Art Gallery
||
Carroll Shelby ||
Chili Recipes ||
Club History ||
Cobra Showcase ||
Drag Racing ||
Magazine ||
Photo Archive
Video Channel
||
Links
||
HOME
Three engines, 1267 Horsepower:
2011 Ford Mustang delivers more of Everything, Including Economy
-
2011 Mustang V-6 now rivals
world-class sports coupes with a 305-horsepower, 30 mpg 3.7-liter
V-6 engine using Twin Independent Variable Camshaft Timing (Ti-VCT)
as standard equipment
-
5.0-liter V-8 returns in Mustang GT,
now with 32 valves, Ti-VCT and 412 horsepower
-
Shelby GT500® gets a Ford GT-inspired
aluminum block for its 5.4-liter supercharged V-8, leading to
lighter weight, 550 horsepower and top performance
-
Six-speed manual and automatic
transmissions get the power to the ground more efficiently, helping
improve drivability and fuel economy
DEARBORN, Mich., Feb. 8, 2010 – For the 2011
model year, the legendary Ford Mustang once again flexes its muscles
with three all-new, state-of-the-art powertrains delivering marked
gains in both fuel economy and power.
The 2011 Mustang coupe and convertible arrive with a 305-horsepower
3.7-liter V-6 engine with 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, 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
For 2011, Mustang’s new 305-horsepower 3.7-liter Duratec® 24-valve
V-6 uses advanced engineering to deliver its power and economy. Ti-VCT
adjusts the valvetrain in microseconds, while aluminum construction
means less weight.
The high output is due largely to Ti-VCT, which allows variable
control of valve operation across the rev range. The variable cams
operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain using
polished buckets to reduce friction.
The end result is as much as a 3 percent improvement in fuel economy
and a 10 percent improvement in power output versus traditional
engines without these advanced features. In fact, Mustang V-6
achieves EPA-estimated fuel economy of up to 30 mpg highway along
with its 305 horsepower.
Ti-VCT is complemented by specially tuned composite upper and lower
intake manifolds for efficient air delivery and 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.
Performance was the mantra for every aspect of engine design. 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.
A die-cast aluminum deep-sump oil pan provides 10,000-mile oil
change intervals, saving drivers money on maintenance and resulting
in less waste in oil disposal.
Engineers also worked to ensure that aggressive, high-performance
sounds come from the new engine, from intake to exhaust. Not only
does the retuned air intake system minimize losses, it also provides
the driver with a satisfying intake rush on hard acceleration. The
all-new dual exhaust system is mellow at idle but opens up with a
howl at full-tilt, letting Mustang drivers know they’re behind the
wheel of a world-class sports coupe.
5.0-liter Ti-VCT V-8
The modern 5.0-liter four-valve Ti-VCT V-8 engine in the new Mustang
GT will deliver 412 horsepower and 390 ft.-lb. of torque. At the
same time, fuel economy is projected to be better than the previous
model and unsurpassed in the segment – 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. Increased volumetric and thermal efficiency gives faster Ti-VCT
response at all engine speeds.
During the new 5.0-liter’s development phase, camshaft lift profile
and port optimization started with higher-lift Ford Racing
aftermarket units, modified for compatibility with various
four-valve-per-cylinder heads. Extensive CAE and dynamometer testing
was performed to fine-tune camshaft events and port flow for
performance and fuel efficiency in conjunction with the variable
camshaft timing.
The resulting all-new aluminum four-valve-per-cylinder heads feature
a compact roller finger follower valvetrain layout leaving more room
for high-flow ports for free-breathing performance. 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 under lateral conditions and high rpm, such as a track-day
outing for enthusiastic owners and drivers. Increased main bearing
bulkhead widths and nodular iron cross-bolted main bearing caps with
upsized bolts also were used to accommodate the significant
performance increase.
An additional element is the increased capacity and baffling of the
deep-sump stamped steel oil pan to enable sustained high-rpm use and
offer the convenience of 10,000-mile oil change intervals.
Piston-cooling jets also were incorporated for performance-minded
customers and for faster oil warm-up on cold start.
Supercharged 5.4-liter aluminum-block V-8
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.
Advanced engine manufacturing techniques and refined tuning help
produce 550 horsepower –10 hp more than the 2010 model – and 510
ft.-lb. of torque. And, through engine improvements and aerodynamic
refinements, the 2011 GT500 will be the first GT500 to achieve fuel
economy numbers that will allow it to avoid gas guzzler tax.
The lighter aluminum block is reinforced with structural webbing,
unique bulkhead chillers and strong six-bolt billet main bearing
caps for high-performance durability in extreme conditions.
Additional intercooler surface area helps drop intake air
temperatures; the resulting cooler, denser intake air helps bump
horsepower and torque for better performance.
The 5.4-liter aluminum-block engine uses a Ford-patented Plasma
Transferred Wire Arc (PTWA) cylinder liner coating, a process that
applies a 150-micron composite coating containing nanoparticles on
the internal surfaces of engine cylinder bores, replacing the
cast-iron liners typically used in aluminum engine blocks.
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.
New six-speed manual and automatic
transmissions
Drivers can get the most out of Mustang’s new engines using either
an all-new six-speed manual gearbox or a six-speed automatic
transmission (not available on Shelby GT500). Both come with the
flexibility and fuel economy benefits of six forward ratios
regardless of whether buyers want to shift for themselves or not.
Drivers who prefer a manual gearbox will enjoy the short throws and
direct feel of the shifter along with the relaxed cruising permitted
by the extra top gear ratio. Customers choosing the automatic will
be pleasantly surprised to find the advanced six-speed transmission
does not sacrifice fuel economy – or performance – for convenience,
delivering optimized mileage with crisp, quick shifts that maximize
torque and horsepower.
The new automatic transmission also features a grade-assist or “hill
mode” to improve drivability on hilly terrain. This technical
innovation uses vehicle input – acceleration, pedal position,
vehicle speed and brake status – to automatically determine the
correct gear ratio while on an incline or decline. Hill mode
eliminates sixth gear, extends lower gear operation on uphill climbs
and provides additional grade or engine braking for coast-downs.
|