White99GT

Just add 7-8 psi

Yep, that’s the 100% stock 2018-up F150 record. 2018 RCSB 2WD 5.0. 13.2 @ 104+ There have been a couple stock 4WD 5.0 that have gone 13.4 also. A 3.55 or 3.73 geared 2018-up 5.0 is the quickest truck in the lineup stock (1/4 mile). A 3.15 or 3.31 geared 5.0 is not.

I think it’s intentional. Ford sets the F150 5.0 shift points @ 5700 rpm, that is also why they advertise peak HP @ 5700. Take a totally stock 15-20 F150 5.0 and let it rev to 6500 and they make peak HP around 6300 rpm and make another 20-30 HP. Ford should have been letting them shift @ 6500-6600 since day 1. Of course the 18+ F150 5.0 would have been rated at more like 420 HP if they did and that would have likely drawn more 3.5 EB customers to the less expensive 5.0 option.

Yeah, 600-700 reliable rwhp comes easy with a stock long block 5.0, a 3.5 EB is a ticking time bomb with over 500rw.

Except it easily outperforms the 2.7, and generally returns better real world average fuel economy than the 3.5. While it doesn’t tow as well as the 3.5 stock for stock, it has by FAR the most performance potential for those that may want to modify it after warranty as well. Basically, if you’re trading after warranty or just want to drive the truck as Ford delivered it then 3.5 EB makes a lot of sense. If you’re a “gear head” that keeps the vehicles long term and intends to modify the 5.0 makes the most sense. I find the 2.7 EB uninteresting in the F-Series.

They have packaging advantages and perhaps production cost advantages, but no performance or technical advantages at all. OHC is nothing but beneficial in every way except in production cost and cylinder head height. I hate that the 7.3 is pushrod. I wonder if the 7.3 is like an LS in that you have to remove the cylinder head when a lifter needs replacement. Terrible set up, especially for an engine platform that likes to go through lifters (LS that is).

2021 5.0 changes... https://drive.google.com/drive/mobile/folders/0B1bNPLse83WAOTJoSS1FSnpBMk0/1pneIz3kbBPLawlcwqIbzwdS5TB9eDdGl/1LYqRHpINirWPCpCC0-7ciuZWRWq-gtmK?usp=sharing&sort=13&direction=a Belt driven oil pump, serviceable cam bearings, etc. They put some resources into it, the 5.0 isn’t going anywhere.

I was under the impression that the Gen 3 5.0 issues were supposed to have been corrected as of a Jan 19 engine build date.

It’s just seems like the 6.2 line was underutilized. I’m still holding out hope for 6.2 with 7.3 bore diameter and larger valves. I’m really hoping Ford sticks with that “no pushrods in the cars” mentality. I’m not impressed with Godzilla at all. It’s not setting new performance benchmarks by any stretch. Even that 12.5:1, aluminum rod, 8000 rpm 7.3 Brian Wolfe built (790 gross crank HP) was underwhelming.

No domestic small block V8 to date has as much inherent potential as the Boss architecture. The idea of a 4V cylinder head (or even a larger valve/larger port version of the current 6.2 splayed-valve SOHC 2V head) on a 4.53” bore spacing pretty much makes every other 4.400” spacing pushrod V8 eternally irrelevant. It’s up to Ford to take advantage of those advantages, hopefully the 6.8 is exactly that.

They also share main and rod journal diameters. Ford pretty clearly started with the Boss and then engineered a cheaper 7.3 pushrod engine out of it. They are definitely different architectures for sure but Godzilla pretty clearly wasn’t a carte blanche clean sheet design.

Its two different engine families. Hurricane/Boss is the 6.2 splayed-valve OHC engine Godzilla is the 7.3 in-line valve pushrod V8. They share the same 4.53” bore spacing but are much too different to say they share the same architecture. The Boss is a better performance foundation with more HP potential than Godzilla if displacement is relatively close.

I sure hope the new 6.8 is a larger bore/larger valve version of the 6.2 Boss and not a de-bored or de-stroked Godzilla.

More people probably know who Tonya Harding is than either, should have hired her if name recognition is the primary criteria for commerical casting.

They should have hired Gal Gadot, try creating ads that people actually want to see.

10.079" deck height It wasn't at the limit of displacement A 1.6:1 rod ratio is fine, the 5.4 had some of the lowest inherent piston/cylinder wear of any engine I've seen. There's not many V8s that will clean up with a .005" over-bore like high mileage 4.6/5.4s normally do. The importance of rod ratios is overblown. BMW ships their new M3 with a 1.48:1 rod ratio.

Easy to work on, plenty of room. The 5.0L F150 is one of the easiest V8 spark plug changes you'll do.

13/14 GT500 already had that. It needs 205+ for magazine covers.

I'm not sure how intercooler efficiency would be impacted in any way by S/C position, in the end the intercooler still would ride directly aft of the S/C discharge port. What this setup does allow is some intake runner length, which will improve mid-range power.

You can see Coyote style coil covers in the pic. It doesn't appear to be fake. It's an inverted mounted SC, similar to the LT4/Hellcat setup. Probably a TVS 2650 s/c unit.

Why? You don't have to with the previous engines.

800 crank HP isn't that much these days, especially if the architecture gets unreliable beyond that. 700 rwhp is easy to come by for the GT500 and Hellcat. Harder for the LT4, but still doable.

It depends on chassis and tire setup, obviously. Full weight, manual, tire, still using the 2.3 TVS...low 10s @ 138-142 mph is fairly normal these days. The 5.4 GT500 has been as quick as 9.1 @ 150 with a stock 2012 long block and 2.3 TVS @ 3800 lbs. Stock long block GT500s have been well off into the 8s @ ~160 mph, but I'm mainly talking 2.3 TVS combos here (Stock 13/14 blower). Then you have this:

I'm sure most GT500 owners will modify their cars (tune, exhaust, pulley, inlet, TB at a minimum), as has traditionally been the case. Simple mods worth ~150 HP over stock. I really hope the 5.2 doesn't end up with head gasket sealing or bore roundness issues with minimal modifications. That's always been the GT500's strength (5.4/5.8), they make power easy and are reliable up to about 800rwhp.

LOL My car right now makes more than that. As heavy as the 2019 GT500 likely will be, it'll need a solid 850 crank HP to keep up with 13/14 GT500s with minor bolt on mods (which make 750 rwhp on pump gas with ease).