Lion77
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- Joined
- Feb 27, 2025
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- Vehicle(s)
- 2024 Ranger Raptor
- Occupation
- Electrical Engineer
Here is the excel data for the torque curve graphed from my 2016 GT PP with Stage 2 Power Pack rated for 455 HP at the crank:
3.73 Torsen diff.
Here's the RWHP numbers from a forum member here on Ranger6g who had just the Pro Cal done (he had 1,248 miles on it since the cal, so it was fully adapted):
NOW, consider your talking manual transmission RWD vs. a torque converter automatic straight axle truck, the RR has more along the lines of 14~15% drivetrain loss vs. the GT's 10~12%. So the GT will be even lower since we are interested in engine vs. engine, not the whole system including drivetrain losses (i.e., a 5.0L in a RR would have the same higher drivetrain losses if you put it in a Raptor).
3,500 RPM:
3.0L @ ~470 lb-ft torque
5.0 @ 379 lb-ft torque (drop another couple percent for drivetrain loss differences!)
4,500 RPM:
3.0L @ ~425 lb-ft torque
5.0 @ 389 lb-ft torque (drop another couple percent for drivetrain loss differences!)
5,500 RPM:
3.0L @ ~370 lb-ft torque
5.0 @ 371 lb-ft torque (drop another couple percent for drivetrain loss differences!)
Now my 5.0 would keep going all the way up to 7,100 RPM, peak power didn't come in til' about 6,300 RPM on the 5.0 with Stage 2 Power Pack. Peak power on the 3.0L comes in much lower around 5,400 RPM.
Both my Gen 2 5.0L Coyote with Stage 2 Power Pack and the 3.0L with Pro Cal are rated for 455 HP at the crank, but the 5.0 needs to really rev out to get into the power AND in the mid-range it's a lot weaker than the 3.0L.
You way down on torque at 3k to 4k RPM with the 5.0L compared to the 3.0L TT. The close ratioed 10-speed pairs very well with the 3.0 TT since it doesn't have as long of arms as the 5.0, which revs and revs and revs out (stage 3 power pack gets you to 7,500 RPM, but you lose some mid-range for more top-end).
Both are good engines, but the 3.0L is probably better suited to truck applications with its meaty mid-range torque especially for towing. And it doesn't need the long legs that my 5.0L did since that had a 6-speed and the trucks 10-speed as 7 close ratioed forward gears, so you only dropping ~1,000 to 1,200 RPM between gears, it's just always in the power band, although the 5.0 would be to, but it would need to run at much higher RPM when towing to get similar torque to the 3.0L.
I think with just the Pro Cal and an intercooler upgrade, the 3.0L offers a bit more juice. The 5.0L's also are de-tuned to 400 HP for truck duty, so they may have issues with knock when subjected to towing applications etc. Even the 5.2L Predator in the F-150 Raptor R makes 40 HP less in the F-150 application than in the GT500.
So I think the 5.0L in a RR would actually be going backwards in performance, BUT it would sound nice! I loved the sound of my 5.0L with Corsa exhaust.
3.73 Torsen diff.
Here's the RWHP numbers from a forum member here on Ranger6g who had just the Pro Cal done (he had 1,248 miles on it since the cal, so it was fully adapted):
NOW, consider your talking manual transmission RWD vs. a torque converter automatic straight axle truck, the RR has more along the lines of 14~15% drivetrain loss vs. the GT's 10~12%. So the GT will be even lower since we are interested in engine vs. engine, not the whole system including drivetrain losses (i.e., a 5.0L in a RR would have the same higher drivetrain losses if you put it in a Raptor).
3,500 RPM:
3.0L @ ~470 lb-ft torque
5.0 @ 379 lb-ft torque (drop another couple percent for drivetrain loss differences!)
4,500 RPM:
3.0L @ ~425 lb-ft torque
5.0 @ 389 lb-ft torque (drop another couple percent for drivetrain loss differences!)
5,500 RPM:
3.0L @ ~370 lb-ft torque
5.0 @ 371 lb-ft torque (drop another couple percent for drivetrain loss differences!)
Now my 5.0 would keep going all the way up to 7,100 RPM, peak power didn't come in til' about 6,300 RPM on the 5.0 with Stage 2 Power Pack. Peak power on the 3.0L comes in much lower around 5,400 RPM.
Both my Gen 2 5.0L Coyote with Stage 2 Power Pack and the 3.0L with Pro Cal are rated for 455 HP at the crank, but the 5.0 needs to really rev out to get into the power AND in the mid-range it's a lot weaker than the 3.0L.
You way down on torque at 3k to 4k RPM with the 5.0L compared to the 3.0L TT. The close ratioed 10-speed pairs very well with the 3.0 TT since it doesn't have as long of arms as the 5.0, which revs and revs and revs out (stage 3 power pack gets you to 7,500 RPM, but you lose some mid-range for more top-end).
Both are good engines, but the 3.0L is probably better suited to truck applications with its meaty mid-range torque especially for towing. And it doesn't need the long legs that my 5.0L did since that had a 6-speed and the trucks 10-speed as 7 close ratioed forward gears, so you only dropping ~1,000 to 1,200 RPM between gears, it's just always in the power band, although the 5.0 would be to, but it would need to run at much higher RPM when towing to get similar torque to the 3.0L.
I think with just the Pro Cal and an intercooler upgrade, the 3.0L offers a bit more juice. The 5.0L's also are de-tuned to 400 HP for truck duty, so they may have issues with knock when subjected to towing applications etc. Even the 5.2L Predator in the F-150 Raptor R makes 40 HP less in the F-150 application than in the GT500.
So I think the 5.0L in a RR would actually be going backwards in performance, BUT it would sound nice! I loved the sound of my 5.0L with Corsa exhaust.
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