96Mystic

I work for a company that makes automotive sensors for various car companies.
I recieve a publication called "Automotive Design & Production". In my May copy the Ford V-10 was on the cover. Inside were articles about the Ford V10, Mustang GT-R, Dodge Charger SRT8, Viper Hemi V-10 and hints about GM building a V-10 for the Vette.


Here are the 3 articles:

Dodge Plans Performance Magnum, Charger and New V10

DaimlerChrysler will continue to push performance with its Dodge brand, adding a high-performance version of the Magnum to its lineup, pulling a Charger sedan off
the same platform, and possibly expanding the Hemi V8 to ten cyclinders for the next Viper and a top-of-the-line Chrysler sedan based on the LX platform.

Inside sources say the Hemi in the Magnum and Charger SRT 8's will be expanded to 6.1 liters, and produce more than 420 hp. The five-speed automatic will carry
over, as will the all-wheel-drive system currently offered on the Magnum RT. Reportedly, larger wheels and tires, Brembo brakes, and a revised electronic
stability program will round out the mechanical changes. A more aggressive fascia, grill, the addition of a rear spoiler and unique paint colors will distingish the SRT 8 from its more pedestrian brothers.

The same pieces also will be used in an SRT 8 version of the forthcoming Charger sedan. The vehicle will share the full-size LX platform on which the Chrysler 300 and Dodge Magnum are built, but none of the sheetmetal. The Charger will jettison the V6 engines offered in the Magnum and 300 in favor of a Hemi-only powertrain. Front and rear bucket seats are under consideration as an option, though folding rear bench capable of carrying three passangers will be available standard. These performance seats also may be shared with the Magnum SRT 8, as will other interior touches like gauge graphics and trim.

Also in the pipeline is a Hemi-based V10 design study that arose out of concern about Ford's Modular V8-based ten cylinder, the effect of tighter emissions and fuel economy standards on the Viper's massive V10, and persistent rumors that GM is investigating a similar engine for use in the Corvette. Insiders say the proposed ten cylinder Hemi would be significantly smaller and lighter than the current Viper powerplant, be adaptable for use in the Ram pickup, and have standard cylinder deactivation. It also would support a V10-powered luxery sedan based on the LX platform. With a standard Hemi V8 and optional V10, Chrysler insiders are betting that the rumored sedan would steer clear of Mercedes' V12 S-Class Falgship, it
would offer DaimlerChrysler a vehicle that could compete with VW's Phaeton and GM's expected V12 Cadillac. Placed in the Dodge Charger, the engine also
would give Chrysler a less expensive, all-American answer to BMW's 2006 M5 V10. And, when tuned for a broad torque curve, the engine could be made to be nearly as frugal as the current Hemi V. -CAS




Eight Down, Two to Go

Adding two cylinders to Ford's 4.6-liter V8 not only proves its modularity, but gives the automaker a flexible, powerful and unique V10 that has many potential uses.

The 427 V10 is directly related to the smaller 351 motor, and is the absoulute displacement limit for the design. Like the 351, it fits in the same space as the
Modular V8 on which it is based.

When Ford rolled the Cobra concept out at the 2004 North American Show, many observers stopped at the billet-like exterior styling. Most overlooked the
importance of engine under the hood, a modular V8-based V10 displacing 390 in. It was the second time a Modular V10 had appeared in a recent Ford concept cars - the first was the 427 in. V10 that powered the aptly named "427 Concept" - and a clear inidication this engine isn't about to lay down and die.

The whole V10 program started as an after-hours project based around the 4.6-liter low deck Modular V8. Unlike the high-deck V10 currently offered in Ford's heavy-duty light trucks,this engine fits anywhere the Modular V8 does. The smallest
displacement version, one of the original engines built, displaces 351 in., and fits neatly under the hood of a Mustang test car. You have to count the plug wires to make sure all ten cylinders are there. "The engine is in the stock location," says Greg Coleman, a technologist at Ford's Powertrain Research & Advanced
Engines. "The rear face-of-block is in the production V8 location, as are the radiator support and radiator, and the engine is exactly 100mm longer than a
4.6-liter four-valve V8 with the same height and width." Challenge Coleman on the effect the increase in length might have on crash performance, and he is likely to quote a lengthy list of cars currently on the road with less space between the leading edge of the vehicle and the front of the engine.

Meanwhile Kevin Bryd, V10 project lead, Powertrain Research & Advanced Engines, answers concersn about fuel economy almost before they are asked: "Not only is there a more than 60-lb weight savings (compared to the iron block 5.4-liter Cobra R V8 from which the team borrowed the head design), because there are two more pulses per revolution, we probably can calibrate this engine to produce a net fuel economy increase." Currently, the 351 is running a rudimentary ECU calibration.

"The camshafts run the same profile as the 2000 Mustang Cobra R," says Coleman, "because they are matched to that combustion chamber and port
configuration, which we stretched to create our heads." The connecting rods are based on the design used in the "Terminator," the supercharged Mustang
Cobra, and the intake manifold was hand-fabricated from old Cobra R castings. Because the crankshaft-milled from billet of 4340 steel-borrows the V8's design, the V10 has firing pulses every 54' and 90' degrees. Lack of budget means two controllers are used to run the V10 as independent inline five-cylinder engines, and the engine feels slightly coarser as you might expect. However, it exudes an
unmistakable American character no other engine can match, and has grunt that just won't quit.

