Archive for December, 2009

Quick Tech: Dyno Testing Diablo’s Trinity

Thursday, December 31st, 2009
The DiabloSport Trinity is a serious performance tuner for the average joe. But despite it being simple to operate, it is one of the most advanced tuning devices on the market today with the capability to tune, log and record data, display and customize virtual gauges, read and clear trouble codes, and even compute multiple track times. The DiabloSport Trinity has a lot going for it. We decided to install a Trinity on a 2005 Mustang so we could get some hands on experience and show our views an inside look at the tuning device.


Text & Photos by powerTV & Fastest Street Car Magazine

Trinity & Our GT: The Background

The 2005 Mustang GT test subject subjected to dyno abuse here is equipped with some rather basic modifications: K&N Cold-Air Intake, 4.10 Gears, a modified shifter, and Cat-Back exhaust. For a baseline, we strapped it down to our Dynojet and it laid down 281.4 horsepower with an air/fuel ratio of 11.9 to 1, about average for a stock S197 with these modifications. The 2005 S197 is an OBD-II equipped vehicle and thus the Diablo Trinity is a quick and simple upgrade for it.

The Diablo Trinity is a “one part number fits all device.” Basically what that means is that the Trinity contains a large variety of tune files inside the device, so it can program many different types of vehicles (Dodge, Ford, Chevy, etc.) with the same part number. This is good for enthusiasts and good for Diablo since they don’t have to stock multiple Trinity parts for every make, model, and year of vehicle. Plus, the Trinity can store up to 5 custom tune files, so that means if you have some racing tunes as well as street tunes, you can store them all. This is an upgrade from the Predator’s capability to store 3 custom tunes.

Another cool feature we really like is the ability to have individual monitoring displays per vehicle; the Ford digital dash layout is different from the Dodge, and so on. The logging feature allows the user to customize what they want displayed on the screen, so if you want to show voltage, but not air/fuel, or coolant temp instead of fuel level, you can mix and match and basically, design your own display. The suction cup mount is nifty too, it’s fairly tough to remove, so we feel confident it will stay put when driving on the street over potholes and speed bumps.

Basically, the DiabloSport Trinity is an advanced tuning device with the capability to log and record data, display and customize virtual gauges, read and clear trouble codes, compute multiple track times, as well as tune your engine’s parameter. With a high-resolution color touch screen, state of the art graphics/GUI, and the ability to customize gauge layouts, the Trinity makes any OBDII-equipped hot rods dash layout bitchin.’ Additionally, the Trinity also has the capability to control/communicate external devices, such as the DiabloSport Extreme PowerPuck, DiabloSport EGT Module, and other third party devices.

Trinity Quick Specs

  • Comes pre-loaded with multiple tunes for your vehicle including Economy, Factory, Performance, Towing, Extreme, CAI Tunes, Pulley Tunes, and many more (tune selection may vary from vehicle to vehicle).
  • Built in Diagnostic Tool-save hundreds in dealership charges reading and clearing your own trouble codes (check engine lights)
  • Virtual Gauges-customize your own gauge layout…View and record dozens of gauges at once
  • Tune multiple supported vehicles (only 1 at a time), plus supports custom tuning-accepts up to 5 additional custom tunes
  • Virtual Dragstrip-computes 1/4 mile, 1/8 mile, 0-60, and 0-100 track times. Option to start from a reaction tree or once accelerator is engaged
  • Analog input/output to control external devices such as the DiabloSport Extreme PowerPuck and DiabloSport EGT Module
  • Set up your own gauge alarms/shift lights using the Trinity’s LED lights

Installing the Trinity

After you select which vehicle you want to tune, the Trinity stores the factory tune as a backup if you ever want to revert back to the original parameters. However, before you can tune a second vehicle [unlike the Predator, you can tune multiple cars with just one Trinity], the Trinity will prompt you to revert the first one back to stock before you can tweak another. You also have the ability to backup your factory tunes on a PC as well.

The Trinity also has individual tunes for most of the popular performance upgrades. If you have a modified setup with common bolts-ons, chances are DiabloSport has a specific tune-up for you. This is so the user gets the most ideal tune-up per their engine modifications. Larger throttle bodies, mass air meters, and cold air intakes are taken into consideration here. We had a K&N Air Filter, and 4.10 gears, so we checked to see if Diablo has pre-programmed that common setup. They had, so we got a custom tune for essentially free.

