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Some primary advantages of a pushrod V8 over an OHC or DOHC V8 are a smaller overall size, fewer machined parts, simplified operation and less weight.As Dodge and Chevrolet have proven, a large displacement pushrod, 2-valve V8 can be made compact and can run efficiently, with both VVT and a Multi-Displacement System.The primary advantage of using a very large displacement engine is in the ability to produce high torque numbers, and this is where it will work well for a truck application, especially as an alternative to more expensive and dirty diesel options.Ford’s popular small-displacement Ecoboost engines produce relatively high horsepower, but lack the higher torque, which is useful for medium trucks. Large V8’s can also be designed to lope along at very low RPM’s, well below 2000 RPM at freeway cruising speed.Now the question is, will this larger V8 find its way into the Mustang, and I would have to say no. The primary reason is that it will still be a large motor, even with pushrods, and of the three American musclecars (Mustang, Camaro and Challenger,) the Mustang is the smallest of the three, with the most compact engine compartment. The large V8 will also increase the weight of the smaller Mustang and will raise the CAFE numbers, which Ford are trying to achieve.With Ford making radical cuts in the next three years to their automobile production, in favor of trucks and SUV’s/crossovers, I don’t see a lot of development money going towards shoehorning a massive truck V8 into a tiny Mustang.

Brakes are designed to match the service requirements for the vehicle they’re used on. If a vehicle is large and heavy, it gets larger rotors and bigger calipers with more swept area. If a vehicle is used for racing or high-performance use, weight and repeated high-speed stops are a factor, so cooling becomes a big factor. In some commercial and aircraft applications, you may find multiple rotors, multiple calipers or even full-contact multi-plate systems.(In ad above, notice dual-caliper feature on all four wheels…)(Notice the dual calipers on this heavy truck rearend.)(This gorgeous Lambo 6-piston caliper has about 33% of swept area.)(And here’s a Meggitt Systems aerospace brake, typically used on large, heavy jet aircraft. Notice the alternating dry friction plates and discs with splines, similar to a motorcycle clutch.)If you apply too much pad to the surface of a rotor, the amount of heat generated due to friction can get hot enough to melt the rotor, so it can be counterproductive. It can also require too much effort to fully apply the brake to slow down the vehicle.In the case of large aircraft brakes, they’re not used continuously - only upon landing, so while there is a lot of heat buildup, its duration is pretty short, for only less than a minute.Finally, if you’ve ever worked on disc brakes, you know how heavy a caliper can be, especially for a truck application. Imagine one that’s 4–5 times larger than the one currently used, and how that will effect unsprung weight and suspension characteristics? In addition, it would needlessly increase the cost of the brake assembly.The current trend in high performance auto brakes is moving towards dual calipers. These have been popular for drifting for a few years now. You just have to make sure that you have excellent brake cooling and high-quality rotors.(Brembo liquid-cooled caliper…)There are some brake companies currently working on liquid-cooled brakes as well, although I’m not sure if any current application makes the additional complication and expense worth it…

There are hundred of sizes and applications. LT or light truck tires 6 ply "C" rated tires that goes on an early model Chevy PU may run about about $115+ dollars plus service while the late model PUs with 20 inch tires may cost upward of close to $300. 1 ton pickups requiring 10 ply or "E" rated and 4WDs with oversized tires may run from $350 to $500+ per tire. That only on light trucks applications.