Three Engines, 1267 Horsepower: 2011 Ford Mustang Delivers More of Everything, Including Economy

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2011_GT500-Engine01.jpgFor 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 DuratecĀ® 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

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

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.

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About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in
Dearborn, Mich., manufactures or distributes automobiles across six
continents. With about 198,000 employees and about 90 plants worldwide,
the company’s automotive brands include Ford, Lincoln, Mercury and
Volvo. The company provides financial services through Ford Motor Credit
Company. For more information regarding Ford’s products, please visit

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