Here’s an example of the Trinity’s digital dash display for the Ford Mustang GT. This was one feature we really liked, and since you can choose what shows up on the screen, it makes it perfect for us gearheads that love to customize every aspect of our cars.

Once the installation was completed on the S197, we strapped it down to the dyno and got busy with it. We shot a quick video of several of the dyno runs, but rest assured, the power difference was noticeable right off the bat. Power increases from optimizing the timing and fuel curves stacked 19.4 additional horsepower on the 3-valve 4.6L giving us 300.8 rear wheel horsepower. Not bad for about 10 minutes of work. The Air Fuel Ratio was 12.7:1 during the entire WOT run, slightly leaner than the overly conservative stock tune up, but extremely safe.

Source:
DiabloSport
Phone: (877) 396-6614
Web: www.diablosport.com

Happy New Years From 67mustangblog

Wednesday, December 30th, 2009

Well before you think it, no I’m not sitting here on NYE/NYD typing this message now am I soaking up the fireworks on Sydney Harbour as above. This post is pre-prepared because as you read this I’m actually on the top of Africa. climbing Mt Kilimanjaro in Tanzania. If all is well I should be […]

End Of The Yates Cylinder Heads In NASCAR

Wednesday, December 30th, 2009
Earlier this year, Ford introduced a new engine to power its NASCAR competitors. Called the FR9, it represents a leap forward in technology as NASCAR moves to the Car of Tomorrow racing chassis. But it has big shoes to fill. This marks an end to an era where one particular cylinder head design seemed to dominate the NASCAR landscape…that is famed racing legend Robert Yates.

Racin’ Today wrote up a detailed article on the impact Yates-designed cylinder heads had on NASCAR.


Picture: Racin’ Today

Robert Yates saw his first NASCAR race back in 1963 at Daytona, and from there he was hooked. He quickly became an engine-building prodigy and rubbed shoulders with some of the biggest names in the business, including Junior Johnson, Cale Yarborough, and Bobby Allison. In 1992 he submitted a cylinder head design to Ford that was selected over the likes of designs by Roush, Johnson, and Ernie Elliot. The design became standard for all Ford NASCAR teams, while Chevy and Pontiac maintained their own. The head immediately proved its worth, as Alan Kulwicki piloted his Ford Thunderbird to the championship in 1992, the first year it ran the Yate’s head.


Picture: Ford

While Roush and the others were intent on making the valves and compression chamber as large as possible, Yates went the other route, downsizing everything. This helped the engine maintain high compression during the duration of the race, as well as boosting horsepower. Even in 2004, when NASCAR removed restrictions on cylinder valve placement, the Yates design was left mostly untouched, though updated with new materials. The new FR9 engine will help take NASCAR forward, but the Yate’s head design will be remembered long after it has left the track for good.

TCI has a new overhaul kit for 1980-’93 Ford AOD performance transmissions. The kit includes improved bands and clutches and is for high horsepower applications. When looking to move up in the high performance levels you need a few upgrades and TCI has the Ultimate Master Overhaul Kit that includes those upgrades.

Official Release

TCI 1980-’93 Ford AOD Ultimate Master Overhaul Kit

Drivetrain technology leader introduces new overhaul kit with improved bands & clutches for high horsepower 1980-’93 Ford AOD performance applications

The Ford AOD transmission has proven itself as a reliable performer with factory and mildly upgraded performance applications. However, a few upgrades are necessary if you’re looking to move it into the high performance level. To help drivers achieve those high performance numbers, the drivetrain experts at TCI® have introduced the 1980-’93 Ford AOD Ultimate Master Overhaul Kit. Designed for heavy-duty strength against the stresses of higher horsepower applications, this kit features premium-grade Alto Red Eagle friction clutches and Kolene-treated steel clutches. The Alto Red Eagle friction clutches increase the “holding force” or coefficient of friction, an empirical property of contacting materials, while the Kolene-treated steel clutches disperse heat equally among the frictions and steels. This combination of clutches provides higher performance and durability under higher horsepower applications, and the cohesive lining allows the transmission a better chance of longevity. One final feature is the Kevlar overdrive band to improve the “apply and release” functions while reducing wear.

This master overhaul kit is ideal for any high performance street or all-out racing application that aims to match the stresses of high horsepower engines with bullet-proof drivetrain durability. For more information about the TCI® 1980-’93 Ford AOD Ultimate Master Overhaul Kit or any other TCI® product, call us at 1-888-776-9824, or visit us online at www.tciauto.com.

