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Discussion Starter #1 (Edited)
Being curious, I thought I'd put together some of the numbers from the dyno thread to compare with the dyno numbers of the new 392. The 392 is the last dyno numbers listed. Also, to note, it seems like the DynoJet reads very loosely.

Baseline DynoJet
375 @ 6200rpm / 373 @ 4800 rpm
2800rpm – 170 rwhp / 310 rwtq
5280rpm – 360 rwhp / 360 rwtq

Baseline DynoJet
375 @ 6200 rpm / 369 @ 4800 rpm
2800rpm - 180 rwhp / 325 rwtq
5280rpm - 360 rwhp / 360 rwtq

DynoDynamic
MOPAR CAI, Diablo Custom Tune, Kooks Long Tube Headers w/Highflow Cats.
382 rwhp @ 5900 rpm / 387rwtq @ 4650 rpm
2800rpm – 180 rwhp / 335 rwtq
5280rpm – 373 rwhp / 373 rwtq

DynoJet
SP Bullet, Phenolic Spacer, 180 t-stat, Corsa exhaust 2.75”, SP tune
398 rwhp @ 5900 rpm / 408 rwtq @ 4600 rpm
2800rpm - 200 rwhp / 350 rwtq
5280rpm - 390 rwhp / 390 rwtq

DynoJet
Cold Air Intake, 87mm TB, BT Catch Can, Predator, 180 Thermostat, Kooks LT Headers and Mids, Zoomers Catback 3”, 25% Underdrive Pully, HHP Ported Intake, HHP Stage 2 6-Speed Cam, HHP Stage 2 Heads, RPS Clutch, Hurst Shifter, Hop Not Stage 1 Kit, 295 tires in the rear
476 rwhp @ 6400 rpms / 443 rwtq @ 4600 rpms
2500 rpms – 160 rwhp / 350 rwtq
2800 rpms – 200 rwhp / 375 rwtq
3000 rpms – 225 rwhp / 390 rwtq
4000 rpms – 310 rwhp / 400 rwtq
4400 rpms – 340 rwhp / 420 rwtq
4600 rpms – 395 rwhp / 443 rwtq
5280 rpms – 435 rwhp / 435 rwtq

DynoJet
2011 392 Challenger SRT8 Stock Dyno
452 rwhp @ 6200 / 443 rwtq @ 4400 rpms
2500 rpms – 175 rwhp / 365 rwtq
2800 rpms – 200 rwhp / 380 rwtq
3000 rpms - 225 rwhp / 390 rwtq
4000 rpms – 330 rwhp / 435 rwtq
4400 rpms – 370 rwhp / 443 rwtq
4600 rpms – 380 rwhp / 440 rwtq
5280 rpms – 420 rwhp / 420 rwtq
 

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So your saying a 6.1 with several thousand dollars in in valve train modifications can make 15-20hp more than the new 6.4? I wonder if you put that same amount of money into the new 6.4...how much it will make, especially with the broader torque curve offered by the variable valve timing.

The new 6.4 has a considerable edge when it comes to brake specific output

6.4= 74.21 hp/liter

6.1= 69.10 hp/liter

let me throw in the new 5.0l in the GT

82.4 hp/liter.

The 6.4 is getting closer, but its old fashioned pushrod power is holding it back the peak power department. If they could get it to rev 500-800rpms more it would be as efficient as the new Coyote motor.
 

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So your saying a 6.1 with several thousand dollars in in valve train modifications can make 15-20hp more than the new 6.4? I wonder if you put that same amount of money into the new 6.4...how much it will make, especially with the broader torque curve offered by the variable valve timing.

The new 6.4 has a considerable edge when it comes to brake specific output

6.4= 74.21 hp/liter

6.1= 69.10 hp/liter

let me throw in the new 5.0l in the GT

82.4 hp/liter.

The 6.4 is getting closer, but its old fashioned pushrod power is holding it back the peak power department. If they could get it to rev 500-800rpms more it would be as efficient as the new Coyote motor.

Your numbers are wrong. The 6.4 has significantly more than 475hp.

6.4: 495hp (77hp/liter)
6.1: 520hp (85hp/liter)
5.0: 412hp (82hp/liter)

The member above is making more hp per liter than the 5.0.

I always have to laugh when people state that the mustang motors are more efficient than their pushrod counterparts. Yet Chevy and Dodge both have 500hp pushrod v8's and the only way for Ford to hit 500hp is with a factory supplied supercharger.
 

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So your saying a 6.1 with several thousand dollars in in valve train modifications can make 15-20hp more than the new 6.4? I wonder if you put that same amount of money into the new 6.4...how much it will make, especially with the broader torque curve offered by the variable valve timing.

