Camaro VS Mustang Mega Thread

[Huggerorange73]

Originally Posted by assasinator

we (coyote owners) are going to have to rev it to the moon. i have to make all i can to 7500 cuz thats it for me. im not revving it any higher. the limiter is set there now.

How far can you push that scale before the valves start to float a bit?

[assasinator]

Originally Posted by Huggerorange73

How far can you push that scale before the valves start to float a bit?

they shim them and the stock valvetrain does ok. oh i might be floating them now. i dont rev it there very often.

[assasinator]

Originally Posted by Shardik2SS

What cam are you thinking of?

cams are baing tested now. from what i hear the lift is identical to stock .475 intake, but the exhaust lift is raised to .450". duration numbers and agressiveness of the profiles are unknown. i do know they are making stock spring cams and profile that require springs, and a third set for racers with .5" lift intake. exhaust lift only needs .475 with 4v's. the exhaust ports are not very good on these heads stock.

there is a lot of benefit from exhaust lift and duration. i would expect modular profiles. because i cant rev it to 8200-8500 with my stock lower end, im going to utilize the no spring profiles with 235 -245 @ .050. .450" exhaust lift. Ti-vct lets us get away with agressive duration without paying as much in low end for it.


we'll see what is available when they hit the streets. cams are easy to change for me. not bragging, i've just done them a lot in 4v.

[WadeWilson]

Originally Posted by assasinator

cams are baing tested now. from what i hear the lift is identical to stock .475 intake, but the exhaust lift is raised to .450". duration numbers and agressiveness of the profiles are unknown. i do know they are making stock spring cams and profile that require springs, and a third set for racers with .5" lift intake. exhaust lift only needs .475 with 4v's. the exhaust ports are not very good on these heads stock.

there is a lot of benefit from exhaust lift and duration. i would expect modular profiles. because i cant rev it to 8200-8500 with my stock lower end, im going to utilize the no spring profiles with 235 -245 @ .050. .450" exhaust lift. Ti-vct lets us get away with agressive duration without paying as much in low end for it.


we'll see what is available when they hit the streets. cams are easy to change for me. not bragging, i've just done them a lot in 4v.

Sounds like you have a good plan together. How long does it take to do a cam swap for your car?

[assasinator]

Originally Posted by Shardik2SS

Sounds like you have a good plan together. How long does it take to do a cam swap for your car?

about 3 hours per side. it can go quicker if nothing goes wrong like losing a chain. i probably need to shim the springs, so that will take a LOT OF TIME. they are small. AFM sells the chain retention tool, but i make my own. i roll the piston to TDC when i change springs. im careful not to bend them. ill use air if i need to. getting the mid chain between cams is tricky some times. if i can roll the cam ends and the chain is loose enought it will save a bunch of time. coyotes should be similar. remove the followers, change the springs, then change the cams.

[WadeWilson]

Originally Posted by assasinator

about 3 hours per side. it can go quicker if nothing goes wrong like losing a chain. i probably need to shim the springs, so that will take a LOT OF TIME. they are small. AFM sells the chain retention tool, but i make my own.

I bow to you. I don't have the patience nor the necessary skill to do in depth stuff like that. I'd be too nervous of screwing something up.

[assasinator]

well it was worse with earlier modulars because the valves hit the pistons. this is the first modular that is free revving. bent valves are VERY easy with 93+ 4v's. using the factory cam toll incorrectly, then not checking carefully, can and does bend 32 expensive valves.

the turbo motor is a 93. i will degree those cams. im using stock cams for 1k hp. i have to degree them to work at that power level.

[WadeWilson]

Originally Posted by assasinator

well it was worse with earlier modulars because the valves hit the pistons. this is the first modular that is free revving. bent valves are VERY easy with 93+ 4v's. using the factory cam toll incorrectly, then not checking carefully, can and does bend 32 expensive valves.

the turbo motor is a 93. i will degree those cams. im using stock cams for 1k hp. i have to degree them to work at that power level.

Do you do this for a living or is this just something you've picked up over the years?

[1bad65]

Originally Posted by 8cd03gro

16 years of the same engine? What are you talking about? I understand the point you are trying to make and to an extent I agree with you, but you're making a few major mistakes. For one, the 3v modular is a way better engine than the 2v 4.6. Two, a 3v gt will absolutely destroy a base model v6 camaro.

