1000+whp build
09-16-2013, 09:31 AM
#12
4th Gear Member
Join Date: Apr 2008
Posts: 1,792
Haha well we will only be competing in a straight line until he sees that I can only go straight then he will probably want to go to a track.
That would be a plan to go auto, don't get my wrong I love manual both my current cars are, but at this power and speed not many other options.
I am all about making something reliable so first thing I will be doing is forged everything, I read the rods are the first limiting factor for power increases. I will be going twin turbo because the lag will allow me to have a little bit more streetable car than a whipple.
Does anybody know the block limits?
That would be a plan to go auto, don't get my wrong I love manual both my current cars are, but at this power and speed not many other options.
I am all about making something reliable so first thing I will be doing is forged everything, I read the rods are the first limiting factor for power increases. I will be going twin turbo because the lag will allow me to have a little bit more streetable car than a whipple.
Does anybody know the block limits?
http://www.teambeefcakeracing.com/bfckepaxton.html
I think the paxton can make over 1k hp with the right pully and tuning. ^ probably alot cheaper and easier to install than a twin turbo setup
http://www.hotrod.com/techarticles/g...s/viewall.html
'11 5.0L Four-VALVE DOHC
Base power on the Mustang's new standard V8 is 412 hp and 390 lb-ft at the flywheel. So far Burcham is making 750 hp at the wheels at 8,000 rpm on a stock motor with no problems. Svinicki says the engines have been very durable so far. Others aren't so fortunate.
Con rods break (600 to 650 hp): Expect the rods to still be a weak link. Overall strength appears to fall somewhere between the three-valve and the Shelby 5.4L four-valves. Although he's not yet broken any rods personally, Burcham has already received reports of some failures.
Piston disintegration (nitrous or high boost): The pistons remain hypereutectic, so don't expect them to last long under high boost or a big nitrous shot. On the other hand, special oil jets enhance pin oiling, making them marginally better than previous three-valve pistons.
Crankshaft: The new 5.0 motors now use forged cranks. No problems so far. Ti-VCT problems (more than 6,500 rpm): At present, Comp is leaning toward a kit to lock out the factory Ti-VCT (Twin-independent Variable Cam Timing) actuation when running serious cams.
Fuel system: On the new 52-psi fuel system, it may be harder to alter system pressure and delivery characteristics than before.
Block: With quality rods and good forged pistons, the Coyote's improved aluminum block can easily support 1,500 hp.
Read more: http://www.hotrod.com/techarticles/g...#ixzz2f494XZAJ
In a straight line, if you can get traction, and if you have slicks and skinnies i think you could have a chance
Last edited by Andy13186; 09-16-2013 at 10:12 AM.
09-16-2013, 09:42 AM
#13
Thread Starter
Join Date: Sep 2013
Location: oklahoma
Posts: 28
A centrifugal like the paxton beefcake kit would probably work also and be more streetable than a kb with like 800 torque at 2k rpm
http://www.teambeefcakeracing.com/bfckepaxton.html
I think the paxton can make over 1k hp with the right pully and tuning. ^ probably alot cheaper and easier to install than a twin turbo setup
http://www.hotrod.com/techarticles/g...s/viewall.html
'11 5.0L Four-VALVE DOHC
Base power on the Mustang's new standard V8 is 412 hp and 390 lb-ft at the flywheel. So far Burcham is making 750 hp at the wheels at 8,000 rpm on a stock motor with no problems. Svinicki says the engines have been very durable so far. Others aren't so fortunate.
Con rods break (600 to 650 hp): Expect the rods to still be a weak link. Overall strength appears to fall somewhere between the three-valve and the Shelby 5.4L four-valves. Although he's not yet broken any rods personally, Burcham has already received reports of some failures.
Piston disintegration (nitrous or high boost): The pistons remain hypereutectic, so don't expect them to last long under high boost or a big nitrous shot. On the other hand, special oil jets enhance pin oiling, making them marginally better than previous three-valve pistons.
Crankshaft: The new 5.0 motors now use forged cranks. No problems so far. Ti-VCT problems (more than 6,500 rpm): At present, Comp is leaning toward a kit to lock out the factory Ti-VCT (Twin-independent Variable Cam Timing) actuation when running serious cams.
Fuel system: On the new 52-psi fuel system, it may be harder to alter system pressure and delivery characteristics than before.
Block: With quality rods and good forged pistons, the Coyote's improved aluminum block can easily support 1,500 hp.
