Thank god. A real design / engineering parameter.
Dully recognized.
FYI I'm an Engineer...
. I'm "Ingénieur Arts et Metiers" which means Industrial Engineering / Master MBA if you want, and currently Maintenance Manager in a very big company...So I know a little about engineering thank you 
We came so far in baby steps, only to fall off the wagon. I love playing false parameters. The LT1 makes 400% more HP per cam, The LT1 makes 100% more HP per valve, the LT1 makes 400% more HP per cam gear. Wow fake calculated parameters are so fun. I glad we can all play.
Want to play more? The lt1 makes 100% more HP per valve retainer, 100% more HP per valve. Please
I don't care about your numbers...Find me a 4.5 NA OHV engine making 570hp, a 4.0 NA OHV making 500hp...
Per displacement you can make way more power with DOHC, period. And if we start talking racing, 3.0 V10 maling 900+hp in formula 1 in 2004-2005....
http://www.aviation-history.com/engines/db605.htm
It is actually where the weight is. Top of engine = bad, bottom of engine = good. Smart thing to do would be flip the V upside down kind of like a ME 109.
I know very well the ME-109 thanks, planes like car or truck always interested me as an engineer.
Really then I guess this does not exist?
https://www.mechadyne-int.com/products/duocam/
I wonder what under that big Viper hood, must be a DOHC then?
I'm probably have the most VTEC experience here, let me see this Ford cam over bucket 4 valve design do variable lift
You want variable lift? All LT1 can completely shut off 4 cylinders... Nada lift.
Did I say somewhere the Coyote had variable lift ? I was talking about the superior adjustability of the DOHC.
As far as the viper I didn't know, but seeing the principle I've already read about it in the past. But unless I'm wrong the Viper is the only car using it from factory, on the contrary of DOHC engines 
From a company that can't keep the spark plugs in the head since the early 90s... um yea right.
I race DOHC motors, are you kidding me? A high lift DOHC engine is very finicky to valve spring and wear. These engines need to have their springs and titanium retainers thrown away every 20K or else. I've floated OHV valve engines 100 if not 1000 of times. Try that on a 9600 RPM DOHC and let me know what happens a millisecond later. Look, the engines I build I have to worry about connecting rod stretch bringing the piston into contact with valves that are NOT floating.
Ohhh you race engine ? Me too figure it !!!! And at not some crappy tracks, I tracked at Le Mans several times in France cause I was only 1 hour away from it, as well as several other tracks.
And I used only DOHC engines cause obviously there is only that in Europe/Asia....
Euro BMW M3 E36 (7900 rpm with CAI/Exhaust/tune), Track Prepped Nissan 350Z HR (7800 rpm redline on mine)/ Renault Sport Megane 3 RS trophy... Never any issues with dropped valves or spring issues
Starts at 2 min 06 (heating lap before)
Starts around 2 min 30
Last time I checked I can buy a supercharged LT engine with bumper to bumper and even extended warranty. But I'm game, the oldlady wants to go back to racing and an A10 GT is reasonable for me. Please post a link to this Ford warranty bumper to bumper ton of power engine. Heck I might roll one tomorrow.
Are you playing dumb ? I'm talking about after market support, not stock engines. I pretty know the Z06/ZL1 as I almost bought one before ordering a GS....
Looks like a child drew this chart what is this in SAE, STP, pure fiction? Are you going to pretend the 460 HP certified HP that the 5.0 puts out is more than the 526 certified HP the Voodoo puts out? Clearly not. We all know how the 5.2 compared to the older OHV LS engine right? This is the REAL SAE certification standard:
http://www.sae.org/certifiedpower/details.htm
Not some crayon dyno with no listing of what the HP means, you do know that a unicorn is a horse right?
This chart is one among 10 other showing the new Coyote making stock between 415 to 430 WHP SAE
If you don't trust it, go watch Youtube.
http://fordauthority.com/wp-content/...-dyno-plot.jpg
Please read the whole article carefully. Also understand that the LS7 is a SAE certified engine and the dyno racers in the article can't figure out why their chassis dyno can't replicate the certified HP yielding to all kinds of head scratching. My take away is that pretty old fashion 15% drivetrain loss is probably less that 15% (especially FWD with engine trans axle rotation in same direction). Two and I would love to see test but I would speculate and the chassis dyno bares this out that drivetrain loss is more RPM related than torque related. IE putting 400 ft lbs thru a manual gear box and diff then upping it 50% to 600 ft lbs, friction loss is NOT as great as putting 6000 RPM thru same box and upping it to 9000 RPM. Cleary centripetal inertia is RPM related not torque related. I would be happy to enter into drivetrain friction discussion in the transmission section. Yet people try to apply the same 15% rule. The 5.2 puts out more engine HP, yet generated nearly the same wheel HP in the dyno run. I'm not surprised by the lighter 350R wheel showing up as more HP to the dyno. I'd bet if there was a wheel swap between the two Mustangs, the plain jane 350 would show more HP.
http://www.motortrend.com/news/dyno-...nd-camaro-z28/
I've already read this article a long time ago. You think I'm learning something from about transmissions ? I spent hours of my life making real mechanical calculations (with Mathematics, Physics, thermodynamics, i have books about mechanical engineering of transmissions, torque converters, how to dimension a gear and calculate the efforts of the teeth, the shafts, the keys, I also did finite elements calculation with computer software etc etc...)
Please I don't want to confuse power band which is obviose in the above chart with "
wider power band on the Coyote than on the LT1....It requires to be higher in the rpm yes.." Power band is the area under the applied curve and it is all OHV baby.
What nonsense.... Except in 1st gear the coyote will always stay between 5000-7500 during shifts. Average power will stay around 400 whp during the whole acceleration. To be fair we should go in detail of each rpm drops between shifts to calculate average power up to 150mph for both cars, which I don't have the time to do be honest, I work already 65-70h per week, my time is precious, i've already spent too much of it on that specific answer....
But the car being equally fast, the mustang being heavier, it means the Coyote developps better average power during acceleration.
All from a guy that is worried about some bolt ons failing his springs.. The engine is certified at 460 HP period, the lt1 3 years older is at 455 in the Camaro. Granted that the new A10 will allow a peaky engine to apply more of that HP under the curve to the ground. My take is at least 1/2 to all of this engine talk is attributed to the A10. Wait till the A10 comes behind a cam in cam 500 HP LT1 then what?
I'm not worried about my bolt ons failing my springs, are you taking me for a idiot ? I'm worried my springs fail, period.
If my springs fail with a stock engine = warranty = not a so big deal
If my springs fail with bolt ons = no warranty = big deal
Saying the new Coyote is a peaky engine 
I drive both engine buddy, I garantee you the Coyote is not peaky at all.
The only true measure of efficiency when it comes to muscle car engines is HP per package volume. Which looking at the dyno I posted clearly shows which engine is FAR more "efficient". Let me know when a DOHC shows up at top fuel.... LOL
Ah ? Where does this rule come from ?