• Upgrade kit designed to optimize drivetrain performance & strength for high horsepower Ford 1980-’93 AOD performance applications
• Includes Alto Red Eagle friction clutches for reduced friction coefficient
• Features Kolene-treated steel clutches for improved heat dissipation
• Kevlar overdrive band for improved “apply & release” functioning

Contact Information
TCI Auto
888-776-9824
www.tciauto.com

Video: New 2011 Ford 5.0-Liter Dyno Pull

Tuesday, December 29th, 2009
With all the press hitting the web on the new 5.0-liter Mustang engine we were tipped off by Ford that they have posted a viral video of the new 412 horsepower V8 being tested in one of Ford’s Dearborn dyno cells. The dyno pull starts out just over idle at 1000 rpm’s and revs all the way up to 7,000 rpm’s.

The short pull is sweet music to any Mustang enthusiasts ears and heralds the return of the Mustang Five-Ohhhhh, an engine that became popular in the mid-80’s the beginning of the late-model pony car era. The new Mustang engine will be built at the Essex Engine plant in Windsor, Ontario. In the past most Mustang modular engines were built at Romeo Engine just north of Detroit, but its good to see Ford spreading the engine build to our friends to the North.


Photo Credit: Ford Through modern production technology, Ford has finally installed tubular headers on a factory built engine.

Some firsts for a Mustang V-8 include; Ti-VCT (Twin Independent Variable Camshaft Timing) variable cam timing technology and tubular headers. Ford’s Ti-VCT system advances or retards the cam timing with oil pressure to optimize performance and fuel economy. Any enthusiast knows that tubular headers are one of the first modifications made to a Mustang engine but headers aren’t as easy as you think. All you driveway mechanics without a lift should send Ford a thank you letter for saving you the stress and strain of a DYI driveway header install.

One interesting fact in the new 5.0 Liter engine development was the use of Ford Racing’s Cammer 5.0 liter engine for a best practices comparison. The Ford Racing Cammer motor has been used by Mustang’s racing in the Grand-Am series for the past five years and has racked up some impressive wins over Porsche and BMW.

Engine Program Manager Mike Harrison had his engine team study the Cammer’s R50 race block for design ideas for the new motor. “Knowing our most enthusiastic Mustang GT customers will be aggressively driving their cars in club track-day events, autocrosses and other grassroots motorsports opportunities really pushed the team to make the all-new 5.0-liter V-8 a durable powerhouse,” said Harrison. “Oil drainback has been optimized to allow for sufficient lubrication, even under lateral, high-rpm conditions such as high-speed cornering at a closed track event.”


The 2011 Mustang 5.0 Liter engine features a windage tray to help keep oil off the crank and directed at the oil pick-up during hard driving.

Ford also posted a 2011 Mustang teaser that included a spirited launch so inquiring minds and ears could hear the new engine sound after its routed through mufflers and exhaust pipes. We know the Mustang Engineering team spent hours perfecting the new 5-liter sound. From the video it looks like they brought back that trademark engine sound back to the streets.

What To Expect From The New Mustang Boss 302R

Tuesday, December 29th, 2009
After an exceptionally long hiatus, Ford has revived one of the most revered names in racing history, just in time for the beginning of the 2011 racing season. The Ford Mustang Boss 302R will take the place of the FR500C as the new turn-key road racer from the Blue Oval. Equipped with Ford’s all new 412 horsepower 5.0 engine, the Boss promises to bring the heat to the competition just like the FR500C.


Pictures: Ford

The Boss 302 is in every way a superior car to the FR500C. The FR500C tallied up victory after victory in the GT4 class of FIA as well as the former Koni Challenge (now the Grand Am Continental Tire Sports Car Challenge). The Boss promises more of the same as a turn-key racer ready to dominate. In addition to the 5.0 engine, the Boss gets a roll cage, six speed transmission, racing seats, five-point harness, date acquisition equipment, racing shocks and springs, and a Brembo brake and tire package. All of this can be had for just $79,000.

Of course, there are always those who want to go a step further. For $129,000 you can get the Grand Am Homologation Package, also known as the Boss 302R1. This package is ready for the opening race of the Grand Am Continental Tire Sports Car Challenge in Daytona on January 21st, 2010. The extra fifty grand gets you a sealed, high-output 5.0 with an improved cooling system, close-ratio six speed transmission, seam-welded body, a racing suspension with Koni dampers, ABS brake tuning, racing exhaust, and a high speed balanced one piece drive shaft.

