FPV launches Coyote V8 as Miami
9/1/10, 08:01 AM
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FPV launches Coyote V8 as Miami
http://www.carsguide.com.au/site/new...te_v8_as_miami
The bragging rights for V8s are back with the Blue house after Ford Performance Vehicles this week launched its latest engine...
and topped arch-rival HSV in the numbers game.
The 5.0-litre V8 begins life as the US-sourced "Coyote" engine kit, but FPV engineers spent nearly $40 million to develop Australian-made inlet and exhaust systems and top it off with a Harrop Engineering-designed Eaton TVS supercharger fitted in the engine block.
The resulting "Miami" mill is so good that Prodrive, which holds a 51 per cent stake in FPV, hopes to export it for use in high-performance Fords in the 'States, where it attracted interest while undergoing compliance testing as the newest member of the global Ford product line.
The engine will be fitted to FPV cars from October in two specifications: a 315kW/545Nm version for the base GS model and a recalibrated 335kW/560Nm unit for the top-spec GT. That compares with 317kW/550Nm in most HSV models and 325kW/550Nm in the range-topping GTS, but the FPV models will undercut the Commodore-based cars on price.
Prodrive managing director Bryan Mears says the GS will sell in the "mid-$50,000s" with the GT to come in "just on $70,000''. HSV's entry-level GXP sells for $61,900.
"Just because we've got the greatest engine in Australia doesn't mean we've got the greatest price point," Mears says. He adds that despite holding a power edge, FPV won't indulge in a numbers war with HSV.
"We're not about the numbers on the back of the car ... I don't think we're in a space where we're going to be chasing what our competitors are doing," he notes. He also dismisses suggestions more power will encourage hoon behaviour, while linking the engine's "bloodlines" to the legendary GT-HO.
"I reject the notion that the people who buy these vehicles are irresponsible," he says. "If you look at some of the performance cars coming out of Europe, we are not out of step with the power figures or torque figures.''
FPV general manager Rod Barrett says potential owners are encouraged to learn how to drive their machines properly.
"Everybody who buys an FPV will get a drive day with John Bowe Driving," he says. "A lot of our owners are the type who check the weather forecast before taking their cars out of the garage, so that gives a good idea of how they value their cars.''
NUTS AND BOLTS
The Miami engine is the result of three years of research and development after FPV engineers determined it was too costly to make the outgoing 5.4-litre engine Euro IV-compliant. Marketing continuity means it will be sold with Boss badging to maintain the link, but that, and the eight cylinders, is where the resemblance ends.
The alloy-block engine is 47kg lighter than the 5.4, even with the 13kg supercharger mounted between the banks. Prodrive powertrain and chassis head Bernie Quinn says a lower-tech but larger capacity engine and a twin-turbo set-up on the Coyote were both considered.
"When we looked at the Coyote as a straight fit into the engine bay it ticked a lot of the boxes, but we came to the conclusion that engine in an 1800-odd kilo body (the base Coyote produces 307kW and 530Nm) was not going to tick the box of meeting FPV customers performance expectations," he says.
"We didn't want to invest all the money that Bryan had allocated to us and have sand kicked in our face by our opposition in any way, shape or form, so we went down the route of forced induction.''
The meetings in the US involved some meetings with Ford Racing and it turned out Ron Harrop was already providing Ford Racing with blower kits.
"Sitting in Detroit and finding out someone in Preston is supplying superchargers is quite ironic.''
Bernie Quinn says FPV worked hard to produce a distinctive V8 sound, which is one of the reasons why the sedan is fitted with an active exhaust system to comply with noise emission standards while still producing the meatiest allowable V8 burble. The intake system has been specially developed to eliminate resonance and excess whine from the blower, with tuned length intake runners and a high-flow cold air intake system.
"It's an engineer's wet dream in terms of airboxes," Quinn says.
But FPV officials writhe like "Dancing with the Stars" contestants when asked if the Miami engine could form the basis for a modern-day GT-HO.
Prodrive boss Bryan Mears suggests the latest FPV will be a spiritual successor to the car that defines local muscle car performance, and is happy to draw parallels between the "bloodlines" of the iconic car and his latest toy, but steers wide of any talk of a rebirthed HO.
