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Now that the hood has been lifted on the new Shelby GT500, we know what to expect from Ford’s Mustang engines in 2011: three all-new, lighter powerplants that promise better efficiency and, most important of all, more power. Lots more power.
The 3.7-liter Ti-VCT V-6 found in the 2011 Mustang makes 305 horsepower, in part thanks to a cold-air induction system and high-energy coil-on-plug ignition.
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The Blue Oval is giving pony car fans engine options like never before. The 2011 Mustang coupe and convertible are delivered with a 305-horse, 3.7-liter V-6 engine boasting Ford’s new advanced engine valvetrain technology – Twin Independent Variable Camshaft Timing (Ti-VCT) – as standard equipment.
Performance-minded buyers opting for the Mustang GT are treated to an all-new 5.0-liter, 32-valve V-8 with Ti-VCT, good for 412 horsepower. And the no-compromises Shelby GT500 gets a Ford GT-based aluminum block for its 5.4-liter supercharged V-8, leading to lighter weight and 550 horsepower.
“These three new engines represent a quantum leap in rounding out a world-class Mustang powertrain portfolio,” said Derrick Kuzak, group vice-president of Global Product Development. “Each represents Ford’s commitment to use technology to deliver the performance and fun-to-drive factor customers demand, while continuously improving fuel economy.”
3.7-liter Ti-VCT V-6
The 3.7-liter V-6 gets twin variable cams, too.
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Ford’s newest Duratec is a 24-valve V-6. Its Ti-VCT adjusts the valvetrain in microseconds, while aluminum construction means less weight. The variable cams operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain, using polished buckets to reduce friction.
This gives as much as three per cent better fuel economy and a 10 per cent improvement in power output over traditional engines. In fact, the Mustang V-6 achieves EPA-estimated fuel economy of up to 30 mpg highway along with its 305 horsepower.
The variable timing is complemented by upper and lower intake manifolds tuned for efficient air delivery — and the music of a strong intake when the hammer falls — and made of composite for lighter weight. Ignition power is delivered by a high-energy coil-on-plug design, while piston-cooling jets and a lightweight die-cast aluminum cylinder block improve the durability and efficiency of the 3.7-liter V-6 design.
Even in the smaller engine, performance was the ultimate goal. A cold air induction system and dual exhaust give the 3.7 its free-breathing style with a 7,000-rpm redline and near-instantaneous response to throttle inputs. Underneath, the die-cast aluminum deep-sump oil pan provides 10,000-mile oil change intervals, and the dual exhaust system stays mellow at idle but opens up with a howl at full-tilt.
5.0-liter Ti-VCT V-8
Ford Mustang GT's 5.0-liter camshaft covers proudly proclaim, "Powered by Ford."
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The resurrected 5.0-liter, with its four-valve Ti-VCT layout, will deliver 412 horsepower and 390 ft.-lb. of torque – and up to 25 mpg highway with Mustang’s six-speed automatic transmission.
As with Mustang V-6, a critical element in the 5.0-liter V-8’s ability to deliver 412 horsepower – with improved drivability, tractability and fuel economy over the 2010 Mustang GT powertrain – is enhanced Ti-VCT.
For a high-performance application, the team specified cam torque-actuated variable camshaft timing. Using existing cam torque energy, with assistance from pressurized oil, meant that minimal upgrades to the oil pump were required, resulting in less parasitic drag.
During the new 5.0-liter’s development phase, camshaft profile started with higher-lift Ford Racing aftermarket units, modified for compatibility with various four-valve-per-cylinder heads. From there, engineers ran countless tests to fine-tune camshaft action and port flow. The resulting all-new aluminum heads feature a compact roller finger-follower valvetrain, leaving more room for high-flow ports.
The left hand exhaust manifold from the 5.0-liter Mustang GT looks more like a tuned header than any cast-iron manifold.
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Head structure was designed to support higher cylinder head pressures and cross-flow cooling for sustained high-rpm use. Head bolt size was increased from 11 to 12 millimeters to contain the higher combustion pressures.
The aluminum block was developed for optimized windage and oil drainback in hard corners and high rpm. Can you say Track Day?
Main bearing bulkheads are beefed up and nodular iron cross-bolted main bearing caps with upsized bolts also were used. The deep-sump stamped steel oil pan is baffled to help sustain high-rpm use along with the 10,000-mile oil change gap — not that too many Stang fan will let their cars go that long without fresh lube. Jets aimed at the pistons work two ways, offering faster oil warm-up on cold start and cooling the slugs once the going heats up.
Supercharged 5.4-liter aluminum-block V-8
The Shelby GT500 boasts a supercharged 5.4 aluminum-block, 550-horsepower monster.
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The 2011 Shelby GT500 is powered by an all-new aluminum-block 5.4-liter supercharged V-8 engine offering a weight savings of 102 pounds off of the outgoing cast-iron block. The weight reduction helps improve fuel economy, acceleration, handling and steering precision.
The lighter aluminum block is reinforced with structural webbing, unique bulkhead chillers and strong six-bolt billet main bearing caps. Additional intercooler surface area gives that cooler, denser intake air that bumps horsepower and torque.
Inside the aluminum block, a Ford-patented Plasma Transferred Wire Arc (PTWA) applies a 150-micron composite coating on the internal surfaces of engine cylinder bores, replacing the cast-iron liners typically used in aluminum engine blocks.
Fits like a glove.
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The PTWA process uses air and electricity to create a plasma jet of 35,000 degrees Fahrenheit, which melts a steel wire that is fed into a rotating spray gun. Using atomized air, the melted steel wire is blown onto the engine cylinder bores, which have been specially machined to receive the coating. In the process of melting and applying the metal to the surface, the steel wire oxidizes, creating a composite consisting of both iron and iron oxide.
PTWA coating offers improved overall performance and durability versus iron liners, along with functional benefits of reduced friction between piston rings and cylinder bores, improved heat transfer due to increased surface contact area, and a weight savings of 8.5 pounds versus a typical sleeved aluminum block.
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