Ford Motor Co. has finally revealed the full details of the 2011 Ford Mustang GT. According to its official specifications, the car is equipped with a new 5.0 liter V8 engine that uses 4 valves per cylinder and Twin Independent Variable Camshaft Timing (Ti-VCT), producing 412 HP and 390 lb-ft (529 Nm) of torque. Its old five-speed transmissions will also be replaced with either the MT82 six-speed manual transmission or the 6R80 six-speed automatic transmission.
Ford should be lauded because with the automatic transmission, the 2011 GT's fuel consumption figures will be 25 MPG (9.4 l/100 km) for the highway and 17 (13.8 l/100 km) MPG in the city.
This represents a small increase over the 2010 model's 23 MPG highway (10.2 l/100km) and 17 MPG city (13.8 l/100 km) figures.
It's quite remarkable, considering the 31% power increase over the outgoing engine. According to Ford, the V8 engine, as shipped, weighs 430 pounds (195 kg) representing a saving of more than 20% over the previous 5.0-liter unit.
The new GT, as a modern muscle car, has to be able to corner and brake, and so it features an enhanced suspension featuring an improved rear lower control arm and stiffened rear stabilizer bushings, 11.5-inch front and 11.8-inch rear vented disc brakes and an enhanced suspension featuring an improved rear lower control arm and stiffened rear stabilizer bushings.
An important element in the 5.0-liter V-8 engine’s capacity to provide 412 horsepower is the enhanced Ti-VCT. This gives it better fuel economy, tractability, and improved drivability, compared to the engine inside the 2010 Ford Mustang GT.
To ensure high performance, the team made sure to have the cam-torque-actuated variable camshaft timing. By using the current cam torque energy plus the support of the pressurized oil, the oil pump needed minimal upgrades which mean less parasitic drag.
In addition, by increasing the volumetric and thermal efficiency, the Ti-VCT has a faster response time no matter what the engine speed is. While the engine was being developed, the port optimization and camshaft lift profile began with the Ford Racing higher-lift aftermarket units.
This was modified though in order to make it compatible with different four-valve-per-cylinder heads. To fine tune the port flow and camshaft events to make it fuel efficient and improve performance, dynamometer and CAE testing was conducted along with having the variable camshaft timing.
The four-valve-per-cylinder heads are made of aluminum and they have a compact roller finger follower valvetrain layout, giving the high-flow ports extra room for that free-breathing performance. Its head structure was designed in order to support cross-flow cooling and higher cylinder head pressures sustained when there is high-rom use.
In order to control the higher combustion pressures, the size of the head bolt was increased to 12 millimeters from 11 millimeters. When taken out on the track for a drive, oil drainback and windage are present when the car is in high rpm and undergoes lateral conditions.
It was for the purpose of optimizing these that they developed the aluminum block. Performance is enhanced further by increasing the width of the main bearing bulkhead and having upsized bolts for the cross-bolted nodular iron main bearing caps.
In addition, the capacity was increased as well as the baffling of its stamped steel deep-sump oil pan not just to withstand use at high-rpm but to allow for 10,000-mile oil change intervals. For those who prefer performance and faster oil warm-up during a cold start, piston-cooling jets were incorporated.
Improving the flow and even maximizing the exhaust pulse separation are the specially designed exhaust tubular headers. In fact, the CAE design was brought to life by a team analyst that made the tubular headers in his own workshop at home.