FPV chief Rod Barrett is more direct. "We've now got the tools, but categorically there's no plan for a GT-HO."
It's just a hard comment to believe from a very smart marketer who's on record as saying he'd like to build just that car.
And there's still no guarantee FPV will continue to build Falcons. Mears says the business plan to recover engine development costs is more than five years, but that's not to say the Miami engine won't slot into the engine bay of whatever large-car platform Ford decides to go with as part of its OneFord global strategy.
The bragging rights for V8s are back with the Blue house after Ford Performance Vehicles this week launched its latest engine...
and topped arch-rival HSV in the numbers game.
The 5.0-litre V8 begins life as the US-sourced "Coyote" engine kit, but FPV engineers spent nearly $40 million to develop Australian-made inlet and exhaust systems and top it off with a Harrop Engineering-designed Eaton TVS supercharger fitted in the engine block.
The resulting "Miami" mill is so good that Prodrive, which holds a 51 per cent stake in FPV, hopes to export it for use in high-performance Fords in the 'States, where it attracted interest while undergoing compliance testing as the newest member of the global Ford product line.
The engine will be fitted to FPV cars from October in two specifications: a 315kW/545Nm version for the base GS model and a recalibrated 335kW/560Nm unit for the top-spec GT. That compares with 317kW/550Nm in most HSV models and 325kW/550Nm in the range-topping GTS, but the FPV models will undercut the Commodore-based cars on price.
Prodrive managing director Bryan Mears says the GS will sell in the "mid-$50,000s" with the GT to come in "just on $70,000''. HSV's entry-level GXP sells for $61,900.
"Just because we've got the greatest engine in Australia doesn't mean we've got the greatest price point," Mears says. He adds that despite holding a power edge, FPV won't indulge in a numbers war with HSV.
"We're not about the numbers on the back of the car ... I don't think we're in a space where we're going to be chasing what our competitors are doing," he notes. He also dismisses suggestions more power will encourage hoon behaviour, while linking the engine's "bloodlines" to the legendary GT-HO.
"I reject the notion that the people who buy these vehicles are irresponsible," he says. "If you look at some of the performance cars coming out of Europe, we are not out of step with the power figures or torque figures.''
FPV general manager Rod Barrett says potential owners are encouraged to learn how to drive their machines properly.
"Everybody who buys an FPV will get a drive day with John Bowe Driving," he says. "A lot of our owners are the type who check the weather forecast before taking their cars out of the garage, so that gives a good idea of how they value their cars.''
NUTS AND BOLTS
The Miami engine is the result of three years of research and development after FPV engineers determined it was too costly to make the outgoing 5.4-litre engine Euro IV-compliant. Marketing continuity means it will be sold with Boss badging to maintain the link, but that, and the eight cylinders, is where the resemblance ends.
The alloy-block engine is 47kg lighter than the 5.4, even with the 13kg supercharger mounted between the banks. Prodrive powertrain and chassis head Bernie Quinn says a lower-tech but larger capacity engine and a twin-turbo set-up on the Coyote were both considered.
"When we looked at the Coyote as a straight fit into the engine bay it ticked a lot of the boxes, but we came to the conclusion that engine in an 1800-odd kilo body (the base Coyote produces 307kW and 530Nm) was not going to tick the box of meeting FPV customers performance expectations," he says.
"We didn't want to invest all the money that Bryan had allocated to us and have sand kicked in our face by our opposition in any way, shape or form, so we went down the route of forced induction.''
The meetings in the US involved some meetings with Ford Racing and it turned out Ron Harrop was already providing Ford Racing with blower kits.
"Sitting in Detroit and finding out someone in Preston is supplying superchargers is quite ironic.''
Bernie Quinn says FPV worked hard to produce a distinctive V8 sound, which is one of the reasons why the sedan is fitted with an active exhaust system to comply with noise emission standards while still producing the meatiest allowable V8 burble. The intake system has been specially developed to eliminate resonance and excess whine from the blower, with tuned length intake runners and a high-flow cold air intake system.
"It's an engineer's wet dream in terms of airboxes," Quinn says.
But FPV officials writhe like "Dancing with the Stars" contestants when asked if the Miami engine could form the basis for a modern-day GT-HO.
