Contemplating FI 4.6 into '12 V6 car - looking for input as to what ECU to use

[1950StangJump$]

Con - Everyone will think you're gay (of course this could be a pro, too, depending on how you lean).

I would probably get promoted faster

 

[Vorshlag-Fair]

I'm not a purest, so I would be really interested in the pros and cons of an LS swap . . . vs a Coyote swap and versus forging the 4.6 and going with a bigger blower/turbo.

Well the "single brand purists" like to look down on the LS swap, but I'm used to that.



We have been LS swapping BMWs (300+ kits) since 2002, and those folks were even even bigger brand snobs than the folks crying in this thread. Look, when you are building a competition car, do the time clocks know/care what brand engine is under the hood? Does the dyno know? Does the competitor you just whooped? Our very first BMW was a ass kicker on a road course with 2508 pounds, 490 whp from a 7.0L LS, and not much else.

The easiest NA power there is to be had for your dollar at the moment is from an LS series V8. Light, compact, inexpensive, abundant, with incredible potential, and aftermarket support like no other engine family on the planet. That isn't opinion - that's fact.

The image above says a lot. On the left is a DOHC V8 Coyote, sitting in an S197 Mustang. On the right is an LS V8 in an S550 Mustang, which has almost exactly the same sized engine bay size. Due to it’s size the LS V8 is just easier to swap into more cars than any Overhead Cam V8, plus it costs less to make the same power as virtually any other modern engine, and has the potential for 8.0L of displacement inside the confines of the OEM block.

Aluminum blocks have been made in the tens of millions, and they deal with RPM as well or better as a Coyote with a much less expensive valvetrain (1 cam vs 4). Coyotes and Voodoo engines blow up regularly when you touch 8000 rpm, which track guys do all the time. Go check out the corner carvers sub-forum here and you can see track guys on their 3rd, 4th, or 5th Coyote longblock. Rather expensive to rebuild / upgrade compared to an LS, too.

We are wrapping up our #LS550 swap now, with the trans crossmember, driveshaft, and long tube headers already in production. Motor mounts are on their final iteration this week for a production run later this month. Easiest swap we ever did since these cars have a gigantic engine bay.

But hey, keep trying the "yOu aRe gAy!?" bigoted slurs. Like that's gonna work. I'll see you on the road course in this soon and we'll see who's laughing.

Hugs and kisses!

 

[1950StangJump$]

Well the "single brand purists" like to look down on the LS swap, but I'm used to that.



We have been LS swapping BMWs (300+ kits) since 2002, and those folks were even even bigger brand snobs than the folks crying in this thread. Look, when you are building a competition car, do the time clocks know/care what brand engine is under the hood? Does the dyno know? Does the competitor you just whooped? Our very first BMW was a ass kicker on a road course with 2508 pounds, 490 whp from a 7.0L LS, and not much else.

The easiest NA power there is to be had for your dollar at the moment is from an LS series V8. Light, compact, inexpensive, abundant, with incredible potential, and aftermarket support like no other engine family on the planet. That isn't opinion - that's fact.

The image above says a lot. On the left is a DOHC V8 Coyote, sitting in an S197 Mustang. On the right is an LS V8 in an S550 Mustang, which has almost exactly the same sized engine bay size. Due to it’s size the LS V8 is just easier to swap into more cars than any Overhead Cam V8, plus it costs less to make the same power as virtually any other modern engine, and has the potential for 8.0L of displacement inside the confines of the OEM block.

Aluminum blocks have been made in the tens of millions, and they deal with RPM as well or better as a Coyote with a much less expensive valvetrain (1 cam vs 4). Coyotes and Voodoo engines blow up regularly when you touch 8000 rpm, which track guys do all the time. Go check out the corner carvers sub-forum here and you can see track guys on their 3rd, 4th, or 5th Coyote longblock. Rather expensive to rebuild / upgrade compared to an LS, too.

We are wrapping up our #LS550 swap now, with the trans crossmember, driveshaft, and long tube headers already in production. Motor mounts are on their final iteration this week for a production run later this month. Easiest swap we ever did since these cars have a gigantic engine bay.

But hey, keep trying the "yOu aRe gAy!?" bigoted slurs. Like that's gonna work. I'll see you on the road course in this soon and we'll see who's laughing.

Hugs and kisses!

What are the LS's "safe" RWHP limits stock, should you add a blower?

 

[JEWC_Motorsports]

650-700 with a turbo.

 

[83-88T-Bird Guy]

Also, Coyote motors are a lot cheaper than you think.

Yep. I picked up a complete running 5.0 from a 2012 F150 for $ 450 a few months ago. I got to see and hear the engine run. No smoke and quiet

 

[Vorshlag-Fair]

What are the LS's "safe" RWHP limits stock, should you add a blower?

Stock NA LS engines make anywhere from 300-450 whp. But who keeps them stock when it is so easy o upgrade??

I'm one of the partners at Horsepower Research and there we regularly make 468-480" LS engines using the factory or aftermarket blocks. The HPR 468 is fairly well known in the Optima series of late, dominating the top classes - without turbos or blowers. These hydraulic roller street driven setups make from 640 - 750 whp, depending on intake manifold / cam selection / RPM range targeted.

That's what a lot of blower Mustang guys dream of making... but without the crutch and reliability hit of needing boost.

 

[tjm73]

We are wrapping up our #LS550 swap now, with the trans crossmember, driveshaft, and long tube headers already in production. Motor mounts are on their final iteration this week for a production run later this month. Easiest swap we ever did since these cars have a gigantic engine bay.

But hey, keep trying the "yOu aRe gAy!?" bigoted slurs. Like that's gonna work. I'll see you on the road course in this soon and we'll see who's laughing.

Hugs and kisses!

Part of me is saddened by this. The other part is excited.