The new 6.4 has a considerable edge when it comes to brake specific output

6.4= 74.21 hp/liter

6.1= 69.10 hp/liter

let me throw in the new 5.0l in the GT

82.4 hp/liter.

The 6.4 is getting closer, but its old fashioned pushrod power is holding it back the peak power department. If they could get it to rev 500-800rpms more it would be as efficient as the new Coyote motor.
Pushrods have nothing to do with it. What's making the difference is 4 valve heads flow way more air than 2 valve heads on the same cubic inch motor.
 

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That is incorrect also. The mustang head was a 2 valave head till 2005 when it became a 3 valve head. The only exception is the 4 valve cobra head. Regardless, the ford heads flow like crap compared to a 5.7 or 6.1 head.
 

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That is incorrect also. The mustang head was a 2 valave head till 2005 when it became a 3 valve head. The only exception is the 4 valve cobra head. Regardless, the ford heads flow like crap compared to a 5.7 or 6.1 head.
We are talking about the 5.0 Mustang as a comparison which has a 4 valve head.



Andy,

Are those dyno numbers that you posted from your shop or are they inside lines dyno numbers because Inside line had the EXACT same numbers.
 

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The numbers I posted were a previous post in this thread.
Do you have flow numbers on the coyote head? I cant find them online.
 

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Here's my own take on the whole hp/L scene (considering manufacturer hp ratings and relative hp curve shapes):

@5500 rpm...
Hemi 6.4: 460 hp (72 hp/L)
Hemi 6.1: 420hp (69 hp/L)
Hemi 5.7: 388 hp (68 hp/L)
Ford 5.0: 390 hp (78 hp/L)

@4000 rpm...
Hemi 6.4: 352 hp (55 hp/L)
Hemi 6.1: 310 hp (51 hp/L)
Hemi 5.7: 308 hp (54 hp/L)
Ford 5.0: 295 hp (59 hp/L)

@3000 rpm...
Hemi 6.4: 240 hp (38 hp/L)
Hemi 6.1: 222 hp (36 hp/L)
Hemi 5.7: 222 hp (39 hp/L)
Ford 5.0: 180 hp (36 hp/L)

I would ponder that it is the 11:1 compression ratio on the 5.0 that makes for the bulk of the specific power advantage, rather than 4-valve/cyl.
 

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495 hp? Since when did that change? Please don't give me the underated crap, this is not an SRT-4.

370whp vs 425bhp in the 6.1 is a 13% powertrain loss.
452whp vs 475bhp in 6.4 is a 10% powertrain loss

392whp vs 412bhp in the 5.0 is a 5% powertrain loss

That would make the Coyote underrated.

Even with 495hp the 6.4 is still 77hp/liter.

I'm playing devils advocate and I don't need the mullet brigae beating me down over pushrods. But OHC engines rev higher and average more CFM's of air flow than equivalent OHV engines. Get over it!

BTW the Coyote head flows at around 360 CFM...a little better than the Yates D3 heads. The 6.1 Hemi can be modified to flow up about 350 CFM.
Also the Coyote revs to 7000 rpms, It is is a more advanced far superior motor, sorry.

God forbid they start throwing direct injection on the beast.


There is hope though, Chrysler is throwing rumors around about a possible Pentastar V-8. A 5.0 + liter Pentastar with Multi-Air and DI would destroy the Coyote.
 

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Discussion Starter #10 (Edited)
"If they could get it to rev 500-800rpms"

I remember someone mentioning this in another forum. Can't remember the specifics on head length or something, however, there was something regarding the limitation of lift to only .590 on the current heads and if they were increased, it would allow for more potential. I'm sure there are other factors that are involved. Andy, you'll probably have more info/understanding on this.

Flow numbers from another post. Still looking for the Coyote head CFMs (they are quoted at flowing 4% better than the Ford GT heads and have max lift at .472).

5.7/6.1 HEMI ======== LS6/LS3/LS7
---- CFM ------ LIFT ----- CFM -----
---065/075 --- .100 ---- 000/075/000
---144/155 --- .200 ---- 156/154/161
---214/230 --- .300 ---- 204/226/227
---250/276 --- .400 ---- 243/276/291
---000/295 --- .450 ---- 257/293/000
---262/299 --- .500 ---- 268/308/330
---000/301 --- .550 ---- 275/321/000
---265/304 --- .600 ---- 278/329/351
---000/306 --- .650 ---- 000/327/000
---268/306 --- .700 ---- 000/310/359
 

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Lets not forget that Ford now has a 6.2 liter v8 OHC motor that makes around 500hp and it is in the Ford Raptor R. And Yes the new 2011 Mustang GT does have 4 valve heads.
 
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