Prodrive boss Bryan Mears suggests the latest FPV will be a spiritual successor to the car that defines local muscle car performance, and is happy to draw parallels between the "bloodlines" of the iconic car and his latest toy, but steers wide of any talk of a rebirthed HO.
FPV chief Rod Barrett is more direct. "We've now got the tools, but categorically there's no plan for a GT-HO."
It's just a hard comment to believe from a very smart marketer who's on record as saying he'd like to build just that car.
And there's still no guarantee FPV will continue to build Falcons. Mears says the business plan to recover engine development costs is more than five years, but that's not to say the Miami engine won't slot into the engine bay of whatever large-car platform Ford decides to go with as part of its OneFord global strategy.
9/1/10, 08:19 AM
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http://www.caradvice.com.au/82046/fp...for-gt-and-gs/
FPV launches new supercharged V8 for GT and GS
By Paul Maric | September 2nd, 2010
1 Comment
It’s one of the industry’s worst kept secrets. Ford Performance Vehicles and Prodrive revealed to a media congregation on Monday morning that it has spent the last three years and $40-million locally engineering a supercharged 5.0-litre V8 engine for the FPV range.
As CarAdvice exclusively revealed in June 2009, Prodrive has been working on a supercharged version of the 5.0-litre V8 engine fitted to the Ford Mustang. Codenamed Coyote, Prodrive has managed to extract some impressive power and torque figures.
The FPV GS, which will remain as Ford’s entry level model, features 315kW and 545Nm of torque. The FPV GT on the other hand gets the high-output version and produces 335kW and 570Nm of torque.
The most impressive part of the performance graphs is that both variants hit their respective peak torque figures at a staggering 2200rpm, with the torque holding on relentlessly right through to 5500rpm.
Prodrive Managing Director, Bryan Mears, told CarAdvice that making the outgoing BOSS 5.4-litre V8 Euro IV compliant would involve a considerable amount of work, including variable valvle timing and exhaust work. It simply wasn’t worth the manpower and effort.
Mr Mears described the new FPV GT as the “finest vehicle we’ve ever produced, with the finest engine.” He was adamant that unlike their main competitor, FPV was “not sourcing a complete package from somewhere else.”
The considerable Australian content includes intake, exhaust, piston heads, conrods, exhaust valves, crank, front accessory drive, spark plugs and supercharger.
The key ingredient to the potent package is an Australian supercharger. The Harrop/Eaton designed HTV 1900 front drive, rear entry supercharger features an advanced Eaton TVS 6th generation rotor set, in addition to a torsional decoupler in the supercharger drive shart for optimised NVH.
Prodrive’s Head of Powertrain and Chassis, Bernie Quinn, described the open conical air filter as an “engineer’s wet dream.” The passionate Mr Quinn explained that the production process involved during development, with Prodrive first trying a twin-turbo setup, with the decision ultimately coming down to a supercharged setup for a smoother and more progressive drive.
Prototypes started with a supercharged version of FPV’s current 5.4-litre V8 to predominantly test the supercharger and custom fabricated manifolds. From there it was on to ‘A-level’ prototypes that included the 5.0-litre Mustang Coyote with prototype manifolds, pistons and oil pan. It was then on to ‘B-level’ prototypes that featured fully representative manifolds, pistons and oil pan.
The ‘verification prototype’ finished off the testing regime with off-tool unique Miami pistons, air intake system, exhaust manifolds and lubrication system. These cars were durability tested and attributed the sign off process.
Development testing equated to an equivalent of 10 years and 250,000km of driving. It was described by Mr Quinn as the “most comprehensive test program ever” by Prodrive.
In terms of the technical side of FPV’s new V8, an uprated ZF Sachs automatic gearbox (6HP26) replaces the outgoing unit. The new gearbox features a 7-plate clutch pack and 4-planet planetary gearset for higher torque capacity.
The manual gearbox is a Tremac TR6060 with new bellhousing to suit a new clutch system. Revised second gear synchros have been implemented to reduce shifting effort. A new ZF Sachs twin plate clutch has also been introduced to handle the extra torque. The clutch is identical to the one seen in the Corvette ZR-1 and Mustang GT500.
Mr Quinn claims the new FPV V8 range has the best engine cooling system on the market. A new high-efficiency radiator with twin variable speed fans, in addition to an automatic transmission oil cooler will ensure the new supercharged V8 remains at operating temperatures even during track days.
