Poor GT 350 and his blown engine...:(

[torqueaddict]

Well m6g gt350 section has a blown engine thread that's 44 pages long. And a 'metallic raspy sound' thread with a bunch of 'me too' posts. What does that tell you?

[Royal Tiger]

Originally Posted by torqueaddict

Well m6g gt350 section has a blown engine thread that's 44 pages long. And a 'metallic raspy sound' thread with a bunch of 'me too' posts. What does that tell you?

That it’s a poorly designed motor with a boatload of issues.

If the twin turbo V-8 in the M5 was as crappy as the ford motor people would be jumping all over “overpriced German crap”.

[NW-99SS]

Originally Posted by Royal Tiger

That it’s a poorly designed motor with a boatload of issues.

If the twin turbo V-8 in the M5 was as crappy as the ford motor people would be jumping all over “overpriced German crap”.

Lol! Those BMW V8s and their rod bearings though

LS7 certainly has valve guide issues, agreed. At this point, anyone who denies it is lying to themselves.

LT1 as compared to the 5.2 Voodoo because of early failures - that's a stretch as the LT1 failures occurred early and were addressed immediately by GM. On a production percentage basis, the LT1 is far more reliable than the Voodoo, which Ford has done nothing to correct the issues aside from warranty rebuilds with the same parts/setup that failed in the first place.

[Royal Tiger]

Originally Posted by NW-99SS

Lol! Those BMW V8s and their rod bearings though

LS7 certainly has valve guide issues, agreed. At this point, anyone who denies it is lying to themselves.

LT1 as compared to the 5.2 Voodoo because of early failures - that's a stretch as the LT1 failures occurred early and were addressed immediately by GM. On a production percentage basis, the LT1 is far more reliable than the Voodoo, which Ford has done nothing to correct the issues aside from warranty rebuilds with the same parts/setup that failed in the first place.

I’d be interested in seeing failure rates for AMG & M vs the GT350.

Absolutely agree with you on the LT1. What concerns me on the new SS is the A8 trans.

[NW-99SS]

Originally Posted by Royal Tiger

I’d be interested in seeing failure rates for AMG & M vs the GT350.

Absolutely agree with you on the LT1. What concerns me on the new SS is the A8 trans.

AMG and M are typically 50K + mileage failures. GT350s don't seem to be making it that far.

A8 is questionable for sure - and I own one in my truck. I plan on doing the trans flushes as preventative maintenance and see if I get any other issues. That said, my friend's 2018 F150 5.0l dropped its A10 with 18000KMs on the clock. Other than that, I much preferred its shifting, Sport mode, etc.

[mariojmoe]

Originally Posted by NW-99SS

AMG and M are typically 50K + mileage failures. GT350s don't seem to be making it that far.

A8 is questionable for sure - and I own one in my truck. I plan on doing the trans flushes as preventative maintenance and see if I get any other issues. That said, my friend's 2018 F150 5.0l dropped its A10 with 18000KMs on the clock. Other than that, I much preferred its shifting, Sport mode, etc.

My 18 f150 5.0 10 speed auto has issues tbh. It's going to the dealer next week for a check. Although I'm a manual guy the A8 in the ss and vette are prettyt damn stout. There will always be some that have problems but as a whole they seem to be ok.

[Royal Tiger]

That’s a first. I thought the A10 was doing much better than the A8. I’m still loving my 6L80.

[2K05GT]

Originally Posted by Gunkk

Or you buy the Camaro.

Got one.. I still like driving my GT350 more.
My wifes car is the SHO, but she like driving the camaro, she cant drive a stick so the GT350
is not her choice.

[2K05GT]

Originally Posted by NW-99SS

Lol! Those BMW V8s and their rod bearings though

LS7 certainly has valve guide issues, agreed. At this point, anyone who denies it is lying to themselves.

LT1 as compared to the 5.2 Voodoo because of early failures - that's a stretch as the LT1 failures occurred early and were addressed immediately by GM. On a production percentage basis, the LT1 is far more reliable than the Voodoo, which Ford has done nothing to correct the issues aside from warranty rebuilds with the same parts/setup that failed in the first place.