In short, it is one serious racer ready to continue the tradition of winning started by Parnelli Jones 40 years ago at the 1970 Trans Am Championship. Only fifty Boss 302R cars will be built for 2011, so get ’em while they’re hot.

It is going to be a good year for racing.

PRESS RELEASE

Ford Racing Unveils the Next Generation of Racing Mustang in the New Boss 302R

DEARBORN, Mich., Dec. 28, 2009 – Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.

In honor of the 40th anniversary of Parnelli Jones’ 1970 Trans-Am championship in a Mustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.

“To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years,” said Jamie Allison, director, Ford North America Motorsports. “From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America’s most coveted Mustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win.”

The Mustang BOSS 302R is a serialized off-road-only vehicle ready to race. Each base model will come with a 5.0-liter four-valve engine and a six-speed manual transmission with a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at an MSRP of $79,000.

And, with a special Grand-Am Homologation Package (M-FR500-BOSS R1), it will also be ready to compete in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge), starting with the season-opening race in Daytona on Jan. 29, 2010. As of today, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 is $129,000.

The Grand-Am Continental Tire Sports Car Challenge-ready Mustang BOSS 302R will feature a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece drive shaft.

The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor – the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.

In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer’s titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver’s championships.

“We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing,” said Allison. “The FR500C and FR500S road racing Mustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing.”

Each Ford Racing factory-built production-based turnkey race car has won its competition debut.

“Racing has long served as a technical proving grounds for production engines,” said Allison. “What’s good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in the Mustang BOSS 302R is the same as the 2011 Mustang GT.”

“We have a great team on the BOSS 302R project,” said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. “Between our partners at AutoAlliance International, where the Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars.”

Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.

Officially Official: 5.0 Mustang Is Back

Tuesday, December 29th, 2009
So while news leaked out last week that the 5.0 was returning to the Mustang for the 2011 model, only today did Ford make it officially official. For 2011, the Ford Mustang GT will come with 5.0 liter, 32 valve, 412 horsepower V8 engine that puts it on par with its top end Camaro and Challenger competition.


Pictures: Ford

Displacing 302 inches just like the original 5.0, the new 5.0 also employs cutting edge technology like Twin Independent Variable Valve Timing (TiVVT) and a new six-speed automatic transmission. But perhaps the biggest enhancement is the aluminum block and the engine management system, which allows the GT to have an 11:1 compression ratio while still running on pump gas.

This allows the 2011 Mustang GT to get 25 mpg on the highway and 17 in the city in slushbox form, while the six-speed manual transmission gets 24 mpg highway and 16 in the city. The 5.0 badging is both subtle but viable, especially under the hood where Ford left the composite intake manifold exposed for our viewing pleasure. The new 5.0 also puts out 390 ft-lbs of torque, which should help the ‘stang break into the 12’s in the ¼ mile and make the run to 60 mph in just over 4 seconds. You can even order a new Mustang GT with Brembo brakes, should you so desire.

All of these improvements have added just 10 pounds to the GT’s weight, meaning it still has a substantial weight advantage over its much heftier competitors. Ford has also added its EPAS electronic power steering, stiffer rear stabilizer bars and enhanced rear lower control arms to further improve handling. While pricing isn’t yet set, don’t expect too much of a jump lest Ford loses the price advantage the Mustang currently enjoys over the competitors. This begs the question though, what will happen with the GT500? Are the twin turbo rumors true? We’ll find out soon, just not soon enough.

Press Release

The 5.0-liter is back: 2011 Ford Mustang GT leads class with 412 hp, fuel efficiency, chassis dynamics

* The new Mustang GT continues Ford’s powertrain offensive with an all-new 5.0-liter V-8, which uses advanced technology to deliver 412 horsepower and projected unsurpassed highway mileage of 25 mpg

* For 2011, Mustang GT adds specially tuned Electric Power Assist Steering (EPAS), 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

* For enthusiasts, a Brembo brake package, with larger rotors and calipers from the Ford Shelby GT500® Mustang, unique 19-inch wheels and summer performance tires, is offered; new fender badges herald return of the 5.0-liter engine

DEARBORN, Mich., Dec. 28, 2009 – The 5.0 is back! The 2011 Ford Mustang GT arrives with an all-new advanced 5.0-liter V-8 engine, developed by a passionate cadre of enthusiastic engineers who rallied around the common goal of delivering more than 400 horsepower.