Read more: http://www.hotrod.com/techarticles/g...#ixzz2f494XZAJ
In a straight line, if you can get traction, and if you have slicks and skinnies i think you could have a chance
http://www.teambeefcakeracing.com/bfckepaxton.html
I think the paxton can make over 1k hp with the right pully and tuning. ^ probably alot cheaper and easier to install than a twin turbo setup
http://www.hotrod.com/techarticles/g...s/viewall.html
'11 5.0L Four-VALVE DOHC
Base power on the Mustang's new standard V8 is 412 hp and 390 lb-ft at the flywheel. So far Burcham is making 750 hp at the wheels at 8,000 rpm on a stock motor with no problems. Svinicki says the engines have been very durable so far. Others aren't so fortunate.
Con rods break (600 to 650 hp): Expect the rods to still be a weak link. Overall strength appears to fall somewhere between the three-valve and the Shelby 5.4L four-valves. Although he's not yet broken any rods personally, Burcham has already received reports of some failures.
Piston disintegration (nitrous or high boost): The pistons remain hypereutectic, so don't expect them to last long under high boost or a big nitrous shot. On the other hand, special oil jets enhance pin oiling, making them marginally better than previous three-valve pistons.
Crankshaft: The new 5.0 motors now use forged cranks. No problems so far. Ti-VCT problems (more than 6,500 rpm): At present, Comp is leaning toward a kit to lock out the factory Ti-VCT (Twin-independent Variable Cam Timing) actuation when running serious cams.
Fuel system: On the new 52-psi fuel system, it may be harder to alter system pressure and delivery characteristics than before.
Block: With quality rods and good forged pistons, the Coyote's improved aluminum block can easily support 1,500 hp.
Read more: http://www.hotrod.com/techarticles/g...#ixzz2f494XZAJ
In a straight line, if you can get traction, and if you have slicks and skinnies i think you could have a chance
09-16-2013, 12:17 PM
#15
Thread Starter
Join Date: Sep 2013
Location: oklahoma
Posts: 28
Wasn't sure. I keep getting a lot of conflicting info on what the coyote can hand. Clearly just about everything would have to be rebuilt. I hear anywhere from 700whp cracks the block to 1500whp, I am looking at the vette too but build prices for that are on par with the GTR anyway so might as well just get the GTR. Thats why I was looking at the Mustang and Camaro.
09-16-2013, 01:17 PM
#16
2nd Gear Member
Join Date: Aug 2011
Location: Rocket City, AL
Posts: 331
You are going to want to go forged internals all the way. If your goal is to beat a gtr with american parts, why not pick up a 96-99 Viper GTS and put the largest sized Roe SC on it? Those are relatively cheap now and make hella power all day, reliably.
Any car with enough mullah can get to those power levels but I say you should at least look cool doing it. Can't say that it Pee Paw's Vette or that bloated Japanese thing. You can't outrun ugly...
Any car with enough mullah can get to those power levels but I say you should at least look cool doing it. Can't say that it Pee Paw's Vette or that bloated Japanese thing. You can't outrun ugly...
Last edited by Rocket254; 09-16-2013 at 01:22 PM.
09-16-2013, 01:58 PM
#17
Thread Starter
Join Date: Sep 2013
Location: oklahoma
Posts: 28
You are going to want to go forged internals all the way. If your goal is to beat a gtr with american parts, why not pick up a 96-99 Viper GTS and put the largest sized Roe SC on it? Those are relatively cheap now and make hella power all day, reliably.
Any car with enough mullah can get to those power levels but I say you should at least look cool doing it. Can't say that it Pee Paw's Vette or that bloated Japanese thing. You can't outrun ugly...
Any car with enough mullah can get to those power levels but I say you should at least look cool doing it. Can't say that it Pee Paw's Vette or that bloated Japanese thing. You can't outrun ugly...
09-16-2013, 02:39 PM
#18
1st Gear Member
Join Date: Aug 2012
Location: Virginia
Posts: 117
MMR has a sleeved short block they build/sell that can handle any hp you want run. A paxton sc will get you upto and over 1000hp, JPCs single turbo kit or the Helion twin kit will get you over a1000 easy. You will also need a return style fuel system that is E85 safe. The coyote loves E85! The 6R80 does well with a Circle D stall. A drive shaft, welded axle tubes, BMR suspension, and some big and littles and you are into the low 9s and high 8s. Good luck with your build and keep us posted.
