CODE NAME COYOTE 5.0 QUOTE
I think this 'revised' modular may surprise many. First it's TiVCT -- Twin Independent Variable Cam Timing, a proven Ford tech on Ford-Europe DOHC I-4s but never before built into a Ford DOHC V8 to my knowledge. TiVCT provides much broader and flatter torque curves, more effective anti-detonation management, and better efficiency than a typical NA engine would otherwise be capable of.
I think the StangNet comment on compression is valid for a conventional engine but might not be as much of a problem on a TiVCT engine since independently variable intake and exhaust cams should permit programming for high static compression ratios with better detonation control. So additional boost, done right, should not be a problem, imo. This is new stuff! Too bad it's not also Direct Injection (DI) -- or at least there's no mention of it -- since DI would greatly improve the ability to manage detonation for two reasons: 1) there's no fuel in the cylinder during compression (it's injected at the last instant) and 2) DI directly cools the combustion chamber just when detonation would otherwise be likely to occur (at max compression). I'm sure DI is coming but maybe not just yet. Still 400HP in a volume-build 5.0 TiVCT DOHC V8 in the GT will be one smokin' value!!!
There are so many 5.0 variations recently (and over the years) that you need a playbill to keep 'em straight:
-There's the old (and Boss redux version) of the 5.0 pushrod SBFs that were highly oversquare (4.0"bore 3.0"stroke).
-There's the FR500C modular DOHC 5.0 "cammer" which uses Ford spray-bore metalurgy liner technology to get from the effectively square 4.6 (3.552 bore x 3.543 stroke) to 5.0 via bore alone yielding a slightly oversquare engine that likes to rev a bit freer.
-Then there's the PJ Saleen which, although Saleen hones the cylinders for truness, actually gets to 5.0 with all stroke, i.e. it winds up a little under-square.
-My understanding is that the Coyote is different than all the predecessors: a revised and strengthened roughly 'square' design like the 4.6 but using thinner conventional cylinder liners (2.5mm vs the 4.6's 4.0mm) to increase bore about .10" and also slightly longer sleeve to accommodate about .10" stroke increase yielding approx a 3.65" x 3.63" B/S.
These were very likely the 2.5mm-liner alloy blocks I spied on the Romeo volume floor -- though they're to be produced at Windsor according to StangNet and that's consistent with what I've heard too.
How cool is this? A volume-build 5.0L TiVCT DOHC V8 with 400HP flatter torque curve, better mileage (11:1 comp. and TiVCT should be good for a couple mpg), and carrying a modest GT price tag is huge, imo!!! And at 3500 lbs it will kick Camaro's 6.2/430HP and Challenger's 6.2/475HP fat butts from NY to LA! (IMG:style_emoticons/default/hysterical.gif) (...and there's always the GT500 for serious fun which likely get's a tweak for '10MY as well).
The 5.0 Coyote in the GT could be the best performance value in a very long time -- I bet Ford will have to limit the build-mix because these puppies are going to sell!!! I strongly suspect it will also be a multi-octane engine happily running on a default of 87 octane since Ford is committed to all enignes getting the new ECU programming asap ...and with TiVCT it just makes that much more sense, imo.
Will be interesting to see exactly what internals Ford stuffs in the Coyote. I suspect the GT will cracked-powder rods, aluminum hypereutectics and beefier cast crank. However, a Romeo special production-blueprinted version with forged internals might make for a sweet BOSS SE, don't you think? ...if Ford ever actually does one! Still, the '10MY Coyote GT sure sounds like the poor-man's BOSS many have been hoping for!
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