The New S550 2015 MustangDiscussions on the next generation of the Ford Mustang.
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I am doing a project for school where I am trying to predict the 2015 Mustang GT Horsepower (using mathematical models and all that fun stuff). I want to include a survey with the report. If you could, please post your guess in this thread and I will compile all of the results!
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In the end, until FoMoCo actually reveals the power output themselves, it's all a guessing game. You can guess HP based on what you guess the torque curve looks like, and from there you can use the simple HP arithmetic and do the usual middle school car calculation:
HP = (RPM * Torque)/5252
I am going to low ball and guess that FoMoCo official release figures for the 2015 S550 GT Coyote will only be a measly 430BHP or at most 435BHP with no more than maybe 395 ft-lbf crank torque.
The reason for my severe low balling is because of the primary issue of increased C.A.F.E. regulations which is beginning to hit all car companies in the US.
However, I shall also temper my low balling with some hope: The Coyote is a very miserly gas sipper at low RPMs. I have observed >30 MPG Avg on flat straight freeway at a steady 70MPH on 100mile trips. My car is the first gen Coyote, the 2011 GT 5.0 with only 412BHP still equipped with piston oil squirters that contribute to crankcase windage and miniscule BHP loss which however does add up.
To meet the C.A.F.E, FoMoCo will for one carry on the gas sipping at below 2000RPM which of course forces the Coyote to suffer severely low power at low RPM bandwidths. CMCV plates are being added to aid better air fluid dynamics into the cylinder (tumble) for better fuel dispersion at low RPM bandwiths.
Skipshift (I call it SkipS#!7) will of course continue to plague our beloved GTs in the S550.
FoMoCo will reserve the real power output at high RPM bandwidths. With increased cam lift profiles for the S550, mid-phase locking TiVCT, and revised heads with redesigned intake passageways and larger valves, the mid- to high RPM bandwidths is where the torque will pile on and of course where BHP will see its max advertised output.
I expect the S550 Coyote will see its 395 ft-lbf max torque at maybe 4750-5250 RPM and with the head, valve, and cam revisions, a redline bumped to 7200 or 7250 RPM with still about 300ft-lbf crank at redline and a possible max of that 435BHP at 7100RPM.
I am guessing a shift of max torque upwards in the RPM bandwidth just like the S197 Boss because of possibly shorter intake runner lengths.
If you have a spreadsheet, plot the following torque numbers referenced with the associated RPMs and apply the HP = (RPM *Tq)/5252 formula as your function and this will be my guess of what the S550 Coyote crank torque and BHP curves will look like:
My guess is 450HP, which is still less than a 10% bump over 2014.
450BHP would be awesome, especially if Ford pulls it off without direct injection.
I'm not saying it's impossible, because the S197 Boss 302 is 444BHP all motor and no direct injection, but there are so many upgraded parts in the Roadrunner to pull out that 444BHP with CNC heads being the most expensive.
I cannot see a massed produced Coyote with all the expensive goodies that come in the Roadrunner engine.
However, if Ford ever gets off its duff and finally direct injects the Coyote, even in only naturally aspirated form, I have no doubts that the direct injected Coyote will be good for no less than 470BHP in mass production form.
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