BlackPony2000 said:my understanding that the new 3 valve GT engine eill be all aluminum. which means it will be basically the old 4 valve block with 3 valve heads
Because of its all-aluminum construction, Mustang's MOD V-8 – a member of Ford's modular engine family – weighs 75 pounds less than a comparable cast-iron design and stokes up 40 more horsepower than the 2004 engine. That's over 50 percent more power than delivered by the fiery, small-block 289-cubic-inch V-8 found under the hood of the classic 1964 model.
Electronic throttle control, faster engine management controls and the new three-valve cylinder heads with variable camshaft timing all contribute to this impressive output.
The three-valve heads with VCT allowed engine designers to use a higher compression ratio with regular 87-octane gasoline to maximize the energy used by every drop of fuel. Intake runners with active charge motion control valves also shape each combustion event for strong, low-end torque and maximum high-rpm power.
The High-Tech Road to 300 Horsepower
Mustang's new 4.6-liter, three-valve MOD V-8 has its roots in Ford's modular engine family that spawned stalwarts like the F-150's workhorse 5.4-liter Triton™ V-8s and the 6.8-liter V-10 found in Super Duty F-Series pickups.
The V-8's deep-skirt, lightweight aluminum engine block provides optimum stiffness and strength, saving 75 pounds compared with a cast-iron design. Computer-aided engineering was used to reinforce key areas of the block, adding rigidity without weight.
The three-valve heads are smaller than the previous two-valve heads, reducing weight. They also offer a more direct, "ported" style path to the valves for better air flow at peak engine speeds. Magnesium cam covers suppress valve train noise and reduce weight. Taking weight out at the top of the engine helps lower the car's center of gravity and its roll-center axis, improving handling.
Ford's modular engine architecture lets Mustang share its aluminum heads with the new, 5.4-liter, three-valve Triton V-8 of the F-150, benefiting manufacturing efficiency. The heads in the F-150 and Mustang GT engines even share the same part number, including camshaft. However, sophisticated electronic controls, including the ability to regulate camshaft timing, allowed Ford powertrain engineers to tune both engines quite differently to achieve their individual missions.
The Mustang's torque curve is steeper and peaks at 315 foot-pounds at 4,250 rpm. The Triton delivers more total torque, at 365 foot-pounds, with peak torque coming in more quickly at 3,750 rpm.
SVTdriver said:Now if you assume that the correct weight for an assembled DOHC head is 60lbs.
351CJ said:I bet they weigh a lot more than that.
Also doesn't the Cobra engine have an aluminum intake manifold, that would add another 10 lb too.
SVTdriver said:Doesn't it seem just a little ridiculous to only gain 9 lbs but have all the extra expense of an aluminum block cast in Italy?
SVTdriver said:At this point I personally would bet that rumors of a V10 cobra mustang are greatly exxagerated. Especially with all the work Ford has been putting into it's V8 motors so far. There are a lot of V8 engines to choose from. Long before you get to the V10.
TomServo92 said:Aren't two new 3V engines (4.6L and 5.4L) the same block with a longer stroke in the 5.4L? That being the case, it seems fitting the 5.4 into the Mustang would be no problem since the physical dimensions (especially deck height) are the same.
TomServo92 said:OK. I swear I read somewhere that the deck heights were the same on the new 3V engines but I can't find it anymore.
351CJ said:If you read that, whomever wrote it is incorrect. The deck heights are exactly the same as the old engines. 8.937" for the 4.6 and 10.0787 for the 5.4L
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