Originally Posted by walt460
I know this is an old tread, but there is a lot of new information about swapping a 3.5L Ecoboost into a S197 if anyone is still interested. Installing a 2011-2014 F150 3.5L Ecoboost engine and 6R80 auto trans into a 2011-2014 Mustang is a lot easier than anyone might have imagined. Anyone want to know more?
With the introduction of the TiVCT 3.7L engines, I am not sure why the non-TiVCT 3.6 EcoBoost V6 would replace the 3.7L TiVCT.
If anything, Ford will reserve the Mustang for the 3.7L V6 and not put the 3.5L EcoBoost into it.
We are looking at a much larger picture that will dictate why the non-TiVCT 3.6L EcoBoost would not be installed in Mustangs.
That picture are the economic competition forces at play here: the engine wars between Ford and its competitors.
What I see happening instead is a TT EcoBoosted 3.7L TiVCT in the Mustang tuned to over 425 BHP.
Sure, FoMoCo has invested considerable money to field the non-TiVCT 3.5L EcoBoost, and sure FoMoCo will milk this engine as long as possible to try their best to get back as much ROI (return of investment) as possible, but considering the architecture of the 3.7L TiVCT is just like the Coyote in that it was designed to be boosted, it only makes sense that Ford would EcoBoost the TiVCT 3.7L engine instead of swapping in the non-TiVCT 3.5L EcoBoost.
Speaking of EcoBoost, as already announced by Ford, there will be a small I-4 TiVCT EcoBoost option for the 2015 Mustang. Ford has this miniscule engine producing just a bit more BHP than the non-EcoBoost TiVCT 3.7L. But the tradeoff is as with all smaller engines: You have to turn much more RPM to see that BHP and you will never get as much torque from a smaller engine that you could potentially get with a bigger displacement engine.
That being said, once the competition turns up the power offerings in their cars, specifically Chevy, Ford will begin to pull it's other hand from behind their back and begin to introduce more power into our TiVCT engines.
For Example: Chevy will off a V6 option that will top 350BHP in their direct injected 3.6L. The current Chevy direct injected 3.6L LFX V6 is rated at 323BHP, so whatever they will call their 350BHP version will appear in the Camaro LT2 (not to be confused with the 2LT, which will still use the LFX)
To counter this Ford will direct inject the TiVCT 3.7L and make the V6 Mustang produce just as much BHP without even the need for forced induction.
If Chevy turbos thie direct injected 3.6L V6, Ford will counter and finally full EcoBoost the 3.7L, with initial offerings close to 400BHP if not more, and with the ability to tune it to above 425BHP.
In line with this example, look at what is happening today: Chevy directed injected their LS3 engine to become the 6.2L LT1 450BHP. I am sure there is more to pull out of this engine, 475 BHP will be very easy to pull out of the 6.2L LT1.
Ford will no doubt top the Coyote to those levels. Heck, the Coyote is already producing 444BHP in its Roadrunner form in the Boss 302, and without any need for any direct injection at all. Ford can very easily put the base Coyote to above 450BHP. The 2015 Mustang GT will receive bigger valves and higher lifts of the Roadrunner engine, putting it closer to that 450BHP benchmark set by Chevy's direct injected 6.2L LT1.
When Chevy ups the CR even more in the 6.2L LT1, Ford will up the CR in the Coyote and add direct injection to match Chevy's version of the 475BHP LT1.
When Chevy boosts the LT1, Ford will boost the direct injected Coyote, thus turning it into the first EcoBoost V8.
The Coyote is designed to take over 650BHP under boost, and some guys are crazy enough to boost it to over 1000RWHP