A new high-flow fuel pump and high-flow fuel injectors ensure Euro IV compatibility and pave the way to future emissions compliance.
Other new features include an active exhaust that brings the most out of the new V8’s sound track. Prodrive claims that the new setup sits right at – but within – government regulations, offering an excellent sound track. A significant sum of money was spent on perfecting the exhaust and intake noise and making the cabin accousitcaly sound.
Mr Quinn described the new 5 inch metal matrix catalyst as the best available on the market, with similar setups featured on Ferraris and Porsches.
Fuel economy has been improved across the range with up to 4.5% saved in the greatest instance.
FPV GS sedan –
* Manual – 13.6L/100km
* Auto – 13.7L/100km
FPV GS ute -
* Manual – 14.0L/100km
* Auto – 14.2L/100km
FPV GT/GTP/GTE sedan -
* Manual – 13.6L/100km
* Auto – 13.7L/100km
There will be no styling changes with the new engine (aside from some wheel design variantions), tyres remain the same size and this suite of engines are non-intercooled.
When quizzed about future high-output versions, Mr Mears said that there were absolutely no plans in the long-term or short-term future to reinvigerate the GT-HO nameplate. But, when discussing ‘futurising’ for the supercharged V8, Mr Quinn smirked, suggesting that it was certainly open to future changes.
As CarAdvice speculated earlier, we are likely to see a high output version which carries the GT-H nameplace instead.
Neither Ford or Prodrive offered any comment on the XR8, so the details are yet to be known. Also off the cards was talk of performance figures. Mr Quinn claimed that their tests suggested very fast 0-100km/h and more importantly 80-120km/h times, suggesting acceleration would be inline with some Porsches and Aston Martins.
The current FPV GT and FPV F6 suffer from a lack of grip from takeoff. So it will be interesting to see how the new engine with more torque down low will cope with the 245mm wide tyres. HSV make do with 275mm tyres and less torque, so the jury will be out until we get a chance to test the car at its October launch.
With a 47kg weight saving, the car is expected to benefit from better handling as a result. Prodrive is so excited about the development that they claim “it’s a level that’s simply unmatched by anyone else.” They are considerable claims and we would be more than happy to evaluate them.
FPV will reveal the new engine at Bathurst on October 7th, 2010 with sales starting soon after. Pricing is yet to be announced, but FPV boss Rod Barrett says that the GT will come in at under $70,000.
It’s an exciting package and if executed correctly could spell the start of a new ‘GT-HO’ of the modern day. What are your thoughts on the new V8? Let us know!
FPV launches new supercharged V8 for GT and GS
By Paul Maric | September 2nd, 2010
1 Comment
It’s one of the industry’s worst kept secrets. Ford Performance Vehicles and Prodrive revealed to a media congregation on Monday morning that it has spent the last three years and $40-million locally engineering a supercharged 5.0-litre V8 engine for the FPV range.
As CarAdvice exclusively revealed in June 2009, Prodrive has been working on a supercharged version of the 5.0-litre V8 engine fitted to the Ford Mustang. Codenamed Coyote, Prodrive has managed to extract some impressive power and torque figures.
The FPV GS, which will remain as Ford’s entry level model, features 315kW and 545Nm of torque. The FPV GT on the other hand gets the high-output version and produces 335kW and 570Nm of torque.
The most impressive part of the performance graphs is that both variants hit their respective peak torque figures at a staggering 2200rpm, with the torque holding on relentlessly right through to 5500rpm.
Prodrive Managing Director, Bryan Mears, told CarAdvice that making the outgoing BOSS 5.4-litre V8 Euro IV compliant would involve a considerable amount of work, including variable valvle timing and exhaust work. It simply wasn’t worth the manpower and effort.
Mr Mears described the new FPV GT as the “finest vehicle we’ve ever produced, with the finest engine.” He was adamant that unlike their main competitor, FPV was “not sourcing a complete package from somewhere else.”
The considerable Australian content includes intake, exhaust, piston heads, conrods, exhaust valves, crank, front accessory drive, spark plugs and supercharger.
