rojizostang

hopefully I asked Roush engineering enough questions (and they actually answer) to clear things up and help us decide if it's a worthwhile swap

BadCon

Reference the mustang damper, FR3Z-6312, Tasca says its for the GT350 too. Strange, very strange, even sorting by only GT350 parts on Tasca that is the damper they pop up. Oh well, its of no consequence for the topic at hand, just strange is all.

As for the A/C pulley, you are correct....4 rib vs 6 rib.

I'm awaiting Roush's response, thank you for emailing them.

rojizostang

I wish we were able to determine the incident rate of coyotes with broken opg's and what type of blowers they're running. It could shed some significant light on what's necessary. Hopefully Roush can help us sort it out.

rojizostang

here's a pic of a '18 mustang gt damper a guy is removing. apparently he's holding it up with the belt...but look at the fat wide collar on the front. much different than the oem piece on my truck

BadCon

The blowers with belt routing that puts tension on the farthest ribs of the crank pulley are putting the most tension on the crank snout and are more at risk for OPG breakage.

But in all reality the incident rate for OPG failure is not high at all...in fact its very low, and extremely low among F150's (mainly due to the smaller pool of big power F150's). Even when you factor in the internet forum rule, where rare issues seem common due to a few noisy posters amplifying the concern, and then those original posts getting repeated elsewhere on separate forums, OPG failures are not common among street driven vehicles. The big power drag race crowd, I'm talking the guys in the sub 9 second category, are most likely to break the OPG's, but they've all replaced them so we don't hear from the group of people who are likely to really test the limits of the factory gears.

The only failure I can think of off hand is Dorian, who completed numerous 8000rpm+ 700whp+ drag passes before his gears gave up the ghost after repeated rev limiter hits. He was running mid 10 second 1/4ths at the time, which if you factor in a weight difference of about 1000lbs, equates to a 9 second Mustang.

So I can't tell you with absolute certainty when or if your gears are going to break, but what I can say is you are not quit in the high risk category yet unless you get silly and buy a stutter box or something. If it makes you feel any better, I nailed the limiter at 7800rpm a few days before our track day and nothing exploded and my truck is still running strong. So they aren't exactly glass and our trucks are very similar in power levels.

Just think about all the supercharged Roush and RTR Mustangs running around making 600hp+ on the stock gears. In all reality, the OPG failures date back to the beginning of the mod motor days, and I don't think it's any worse of an issue now then it was then...and probably better now as Coyotes can make so much more power then earlier mod motors.

rojizostang

time to quit thinking about this...well at least depending upon what Roush says

I appreciate your input....the thing is, how long will I be happy with a high 11 second truck...lol

BadCon

You have a mid 11 second truck once they fix your trans tuning . But yes, that is a question you need to ask yourself because the harsh reality is your gen 1 rods will go before the OPG's do. If you want to add more power, maybe its time to start assembling a short block in the garage? You pick the parts right and all your current mods and tuning will directly translate.

yonson

That depends on what the truck is shifting at... If you are shifting anywhere above 6500 I highly recommend a good balancer, OPG's and crank gear... As far as balancers go I've been running an Innovators West on my '16 with no belt issues...

w00t692

The 18 gt balancer is absolutely a fluid dampener. My theory? They wanted better harmonics control when the motor was supercharged since it's so common lol.

engineermike

https://www.mustang6g.com/forums/thr...ponents.53571/