Aside from the 'click' appeal, and associated free advertising for the builders, what's the real world functional advantage that a 650hp LS7 has over a 650hp Coyote in a late model Mustang?
The best engine upgrade for a 2015 Ford Mustang? If you are Terry Fair, owner of Vorshlag Motorsports, the answer is simple: An LS7.
Of course, it’s not just any LS7, it’s one built by HorsePower Research. Featuring a sleeved block, Brodix B7 heads, titanium valves plus a wet sump, this Mustang’s powerplant is good for 650 horsepower and 615 lb.-ft. of torque.
Terry’s Mustang is more than just a fancy engine, though, as it’s also fitted with Motion Control coil-overs, Powerbrake six-piston brakes and even carbon fiber doors, hood and trunklid.
Just how fast is this unholy union of Ford and GM? See for yourself at the Tire Rack Ultimate Track Car Challenge Presented by Grassroots Motorsports, October 12-15 at NCM Motorsports Park in Bowling Green, Kentucky.
Not to be outdone, Phillip Glass-Hess is also bringing a race machine with a swapped engine–in this case, a 1994 Mazda Miata fitted with a turbocharged Honda K-Series rated at 400 horsepower and 370 lb.-ft. of torque. The primary sponsor of this racer? “My Empty Wallet” and “Bad Financial Decisions,” says Phillip.
Does a Toyota with factory BMW power count? Then let’s talk about Fernando Granados’ 2021 Toyota GR Supra. Engine modifications include an aftermarket intake, charge pipe and heat shield–all of which help the B58 straight-six reach 383 horsepower and 368 lb.-ft. of torque. Suspension and aero goodies from HKS, Eibach and Verus also work to ensure consistent power delivery.
What is the Ultimate Track Car Challenge? It’s our annual no-holds-barred track competition that simply seeks the fastest machines on four wheels. The rules are brief: Car and driver must just pass a safety inspection. Period.
Pretty much everyone is welcome: New, old, factory-bought and home-built. Wings are cool. So are box flares, giant intercoolers and sequential shifters.
Learn more, including how you can register today, by visiting ultimatetrackcarchallenge.com.
The Tire Rack Ultimate Track Car Challenge is presented by Tire Rack, in association with Wilwood Engineering, HP Tuners, SPA Technique, Deatschwerks, CRC Industries and Volkswagen, with trophies from Track Advantage, Stifflers, BimmerWorld, HGSI, XS Batteries and Hoosier Tire.
Aside from the 'click' appeal, and associated free advertising for the builders, what's the real world functional advantage that a 650hp LS7 has over a 650hp Coyote in a late model Mustang?
To me, the LS loses some appeal if you are going to with aftermarket heads, aftermarket or heavily modified block, etc.
It could be any one one of a variety of engines at that power level and price point.
Way more interested in a $6k LS that make 550hp NA than one that cost $13k and makes 650...
One of my good friends absolutely loathes cross-pollination engine swaps. I'll be sending this article to him ASAP
Vorshlag makes good choices. They chose the path of reduced complexity, which theoretically may enhance reliability. Maybe.
In reply to LionPride :
I think one of the things that's great about the LSen is that they seem to offer something akin to the classic SBC as far as modification options and mix&match between different factory engine components. And it is in a more modern package. Having that ability makes the LS more versatile in my eyes.
If more domestic V8's had this kind of swap and build permutations we probably wouldn't see the LS in so many of these sorts of swaps.
pres589 (djronnebaum) said:In reply to LionPride :
I think one of the things that's great about the LSen is that they seem to offer something akin to the classic SBC as far as modification options and mix&match between different factory engine components. And it is in a more modern package. Having that ability makes the LS more versatile in my eyes.
If more domestic V8's had this kind of swap and build permutations we probably wouldn't see the LS in so many of these sorts of swaps.
GM spent lots of money on the development of the LS series. When they were new, no other production OHV V8 had heads that supported the airflow in the similar qaunity or quality. They were as good as many aftermarket heads of the time and could be ported to be better. Making 500hp NA is easy and 700 on a Chinese hairdryer is even cheaper. The LS was a game changer as the new SBC. It raised the bar.
But as your budget goes up, and incentive to use the LS falls away. Aftermarket heads for the LS cost the same as heads for many other platforms. You are taking advantage of anything unigue the LS has to offer unless there is a small discaount at scale for the volume.
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