The key ingredient to the potent package is an Australian supercharger. The Harrop/Eaton designed HTV 1900 front drive, rear entry supercharger features an advanced Eaton TVS 6th generation rotor set, in addition to a torsional decoupler in the supercharger drive shart for optimised NVH.
Prodrive’s Head of Powertrain and Chassis, Bernie Quinn, described the open conical air filter as an “engineer’s wet dream.” The passionate Mr Quinn explained that the production process involved during development, with Prodrive first trying a twin-turbo setup, with the decision ultimately coming down to a supercharged setup for a smoother and more progressive drive.
Prototypes started with a supercharged version of FPV’s current 5.4-litre V8 to predominantly test the supercharger and custom fabricated manifolds. From there it was on to ‘A-level’ prototypes that included the 5.0-litre Mustang Coyote with prototype manifolds, pistons and oil pan. It was then on to ‘B-level’ prototypes that featured fully representative manifolds, pistons and oil pan.
The ‘verification prototype’ finished off the testing regime with off-tool unique Miami pistons, air intake system, exhaust manifolds and lubrication system. These cars were durability tested and attributed the sign off process.
Development testing equated to an equivalent of 10 years and 250,000km of driving. It was described by Mr Quinn as the “most comprehensive test program ever” by Prodrive.
In terms of the technical side of FPV’s new V8, an uprated ZF Sachs automatic gearbox (6HP26) replaces the outgoing unit. The new gearbox features a 7-plate clutch pack and 4-planet planetary gearset for higher torque capacity.
The manual gearbox is a Tremac TR6060 with new bellhousing to suit a new clutch system. Revised second gear synchros have been implemented to reduce shifting effort. A new ZF Sachs twin plate clutch has also been introduced to handle the extra torque. The clutch is identical to the one seen in the Corvette ZR-1 and Mustang GT500.
Mr Quinn claims the new FPV V8 range has the best engine cooling system on the market. A new high-efficiency radiator with twin variable speed fans, in addition to an automatic transmission oil cooler will ensure the new supercharged V8 remains at operating temperatures even during track days.
A new high-flow fuel pump and high-flow fuel injectors ensure Euro IV compatibility and pave the way to future emissions compliance.
Other new features include an active exhaust that brings the most out of the new V8’s sound track. Prodrive claims that the new setup sits right at – but within – government regulations, offering an excellent sound track. A significant sum of money was spent on perfecting the exhaust and intake noise and making the cabin accousitcaly sound.
Mr Quinn described the new 5 inch metal matrix catalyst as the best available on the market, with similar setups featured on Ferraris and Porsches.
Fuel economy has been improved across the range with up to 4.5% saved in the greatest instance.
FPV GS sedan –
* Manual – 13.6L/100km
* Auto – 13.7L/100km
FPV GS ute -
* Manual – 14.0L/100km
* Auto – 14.2L/100km
FPV GT/GTP/GTE sedan -
* Manual – 13.6L/100km
* Auto – 13.7L/100km
There will be no styling changes with the new engine (aside from some wheel design variantions), tyres remain the same size and this suite of engines are non-intercooled.
When quizzed about future high-output versions, Mr Mears said that there were absolutely no plans in the long-term or short-term future to reinvigerate the GT-HO nameplate. But, when discussing ‘futurising’ for the supercharged V8, Mr Quinn smirked, suggesting that it was certainly open to future changes.
As CarAdvice speculated earlier, we are likely to see a high output version which carries the GT-H nameplace instead.
Neither Ford or Prodrive offered any comment on the XR8, so the details are yet to be known. Also off the cards was talk of performance figures. Mr Quinn claimed that their tests suggested very fast 0-100km/h and more importantly 80-120km/h times, suggesting acceleration would be inline with some Porsches and Aston Martins.
The current FPV GT and FPV F6 suffer from a lack of grip from takeoff. So it will be interesting to see how the new engine with more torque down low will cope with the 245mm wide tyres. HSV make do with 275mm tyres and less torque, so the jury will be out until we get a chance to test the car at its October launch.
With a 47kg weight saving, the car is expected to benefit from better handling as a result. Prodrive is so excited about the development that they claim “it’s a level that’s simply unmatched by anyone else.” They are considerable claims and we would be more than happy to evaluate them.