The modern 5.0-liter four-valve Twin Independent Variable Camshaft Timing (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.

“This all-new 5.0-liter engine is the next chapter in the development of the world-class Mustang powertrain portfolio,” said Derrick Kuzak, group vice president, Global Product Development. “It’s a thoroughly modern engine for the times, delivering the performance and fun-to-drive factor that enthusiasts want, while improving fuel economy.”

Coyote in the lobby

Many of the engineers on the development team have worked in the Engine and Electrical Engineering Building on the Dearborn, Mich., product development center campus. For years they walked past the original 5.0-liter V-8 Coyote Indy racing engine on display in the lobby, continually inspired by its mix of heritage, high technology and horsepower.

The powertrain development community had long wanted to develop a new 5.0-liter powertrain, with strategic discussions beginning in 2000. By 2007, the Mustang competitive landscape was beginning to change, a sign that the time was right for advancing the Mustang GT powertrain to world-class levels.

The team began 5.0-liter engine development with the objective of delivering 400-plus horsepower, on a timetable accelerated by 12 months without compromises in reliability, durability, fuel economy, or noise, vibration and harshness (NVH) control.

“Nearly all of the team members have worked on other high-profile powertrain programs,” said V-8 Engine Programs Manager Mike Harrison. “They all had a clear vision of the work required on their particular component or subsystem. Their passion for engines, racing and delivering every last ounce of performance throughout the engine speed range really demonstrated that they put their heads and their hearts into this powertrain.”

Development test engines and benchmarks included 5.0-liter blocks, employing different bore and stroke measurements, GT500 four-valve-per-cylinder heads and cams, various intake manifold runner configurations, differing compression ratios and a deep-sump oil pan. The team also evaluated Ford Racing’s 5.0-liter “Cammer” V-8 crate engine for transferable best practices.

Extensive computer-aided engineering (CAE) modeling, development engine experimentation and evaluation in combination with intricate machine work brought this promising, all-new configuration to jaw-dropping life in an accelerated time frame.

The result of this development is an “and” solution, not an “or.” 2011 Mustang buyers will enjoy the benefits of a powerful engine as well as responsible fuel economy.

Ti-VCT

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 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 an enthusiastic owner and driver. Increased main bearing bulkhead widths and nodular iron cross-bolted main bearing caps with upsized bolts were also employed 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.

Specially designed tubular exhaust headers were developed to maximize exhaust pulse separation and improve flow. A team analyst actually fabricated the tubular headers in his home workshop, bringing the CAE design to life.

Performance and fuel economy

The 412 horsepower and 390 ft.-lb. of torque delivered by the 2011 Mustang GT 5.0-liter V-8 represent significant increases versus the 2010 model year output levels.

The six-speed automatic transmission on the 2011 Mustang GT will deliver up to an estimated 25 mpg highway and 17 in the city. This is up from 23 mpg highway and 17 city for the 2010 model. Six-speed manual transmission Mustang GT models for 2011 are projected to deliver 24 mpg highway and 16 city, matching the 2010 model but delivering significantly more horsepower and performance feel.

2011 Mustang GT fuel economy is enabled by the Ti-VCT, the six-speed transmissions in automatic or manual variations, EPAS and an additional rear decklid seal to enhance aerodynamics.

Fuel economy also is aided by engineering a lightweight powertrain. The engine, as shipped, weighs just 430 pounds. This represents a weight savings of more than 20 percent versus the previous 5.0-liter offering. Lower mass can be attributed to the aluminum block and heads, the lightweight composite intake manifold, composite cam covers and hollow camshafts.

Improved driving dynamics

EPAS has made a dramatic contribution to Mustang GT driving dynamics, delivering quicker on-center steering response, increased effort at highway speeds and reduced effort required in low-speed parking maneuvers. EPAS allows specific tuning for the Mustang GT application.

The 2011 Mustang GT features an enhanced rear lower control arm to add stiffness, improve powertrain NVH control and sharpen handling. A stiffened rear stabilizer bar for better on-center steering is also included. Stabilizer bar diameters, spring rates and dampers all have been tuned for improved dynamics.