Right now ford is just replacing the motors under warranty, They will have to fix the issue by the 2019 release of the 2020 GT500, the 5.2 L supercharged 720 hp engine better be fixed. I wonder if the failures are due to the High Compression of the voodoo, it eats oil at the rate of a quart every 2 weeks, faster if it lives at high RPM's. I believe most of the failures are due to a lack of lubrication, some drivers are not checking their oil and running it hard low on oil. The 5W-50 even hot you need to wait 5 min after the engine is off before checking the oil, if the level is not visible on the dip stick, then you are already in the danger zone.

[torqueaddict]

^^Obviously a major design failure if an engine uses that much oil in such a short space of time. Under no circumstance can that be normal or even acceptable on a brand new car.

It's good that Ford is replacing them, however, if the replacements have the same issue then what's the point? They'd have to buy it back. Even if they extended the warranty to 100k miles, having to add oil on a bi weekly (or even a monthy)basis would not sit well with me. You have to wonder, with so many people having issues, what kind of testing was done on these engines?

[Royal Tiger]

Car & Driver just finished their 36k mile test of a 2017 GT350. Drank a quart of oil every 2k miles.

https://www.yahoo.com/news/past-30k-...181400826.html

[torqueaddict]

That review read like a Ford-paid ad. I guess it used oil with 'precision' too.

[Royal Tiger]

Originally Posted by torqueaddict

That review read like a Ford-paid ad. I guess it used oil with 'precision' too.

Yeah. I highly doubt the GT350 shifts as good as a 911.

[2K05GT]

Originally Posted by Royal Tiger

Yeah. I highly doubt the GT350 shifts as good as a 911.

Actually it does, The Tremec 3160 with all it's racing parts is smooth, a co-worked has a 911 and I let him drive my GT350 and he loved how well it shifts.

The new six-speed transmission in the Shelby GT350 is much lighter and stouter than the
gearboxes that are offered. The incredibly strong Tremec TR-3160 six-speed manual transmission
has been heavily revised for Shelby GT350 to handle the high engine speeds as well as the rigors
of long and brutal track duty. The transmission also provides the kind of precision
engagement, smoothness, and reduction in weight and rotating inertia demanded by Ford Performance.

Almost every component received special attention to ensure durability and improved shifting performance
while extreme measures were taken to ensure a positive feel as well as durability. Some of these
measures include power-honed gears, air-to-oil transmission cooler and even carbon-bronze triple-cone synchronizers.

The core of every transmission is its gear set. Each gear in the TR-3160 rides on a gun-drilled main
shaft that reduces weight, and has been power-honed in a post-heat-treating operation for a reduction
in gear lash and enhanced smoothness to reduce noise, vibration and harshness. The sides of the gears
are milled to remove unstressed material and reduce weight – resulting in “I-section” gears. Specially
formulated carbon-bronze triple-cone synchronizers are engineered to deliver the feel of a bronze
synchronizer with the heat capacity of carbon, which is a key attribute in racing situations.

A dual-mass flywheel with a dual-disc clutch mates the engine with the gearbox to get the power to the ground.
The dual-mass flywheel enhances engagement smoothness, reduces noise, vibration and harshness, and
allows for the elimination of damping springs in the hub of the clutch – which in turn means a lighter,
smaller-diameter clutch and reduced rotating mass. These two components are rigidly mounted in a
die-cast clutch housing optimized for compactness and stiffness. This combination allows
for incredibly quick shift times which will no doubt make the GT350 much faster around any track.

Precision gear selection is accomplished via a lightweight shifter mechanism in an aluminum housing.
The mechanism uses low-friction main pivot-ball and shifter-linkage joints, which enable low effort shifts
with very short throws. Aggressive shift rail detents provide the driver with satisfying, positive shift engagement.

The transmission mechanism resides inside a custom clutch housing, and the rear extension housing is
shortened and optimized for stiffness and weight. A 3.2-inch center-to-center distance allows for high torque
capacity with a very small package and footprint. The compact and stiff nature of the transmission reduces
weight and improves the noise, vibration and harshness qualities of the overall driveline.

back to the Oil consumption,

This engine is happier being driven harder than easier. Higher temperatures, more metal expansion, tighter sealing and less oil usage. K.ind of like SR22,s that leaked fuel until they were at full cruising in the air at mach 5.

And there is some anecdotal evidence posted in various threads on other forums that some owners see less oil consumption tracking the car then putzing around town so there may be something to this theory. My own experience seems to point to a similar outcome - it seems the easier I drive this car the more oil it consumes.