FPV will reveal the new engine at Bathurst on October 7th, 2010 with sales starting soon after. Pricing is yet to be announced, but FPV boss Rod Barrett says that the GT will come in at under $70,000.
It’s an exciting package and if executed correctly could spell the start of a new ‘GT-HO’ of the modern day. What are your thoughts on the new V8? Let us know!
9/1/10, 10:38 AM
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Needs to be more Astony
9/1/10, 10:59 AM
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(Out of the box the F6 is good for 12.4-12.5 down the quarter. It weighs 4000lbs)
Barring all that, to have peak torque @ 2200rpm (all the way to 5500rpm) does a fair bit to the heart rate.
There's another reason Ford in Australia are hesitant to quote higher numbers: history has shown the media here will crucify Ford in particular when they've upped the ante. They (the media) caused the abortion of the Phase 4 GTHO, they also caused a stir when FPV released the original F6 with 550Nm of torque. There is a reason for FPV's comments from the first article I posted.
"We're not about the numbers on the back of the car ... I don't think we're in a space where we're going to be chasing what our competitors are doing," he notes. He also dismisses suggestions more power will encourage hoon behaviour, while linking the engine's "bloodlines" to the legendary GT-HO.
"I reject the notion that the people who buy these vehicles are irresponsible," he says. "If you look at some of the performance cars coming out of Europe, we are not out of step with the power figures or torque figures.''
FPV general manager Rod Barrett says potential owners are encouraged to learn how to drive their machines properly.
"Everybody who buys an FPV will get a drive day with John Bowe Driving," he says. "A lot of our owners are the type who check the weather forecast before taking their cars out of the garage, so that gives a good idea of how they value their cars.''
"I reject the notion that the people who buy these vehicles are irresponsible," he says. "If you look at some of the performance cars coming out of Europe, we are not out of step with the power figures or torque figures.''
FPV general manager Rod Barrett says potential owners are encouraged to learn how to drive their machines properly.
"Everybody who buys an FPV will get a drive day with John Bowe Driving," he says. "A lot of our owners are the type who check the weather forecast before taking their cars out of the garage, so that gives a good idea of how they value their cars.''
Edit: And another thing... the ZF auto was already rated to 600Nm prior to the changes listed in the articles. One wonders why they had to update it when they've quoted the torque to "570"Nm.
Last edited by Falc'man; 9/1/10 at 11:08 AM.
9/2/10, 10:12 AM
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Courtesy of username "c_in_oz".
Originally Posted by JPFR1
BASE ENGINE SYSTEM TECHNICAL SPECIFICATIONS
Bore: 92.2mm
Stroke: 92.7mm
Con-rod Length: 150.7mm
Compression ratio: 9.25:1
New Firing Order for reduced crankshaft and engine vibration
1, 5, 4, 8, 6, 3, 7, 2
Engine Block
Aluminium deep skirted block
6-bolt cross bolted mains
steel press in cylinder liners
piston squirting jets for low piston temps and increased durability
Cylinder Heads
high-flow 4 valve
DOHC
32V
roller finger followers
pent roof combustion chambers
55.98cc combustion chamber volumes
Valve Train
intake valves
o 2 x 37mm
o chrome plated steel material
exhaust valves
o 2 x 31mm
o high temp. chrome plated inconel material
12mm intake valve lift
11mm exhaust valve lift
chain-driven cam drive system
variable intake valve timing
fixed exhaust valve timing
common intake and exhaust valve springs, retainers, collets, seals
Crankshaft
forged steel crank
unique Miami engine balance specification
Crank shaft damper
twin-sheave pulley
supports
o 8pk supercharger drive system on rear sheave
o 6pk water pump and alternator drive on front sheave
unique frequency / damper tune
Con-rod
new high strength powder sintered forged con-rod to suit supercharged application
Piston, ring and pin
new generation light-weight high strength piston and ring pack
hard anodised top ring groove