Yup, his post was chock full of mistakes.

"Better to keep your mouth closed and be thought a fool than to open it and remove all doubt."

[assasinator]

Originally Posted by Shardik2SS

Do you do this for a living or is this just something you've picked up over the years?

i used to build motors of all brands for a living. welding, exhaust work, headers, etc.

i burned out and quit it for a bunch of years. finished college and got a job i where i can afford to get the very best stuff.

racing fords was just an accident. making power with dodge and chevy is where the money is. there are a lot more customers for chevy. best motor i ever built was a small journal 67 327. i ported the heads, built the whole combo from top to bottom. it make peak power at 7k. what a monster that was. it was in a long bed chevy of all things. so it had to make torque as well. my motors last also. years of reliability form a hand built motor. a friend checked the compression on his 360 dodge i built and all of the cylinders were withing 4 or 5 psi years after i built it. several cylinder were identical. i fit all of the rings individually. file fit only. clearance depends on application.

anyway. i had a great teacher, and the rest i figured out myself. with an engineer Dad, and engineering background myself, its not too hard to figure out new things. i take my time. cleanliness, triple checking, attention to details. that goes a long way.

i do know if i put my attentions to a LS motor it would be a beast.

[BigDan]

Originally Posted by stikSS

Is the redline at 6700?

The factory redline is 6,250 rpm and that is where I made peak whp when I was stock. Most tuner's will raise it up a little to 6,500 maybe 6,700 but nothing higher because high revs kill high whp 5.4L's due to their long stroke which is longer then the stroke of a GMPP ZZ502.

Previous year GT500's had different cam part number's and most guys are speculating that the 2011's got the Ford GT super car cam's and it show's in the dyno graph as 2011's are now making more whp and making it at higher rev's as shown in my dyno graph where I made peak whp at redline.

[garagelogic]

Originally Posted by SummitWhiteLS

When I drove my Camaro LS to a Ford dealer feigning interest in an 11 v6 Stang (they look better in person than in photos), nearly every salesman emptied out of the dealership and surrounded my car for a closer look.

Funny, I experienced something similar just yesterday. My wife is in the market for a new car, so I swung into the local BMW dealer to take a look at a used M3 they had sitting on the lot. Next thing I know there are four or five guys standing around in 20 degree, snowy, weather asking me if I was planning on trading my car in or if they could check it out.

Of course, it was a far cry from having "emptied the dealership out" of employees/salesmen, but considering I was driving a two year-old body style GT500 covered in winter road grime, I have to admit I was humbled and a little proud of the little pony with the ugly rear end.

[WadeWilson]

Originally Posted by assasinator

i used to build motors of all brands for a living. welding, exhaust work, headers, etc.

i burned out and quit it for a bunch of years. finished college and got a job i where i can afford to get the very best stuff.

racing fords was just an accident. making power with dodge and chevy is where the money is. there are a lot more customers for chevy. best motor i ever built was a small journal 67 327. i ported the heads, built the whole combo from top to bottom. it make peak power at 7k. what a monster that was. it was in a long bed chevy of all things. so it had to make torque as well. my motors last also. years of reliability form a hand built motor. a friend checked the compression on his 360 dodge i built and all of the cylinders were withing 4 or 5 psi years after i built it. several cylinder were identical. i fit all of the rings individually. file fit only. clearance depends on application.

anyway. i had a great teacher, and the rest i figured out myself. with an engineer Dad, and engineering background myself, its not too hard to figure out new things. i take my time. cleanliness, triple checking, attention to details. that goes a long way.

i do know if i put my attentions to a LS motor it would be a beast.

That sounds killer! I wish I had the necessary funds to have you build a motor for me. I've been reading about built motors and I've recently decided to start saving for something like that. You're right about cleanliness, triple checking and attention to detail. That's very important and it's something a lot of people are lacking in these days.

[Bad Dad]

Originally Posted by 9t8z28

I am curious, does anyone have any info as to what age group is mainly purchasing the new Camaro vs. the Mustang? What about the age group that is (actually) targeted for the the sales of the Camaro vs. the Mustang?

Maybe I should make a poll out of this to see what the average age group of new Camaro's owners are on this perticular site?

53 I bought one