possibly the sickest engine/tran package for an SLC ??
Gordon Murray Automotive T.50
Cosworth V-12 engine
Notice the 48 volt integrated starter/generator on the front of the engine. It does away with all belts on the engine, it starts the car, it runs the spark plugs, it runs the fan at the rear. It saves several pounds of weight. Up in the nose of the car, they have a 12 volt battery, a 48 volt battery, an inverter and they all weighs less than one 12 volt lead-acid battery.
Cosworth V-12 engine
Notice the 48 volt integrated starter/generator on the front of the engine. It does away with all belts on the engine, it starts the car, it runs the spark plugs, it runs the fan at the rear. It saves several pounds of weight. Up in the nose of the car, they have a 12 volt battery, a 48 volt battery, an inverter and they all weighs less than one 12 volt lead-acid battery.
I have a 1UZ now. Switched after blowing LS7 and LS1 (LS is great, I just needed a change). The 1UZ is just as tight as an LS. DOHC does that. My engine is built, dry sump and has a large single twin-scroll turbo. About 1000hp when turned up. With my setup, water cooled turbo, water cooled wastegates, oil-water heat exchangers, 6-stage dry sump, huge air-air inter-cooler, 2 electric water pumps, 2 radiators - Its WAY busier than a typical setup and can be a PITA
This setup lacks the low speed punch of the LS7. So may not be as much “fun” around town.
Of coarse when the boost comes on and it can pull to 8000 rpm it’s a rush. But realistically where can you do that on the street. Even in 3rd you can’t just mash the throttle. Of coarse if you live in DFW and stay up late we have miles of road for that if you can avoid the spots the street racers have shut down
.I’d say neither is better. Just different.
Build your car to be “your car”.
If most of your driving is around town, did you consider either a roots or axial flow-style blower instead of the turbo setup initially?
Sorry for my slow reply. Have not been on in a while. Mine sees little around town driving. When it does it usually involves lights and a discussion about not having plates, insurance, etc. Don't have any great pics that show cooling. Here are some general ones...
Fitting oil pump and exhaust around the mounts/cross-member.
Motor in with adapter plate
Intercooler which sits over the Graz. Fed by the street tail rear scoops. Does a great job of keeping IATs down.
Coolant 'hot side' plumbing. Fittings are investment cast at home. If you are familiar with the 1UZ VVTi cooling you will probably realize the number of hoses/pipes/fittings this replaces.
Motor ready to stab. Needs to go in without the intake.
Sand mold for dry sump oil pan. It's shallow enough the exhaust goes under the pan without hanging below the frame.
Spare 1UZ next to the car. I tend to keep one ready. Makes it easier to crank the boost up on the one in the car.
Fitting oil pump and exhaust around the mounts/cross-member.
Motor in with adapter plate
Intercooler which sits over the Graz. Fed by the street tail rear scoops. Does a great job of keeping IATs down.
Coolant 'hot side' plumbing. Fittings are investment cast at home. If you are familiar with the 1UZ VVTi cooling you will probably realize the number of hoses/pipes/fittings this replaces.
Motor ready to stab. Needs to go in without the intake.
Sand mold for dry sump oil pan. It's shallow enough the exhaust goes under the pan without hanging below the frame.
Spare 1UZ next to the car. I tend to keep one ready. Makes it easier to crank the boost up on the one in the car.
Road & Track has just shed some very interesting light on the engine in the Ford Mustang Shelby GT350!
"The Mustang Shelby GT350 is powered by one of the coolest modern engines: A 5.2-liter naturally aspirated V-8 with a flat-plane crank, allowing it to rev past 8000 rpm. Ford estimates maximum horsepower at 526 ponies, but in reality, it's making closer to 600. Not bad for something without forced induction."(emphasis added)
www.roadandtrack.com
"The Mustang Shelby GT350 is powered by one of the coolest modern engines: A 5.2-liter naturally aspirated V-8 with a flat-plane crank, allowing it to rev past 8000 rpm. Ford estimates maximum horsepower at 526 ponies, but in reality, it's making closer to 600. Not bad for something without forced induction."(emphasis added)
11 Cars That Make Way More Horsepower Than Advertised
Sometimes, automakers don't reveal the true potential of their finest cars.
www.roadandtrack.com
Part of the problem with a flat plane crank motor is the larger you go, the more difficult it is to deal with vibration. Often in larger flat plane crank engines, balancing shafts are used. As well as active engine mounts. The benefits are many of course. Better exhaust scavenging and less weight in the crankshaft area resulting in the higher rpm's available. Like all things, it's a trade off.Road & Track has just shed some very interesting light on the engine in the Ford Mustang Shelby GT350!
"The Mustang Shelby GT350 is powered by one of the coolest modern engines: A 5.2-liter naturally aspirated V-8 with a flat-plane crank, allowing it to rev past 8000 rpm. Ford estimates maximum horsepower at 526 ponies, but in reality, it's making closer to 600. Not bad for something without forced induction."(emphasis added)
11 Cars That Make Way More Horsepower Than Advertised
Sometimes, automakers don't reveal the true potential of their finest cars.
Can't disagree. To me it sounds painful to listen to. I'm sure in the context of the car it's designed for its wonderful. But the v8 rumble is always a favorite.