With 430 hp at the rear wheels in this, admittedly, rough state of tune, the 557-lb. (dressed) 351 V10 is the most powerful naturally aspirated engine in the
Ford stable, and one with plenty of room for development. Coleman and Byrd, for example, would love to develop a 3-valve heads, and explore the gains that can be made with dual (intake and exhaust) cam phasers. "You could phase the cams for a broader torque curve [currently 440 lb-ft at 5,500 rpm], and still stretch it out toward the 7,500 rpm limit to get the horsepower," says Bryd. "There's a whole bag of tricks we could throw at it."

Putting the V10 into production would follow much the same process used to make prototype engines, only this time that CAD data, not the cores used for casting the
block and head, would be cut and pasted, making the V10 a relatively inexpensive engine to source on a total systems-cost basis. Ford's flexible production
machinery should be able to handle the V10's block and heads, while the camshafts and intake manifold would be unique parts. A niche application, on the other hand, would be tooled and sourced like a prototype to
keep investment costs in line for lower volumes. "Probably the biggest hurdle," cautioned Coleman, "would be that the transmission engineers would faint,
but until they start coming up the street with pitchforks and torches..."

*If the Cobra reaches production, Ford will need the
V10 to avoid the lawsuits, media sniping and acrimony
like that which followed Jaguar's decision to replace
the concept XJ220's V12 with a twin turbo V6 when it
went into production.

Notes:

Valvetrain: Based on Modular 4V V8 valvetrain with
Cobra R lash adjusters and roller finger followers.
High performance cam profiles and hollow stem valves.

Dry Sump (Cobra Concept): Internally driven from a
location within the oil pan. Chain drive is common
with the Duratec 20 V6 oil pump. Threescavenge G
rotors, remote setting tank/oil reservoir.

Cylinder Heads: Design based on 5.4-L 4V Cobra R
heads, and produced by combing production sand cores.
Modified water jacket for improved coolant flow.

Rotating Assembly: Common pin/odd firing crank.
Production 4.6-L "Terminator" connecting rods. Mahle
pistons.




Any Color You Want, As Long As It's Orange

Although some people might think the long-awaited Ford Escape Hybrid in actual operation was the big news from the Blue Oval at the New York Auto Show, lets
face it: horsepower rules. So it has to be the Ford Mustang GT-R concept, a bright velencia orange 440-hp beast that was the real showstopper - even if Kevin Bacon didn't have the opprotunity to pilot it. About the vehicle, J. Mays, Ford group VP, design, remarked, "we think the Mustang GT-R is an appropriate tribute to the car's 40th anniversary, and a hint at what's to come" [See cover story of this issue for further clues.] Whether it's "to come" from Ford or not is probably somewhat of a moot point in that there was care in developing this concept to use lots of
existing '05 Mustang: eg., 85% of the body components are stock [well, will be when the car comes out this fall] and the Ford Raing "Cammer" crate engine that's
available to racers right out of a catalog (if you have $14,995 that you'd like to put under the hood). The GT-R was built at Saleen Special Vehicles (Troy,MI.)

The concept differs from the forthcoming Mustang with items such as fulsome fender flares, giant side air scoops, areo effects, and an unfinshed carbon fiber
hood with appropriate bulge. And there's a comparable composite rear spoiler to balance things out. What's more, there are carbon-fiber belly pans. Inside, there
is also carbon fiber, on the IP. As this is a race vehicle, there is Formula One-style steering wheel fitted: it contains most of the gauge information, with oil pressure and water temperature gauges being the only two in the IP. Explains Doug Gaffka, design director, Ford Performance Group, "Most racers cobble together interiors. The Formula One-style steering wheel significantly reduces dash gauges to help
preserve Mustang's powerful instrument panel, which is the next evolution of our interior design leadership."Another thing that isn't inside: seats other than the drivers - although there are seat mount tracks on the passenger side, just in case.

mr-mstng

Yeah I get that too. Nice articles.

96Mystic

Funny how basic the ECU setup was on the 351 V10...Ford could have the 427 V10 easily pushing 700+hp when refined.

I'm just hoping we see these beautys in production!

mr-mstng

You mean the 2 ECUs? Yeah, I thought they could've borrowed something from a V10 triton, and modified it, but maybe there was just too much to rework.

BTW, check out the hummer on pg 34.

428CJ

Incredible...THis V-10 is a work of art...If they put this into production, no other company will be able to come close to the performance..

Moosetang

All 3 versions thus far have been very impressive. Mr. Ford, DO IT, DO IT

jsaylor

Actually, this is nothing like the XJ220 issue. Jaguar had problems because they had essentially already sold XJ220's well before production began and BEFORE they made the decision to change to a turbo six. People had already paid for a V-12 powered XJ220 and that was the problem. This would be like saying Chevy can be sued because the Silverado SS is sowhere near as fast as the concept promised. Ford can offer whatever they want in a Shelby Cobra quite legally. And, I can't imagine that a 427ci OHC V-8 in place of the V-10 would cause too many problems with the media...lol.