floating pin design
nitrided steel piston pin
FEAD (Front end accessory drive)
2 drive systems
1 x 8pk belt which drives supercharger, power steering and AC compressor
1 x 6pk belt which drives water pump and alternator
Lubrication System
new cast aluminium high-volume winged oil pan
cast in baffles for oil control under heavy cornering, braking, acceleration
G-rotor style oil pump
full length composite windage tray
engine oil cooler
Ignition System
coil on plug
new iridium fine electrode tip spark plugs
Exhaust manifolds
new cast stainless steel high flow EU4 exhaust manifolds
optimised for cylinder flow balance and emissions performance
Supercharger inlet duct and eTB assy
new cast aluminium high-flow supercharger inlet duct
75mm electronic throttle body
Supercharger assembly
Harrop / Eaton designed HTV 1900 front drive, rear entry supercharger featuring:
o Eaton TVS 6th generation rotor set
o 1.9l per revolution displacement
o torsional decoupler in supercharger drive shaft for optimised NVH
o PCM controlled inlet bypass valve
o bypass operation for vacuum and boosted conditions
Intake manifold
new two-piece cast aluminium intake manifold
supercharger mounted under intake plenum as low as possible in engine vee providing:
o optimised weight distribution / lower centre of gravity
o optimised NVH
o optimised air path and runner tuning
o optimised engine performance
tuned length intake runners
features supercharger outlet air diffuser which
o controls air charge motion out of the supercharger
o delivers ideal cylinder to cylinder flow balance
POWERTRAIN SYSTEM TECHNICAL SPECIFICATIONS
Air intake system
new high-flow cold air intake system
new bonnet sealed open cold air box
high-flow conical filter
Exhaust system
high-flow thin foil technology metal matrix catalysts
twin-brick catalyst construction
140mm diameter, 2.1 litre per catalyst assembly
new cold end exhaust with FPV unique NVH tune
new quad outlet exhaust system
billet aluminium tail pipe finishers
new mufflers with new FPV tuning code
PCM controlled active exhaust system (Sedan only) to deliver
o Refinement and comfort for part throttle cruising applications
o Maximum V8 sound quality at idle and car manoeuvring
o Maximum V8 muscle car sound quality during spirited driving
Fuel system
new high-flow fuel pump
new two-piece stainless steel fuel rail assembly
4 Bar pressure return system
new high-flow fuel injectors
o increased flow range
o optimised targeting for EU4 emissions
Vehicle Cooling System
Brand new high-efficiency radiator and fan pack assembly
Twin variable speed fans
New high-efficiency automatic trans oil cooler system
New engine oil cooler and cooling system
Engine inlet thermostat control
New vehicle heater circuit
Automatic Transmission
Upgraded ZF 6HP26 transmission
new 7-plate clutch pack and 4-planet planetary gearset for improved torque capacity
Manual Transmission
Tremec TR6060 with new bell housing to suit new clutch system. Revised 2nd gear synchros for reduced shifting efforts
Clutch
ZF twin plate clutch common with Mustang GT500. New clutch release bearing common with Mustang GT500.
Engine Development Program:
Four levels of prototype:
Mule-level prototype – 5.4 litre XR8 engine fitted with supercharger and custom-fabricated manifolds. Used predominantly for cooling system development, calibration feasibility and performance and driveability target setting
A-level prototype – 5.0 litre Coyote Mustang prototype engines fitted with prototype manifolds, prototype pistons, prototype oil pan. Used predominantly for calibration development, emissions feasibility, vehicle testing.
B-level prototype - 5.0 litre Coyote Mustang prototype engines fitted with fully representative prototype manifolds, fully representative pistons, fully representative oil pan. Used predominantly for calibration finalisation and refinement, emissions testing and development, vehicle testing and attribute assessment.
Verification prototype – 5.0 litre Coyote Mustang Verification prototype engines fitted with off-tool unique Miami pistons, Air intake system, exhaust manifolds and lubrication system. Used predominantly for sign off certification and durability testing, and attribute sign off.
