Quote:
Originally Posted by Casper
I have been around enough engine builders and seen how they operate to know that half the crap they spout is just that.
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SC confirms 5.4 Coyote and 5.7 LT, presumably using a variation on the existing 7500rpm cumulative power criteria.
IMHO, this is a mess and a stupid idea.
1) Why not use the standard 5.2 Alluminator and 6.2 LT1 capacities, and balance the difference in maximum manufacturer recommended rpm (8200 & 6600) using a 24% shorter diff ratio on the Ford so the engines redline and change gear at the same road speed?
The off-the-shelf Alluminator is all forged (at 12:1 compression), and the off-the-shelf LT1 is forged apart from the pistons, so you could just drop a set of forged pistons in it (perhaps bringing it to 12:1). Obviously you'd have to do cams, porting work, intake manifold, extractors etc to both engines anyway.
2) Or if you are going to make custom capacities, then why keep the trusty 5.0L regulation (so a fairly stock Coyote bottom end or with the Voodoo flatplane crank (since the 0.2L extra is from the overbore and spray-on cylinder liner), and a custom destroked crank for the Chevrolet -- it will give the Chevy a very favourable rod-to-stroke length ratio which should be good for reliability)?
As it is however, the stroked out Coyote will have an
extremely unfavourable rod-to-stroke length ratio which could hamper reliability -- not that this would bother the administration that some might say seems biased in favour of General Motors...
Supercars' skill at making former fans lose interest in the category really knows no bounds...