar camshaft profiles. Upgraded charge air cooling system. Many more Im sure Im missing.</p><p></p><p>Youd get to 750+ whp with a pulley swap and switch to E85 on the 2013-2014 GT500s. Con (in my opinion) is the gearing in the trans and rear end. You're still looking at a price premium for these years. Factory replacement parts arent cheap if you can still find them (common Mustang parts excluded).</p><p></p><p>11-12 are a good bargain for what youre getting. Will need a blower swap to at least the 2.3L TVS to hit 750+. Right on the edge of what the rods can safely handle but its doable. I have an 11 and I called Mahle to the get the scoop on the pistons. 11-12 share the same pistons as the 2012 Cobra Jets. Their car guy to car guy advice was tear down to shorblock, inspect liners. If they look ok, replace the rods, balance rotating assembly and reassemble reusing the factory pistons and rings ( in the same bores they came out of) Now good to 1000 rwhp. Thats the plan Im going with my car, and Im ok with that decision based on personal experience doing engine work on Lexus cars.</p><p></p><p>Should you sleeve? Probably the safest route if going over a solid 800 RWHP. Your mileage may vary.</p><p></p><p>The 07-10 engines are pretty good. Block and crank are solid, but the rods and pistons are the weak link IMO. Excellent benefit is that the iron block can be easily honed to accept new pistons and rings or bored for larger displacement without the need for sleeving.</p></blockquote><p></p>
[QUOTE="RedVenom48, post: 16113507, member: 166576"] First, welcome to the GT500 section! To answer your question, there can be many paths. If we define built as the entire package (engine mechanical and mods), it identifies what you have in store for you. 2007-2009: S197 Gen1 GT500 body style. 5.4L Iron block, Alum heads, Terminator camshafts. 500 hp. TR-6060 and gearing remain the same. Block and crank are good to over 1000, pistons and rods are about 700 rwhp safe (IMO). Pretty good but pushing it for safe power. Hydraulic p/s. Brembo 4 pots up front, S197 rear brakes. 3.55 Gears 2010: Hybrid year. 07-09 power train in S197 Gen 2 body. Crude knock sensor system installed. all other systems and parts carryover. 540 hp. 2011: First year of the Aluminum block for the GT500. 550 hp. 11-12 feature 5.4L displacement. Crank good to over 1200 hp, pistons developed by Mahle are same as in 2012 Cobra Jet are good to 1000 (confirmed multiple times calling Mahle Motorsports). 1st year for SVT Performance Pack (suspension upgrades, factory 3.73s and unique stripes). Brakes carry over. 1st year for Electric power steering. 11-12 fuel system control unique from 07-10. The bad: 1st usage of PTWA (spray on) liners. Extremely tough but extremely thin. Honing typically required for new pistons/rings could cut through to Aluminum block. Sleeving on 2011-2012 builds recommended (more on this later). 2012: Carry over year. Options for car now include Recaro racing seats 2013-14: The Trinity. 662 hp from a 5.8L version of 4v Modular. Alum block with PTWA liners. Supercharger upgraded to 2.3L Eaton TVS. TR-6060 regeared for 200+ mph top speed. Rear gears 3.31 for 200 mph top speed. Carbon fiber drive shaft. Trans and differential coolers available. Electric performance shocks and struts by Bilstien. upgraded instrument cluster and track apps. Alum block and heads with many small upgrades over the 11-12, but basic architecture is the same. PTWA liners return, unique pistons, rings and rods. Now using Ford GT Supercar camshaft profiles. Upgraded charge air cooling system. Many more Im sure Im missing. Youd get to 750+ whp with a pulley swap and switch to E85 on the 2013-2014 GT500s. Con (in my opinion) is the gearing in the trans and rear end. You're still looking at a price premium for these years. Factory replacement parts arent cheap if you can still find them (common Mustang parts excluded). 11-12 are a good bargain for what youre getting. Will need a blower swap to at least the 2.3L TVS to hit 750+. Right on the edge of what the rods can safely handle but its doable. I have an 11 and I called Mahle to the get the scoop on the pistons. 11-12 share the same pistons as the 2012 Cobra Jets. Their car guy to car guy advice was tear down to shorblock, inspect liners. If they look ok, replace the rods, balance rotating assembly and reassemble reusing the factory pistons and rings ( in the same bores they came out of) Now good to 1000 rwhp. Thats the plan Im going with my car, and Im ok with that decision based on personal experience doing engine work on Lexus cars. Should you sleeve? Probably the safest route if going over a solid 800 RWHP. Your mileage may vary. The 07-10 engines are pretty good. Block and crank are solid, but the rods and pistons are the weak link IMO. Excellent benefit is that the iron block can be easily honed to accept new pistons and rings or bored for larger displacement without the need for sleeving. [/QUOTE]
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Which GT500 Is Best For Me? 07-09 / 10 / 11-12 / 13-14
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