07-13-2015, 09:26 AM | #15 |
Drives: Current Camaro-less Join Date: Jul 2014
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Even diehard Pony fanboys gotta give it up to the LS7 lol
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07-13-2015, 09:42 AM | #16 |
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I have nothing but respect for Ford. They are a worth rival to Chevy. Both are aiming at the same goal but take different paths.
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07-13-2015, 09:51 AM | #17 |
Drives: 2014 2LS (traded in) 2015 1SS 1LE Join Date: Apr 2015
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I agree. I like all the pony cars actually. Just cause I have a Camaro and plan on buying the gen 6 doesn't mean I wouldn't love to have a GT 350. I test drove all three in the V6 class before I bought the Camaro. It was a really tough decision.
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07-13-2015, 10:20 AM | #18 | |
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Quote:
Also the idea that a OHV V-6 engine couldn't produce over 300BHP to be competitive today just isn't true. It really comes down to there is no other product that will get said V-6 engine so why produce a new OHV V-6 engine just for the Camaro or take the 4.3L and make a car version. BTW the 4.3L V-6 engine in the truck with a truck tune currently produces 285/305.... not saying that they should just pointing out that the reasons why they don't do not include it wouldn't be competitive. Today OHV engines are revving to 10,000+rpms (in race form), modern head design has resulted in two valve heads which have great flow data. If you look at the old L98 V-8 engine it just stopped breathing at a fairly low rpm which resulted in a low horsepower rating. Now they regularly have red lines over 6,000rpms...... after all the laws of physics doesn't care how many valves and where the cams are. If you can get the fuel and air into the combustion chamber it will make power. You are not going to suddenly produce more power and torque at a given rpm with the exact same amount of fuel/air because the camshafts are sitting on top of the head. |
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07-13-2015, 01:22 PM | #19 |
Drives: El camino Join Date: Nov 2014
Location: World
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Im getting pretty tired of the chevy vs ford, pushrods vs dohc!! It just different ways to achieve the same. Let the m6g site have their bashing to themselves.
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07-13-2015, 02:27 PM | #20 |
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I agree for the most part, but when I hear a Mustang owner say that their engine is smaller (because they think that displacement somehow means the size/weight of the engine) and produces more power with less engine I want to slap them through their computer screen... lol
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07-13-2015, 02:40 PM | #21 | |
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Quote:
Last edited by titanfan; 07-13-2015 at 04:25 PM. |
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07-13-2015, 03:05 PM | #22 | |
Drives: 97Z,02TA Join Date: Mar 2011
Location: TX
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07-13-2015, 03:09 PM | #23 | |
Drives: 2014 2LS (traded in) 2015 1SS 1LE Join Date: Apr 2015
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Yes we need to stay true to heritage and go back to solid axles and leaf springs. Bring back carburetors too!!!! |
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07-13-2015, 04:04 PM | #24 |
Drives: 14 Silverado LTZ Z71, 16 Camaro SS Join Date: Nov 2009
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OHC design isn't any newer or space age than ohv. They both were invented around the same time.
He's probably laughing because most ford guys have been insisting for years that ohv/ pushrod is dead and we will have to go ohc to compete. Guessing he's laughing because it doesn't look like that now does it? They don't add cubes because the design of the coyote won't allow it. They are stuck with the cubes they have ( think it can go to 318 or so) So... Rip on us for having more. Simple... High revving complex engine that has to be revved to the moon and makes less power across the curve until high in the rpm range. Vs a larger cubed less complex design that makes power everywhere. With the option of even more cubes. Sounds like a tough choice. |
07-13-2015, 04:21 PM | #25 |
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To me the LS3/7 are the last of the great pushrod engines for what made them old school fun: they are simple to hop up/mod relative to the DOHC Ford engines and all those cams and timing chains. Swap out the heads, cam, retune the motor, add exhaust, intake, etc, etc. Easy on the LS engines.
So that's the difference with the Ford engines IMO. If you don't work on the engine, track the car, mod it, then its just about hp, torque so who cares. Its also a different discussion on whether you want big displacement torque or free revving OHC's with their less reciprocating mass. The LT1 has complex DI, VVT, AFM, PCV systems, and related programming. Is it still easier to keep running on the track or to hop up than the Ford engines? Dunno, but I doubt it will be in the same category for the garage modder as the LS series. With the LT1 pushrods were retained for AFM, packaging (fits better in a Corvette), and cost IMO. Smaller bore engines are easier to do clean emissions with (Ford didn't need DI with the Voodoo), so the LT1 may be the last of the 2 valve pushrod engines since smaller bores usually need the multiple valves to keep the flow moving.
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07-13-2015, 04:33 PM | #26 | |
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07-13-2015, 04:38 PM | #27 | |
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07-13-2015, 04:44 PM | #28 | |
Drives: 14 Silverado LTZ Z71, 16 Camaro SS Join Date: Nov 2009
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Quote:
Other than that good post. |
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