A Brembo brake package upgrade will be available for serious enthusiasts. This package includes 14-inch vented front discs from the GT500 Mustang, unique 19-inch alloy wheels and summer performance tires.

Added convenience content
For 2011, Mustang GT offers drivers several new convenience technologies, including:

* Standard message center

* Integrated blind spot mirrors

* MyKey™ programmable vehicle key

* Illuminated visors

* Universal garage door opener

* Sun visor storage

New look

From the 5.0 fender badges to the new engine cover, Mustang GT honors and continues the proud heritage of its predecessors. The speedometer increases to 160 mph and the tachometer red line advances from 6,500 to 7,000 rpm.

Three vibrant new colors will be added for 2011 including Yellow Blaze Tri-Coat, Race Red and Ingot Silver.

Bullitt Mustang Replica Completed!

Monday, December 28th, 2009

Well this project restoration has been going on for quite some time. It’s one of the only ones that was on the go while my car and Toby’s car were being restored and now I’ts finally finished and has been delivered to the waiting owner. John tells me this car had all RRS running gear […]

Ford GT-90 Concept Heading To Auction

Sunday, December 27th, 2009
The life of a concept car is brief, bright, and quickly forgotten. The press gets all abuzz about the latest concepts, debates their practicality, and keep their fingers crossed they make it to production. When the coolest ones inevitably don’t make it outside of the auto show circuit, the world moves on and even the coolest concept cars are boxed up and stored away in some remote warehouse ala Raiders of the Lost Ark.

But as Autoblog is reporting that Ford is bringing one of their most daring concepts, the 1995 GT90, out of obscurity to be auctioned off at the RM Auctions Automobiles of Arizona show in January.


Pictures: Ford

Once labeled “the world’s mightiest supercar”, the GT90 premiered at the Detroit Auto Show in January of 1995. It was considered a spiritual successor to the famous GT40’s of the 1960’s, but in every regard superior. It was equipped with a 48 valve, quad turbocharged, mid-mounted V12 engine that produced an estimated 720 horsepower and 660 ft-lbs of torque. Top speed was said to be 253 mph, which is the maximum recorded speed of the infamous Bugatti Veyron.

The V12 was actually made from two separate Lincoln V8 engines with two cylinders shaved off the back of one, and the front of the other. Then the two blocks were welded together, and viola, and Ford-sourced V12. But the engine was the only supercar aspect of the GT90. It also featured a honeycomb sectioned aluminum monocoque chassis, carbon fiber body panels, four wheel ventilated brakes and four wheel independent suspension. The car even had its own tires with “GT90” embossed on them.

It was the first car to embrace Ford’s new “Edge” design philosophy and equipped with many technologies considered ahead of their time, like blind spot detection sensors (as visibility had to be poor in such a low car). Speaking of high-tech, it was equipped ceramic heat resistant tiles like those used on space shuttles to shield the exhaust tips. This car was ahead of its time in many ways and was an exercise in the capability of the Blue Oval’s engineers.

Ford has produced many engines during the century it has been in business. Perhaps the most famous moniker among fans of Ford is the 5.0, formerly known as the 302, but always produced at the Windsor engine plant in Ontario, Canada. Ford hasn’t officially announced the return of the 5.0, but it is the worst kept secret in the industry.

Prior to the breaking of the news embargo on the 5.0 though, the Windsor Star ran a story about Ford gearing the Windsor plant up for renewed operations starting in February.


Picture: Dan Janisse/The Windsor Star

Production is slated to begin again on the 1st of February, and right now over 200 people are employed in retooling the factory, which for decades built the famous 5.0 engine. It also built the 351, another important workhorse of the Ford lineup. But when the 4.6 liter modular motor replaced the 5.0 in the Mustang in 1995, the Windsor plant’s days seemed numbered. The last 5.0 built for a production car went into a Ford Explorer, although the engine continued to be produced as crate engines from Ford Racing.

At its peak, the plant employed over 2,000 workers. But last November during the height of the cash crunch, it was temporarily shuttered and 500 workers were laid off to save much needed cash. Since then with an investment from Ford and the Canadian government, the plant has reopened, and full scale production is set to return in February. The new generation 5.0 outpaces its grandfather in every aspect, cranking out 412 horsepower and 390 ft-lbs of torque while delivering 25 mpg on the highway. The 5.0 will find its way into the Mustang and F-150 at first, while Ford’s EcoBoost engine is seeded throughout the rest of the lineup.

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