Bore: 92.2mm
Stroke: 92.7mm
Con-rod Length: 150.7mm
Compression ratio: 9.25:1
New Firing Order for reduced crankshaft and engine vibration
1, 5, 4, 8, 6, 3, 7, 2
Engine Block
Aluminium deep skirted block
6-bolt cross bolted mains
steel press in cylinder liners
piston squirting jets for low piston temps and increased durability
Cylinder Heads
high-flow 4 valve
DOHC
32V
roller finger followers
pent roof combustion chambers
55.98cc combustion chamber volumes
Valve Train
intake valves
o 2 x 37mm
o chrome plated steel material
exhaust valves
o 2 x 31mm
o high temp. chrome plated inconel material
12mm intake valve lift
11mm exhaust valve lift
chain-driven cam drive system
variable intake valve timing
fixed exhaust valve timing
common intake and exhaust valve springs, retainers, collets, seals
Crankshaft
forged steel crank
unique Miami engine balance specification
Crank shaft damper
twin-sheave pulley
supports
o 8pk supercharger drive system on rear sheave
o 6pk water pump and alternator drive on front sheave
unique frequency / damper tune
Con-rod
new high strength powder sintered forged con-rod to suit supercharged application
Piston, ring and pin
new generation light-weight high strength piston and ring pack
hard anodised top ring groove
floating pin design
nitrided steel piston pin
FEAD (Front end accessory drive)
2 drive systems
1 x 8pk belt which drives supercharger, power steering and AC compressor
1 x 6pk belt which drives water pump and alternator
Lubrication System
new cast aluminium high-volume winged oil pan
cast in baffles for oil control under heavy cornering, braking, acceleration
G-rotor style oil pump
full length composite windage tray
engine oil cooler
Ignition System
coil on plug
new iridium fine electrode tip spark plugs
Exhaust manifolds
new cast stainless steel high flow EU4 exhaust manifolds
optimised for cylinder flow balance and emissions performance
Supercharger inlet duct and eTB assy
new cast aluminium high-flow supercharger inlet duct
75mm electronic throttle body
Supercharger assembly
Harrop / Eaton designed HTV 1900 front drive, rear entry supercharger featuring:
o Eaton TVS 6th generation rotor set
o 1.9l per revolution displacement
o torsional decoupler in supercharger drive shaft for optimised NVH
o PCM controlled inlet bypass valve
o bypass operation for vacuum and boosted conditions
Intake manifold
new two-piece cast aluminium intake manifold
supercharger mounted under intake plenum as low as possible in engine vee providing:
o optimised weight distribution / lower centre of gravity
o optimised NVH
o optimised air path and runner tuning
o optimised engine performance
tuned length intake runners
features supercharger outlet air diffuser which
o controls air charge motion out of the supercharger
o delivers ideal cylinder to cylinder flow balance
POWERTRAIN SYSTEM TECHNICAL SPECIFICATIONS
Air intake system
new high-flow cold air intake system
new bonnet sealed open cold air box
high-flow conical filter
Exhaust system
high-flow thin foil technology metal matrix catalysts
twin-brick catalyst construction
140mm diameter, 2.1 litre per catalyst assembly
new cold end exhaust with FPV unique NVH tune
new quad outlet exhaust system
billet aluminium tail pipe finishers
new mufflers with new FPV tuning code
PCM controlled active exhaust system (Sedan only) to deliver
o Refinement and comfort for part throttle cruising applications
o Maximum V8 sound quality at idle and car manoeuvring
o Maximum V8 muscle car sound quality during spirited driving
Fuel system
new high-flow fuel pump
new two-piece stainless steel fuel rail assembly
4 Bar pressure return system
new high-flow fuel injectors
o increased flow range
o optimised targeting for EU4 emissions
Vehicle Cooling System
Brand new high-efficiency radiator and fan pack assembly
Twin variable speed fans
New high-efficiency automatic trans oil cooler system
New engine oil cooler and cooling system
Engine inlet thermostat control
New vehicle heater circuit
Automatic Transmission
Upgraded ZF 6HP26 transmission
new 7-plate clutch pack and 4-planet planetary gearset for improved torque capacity
Manual Transmission
Tremec TR6060 with new bell housing to suit new clutch system. Revised 2nd gear synchros for reduced shifting efforts
Clutch
ZF twin plate clutch common with Mustang GT500. New clutch release bearing common with Mustang GT500.
Engine Development Program:
Four levels of prototype:
Mule-level prototype – 5.4 litre XR8 engine fitted with supercharger and custom-fabricated manifolds. Used predominantly for cooling system development, calibration feasibility and performance and driveability target setting
A-level prototype – 5.0 litre Coyote Mustang prototype engines fitted with prototype manifolds, prototype pistons, prototype oil pan. Used predominantly for calibration development, emissions feasibility, vehicle testing.
B-level prototype - 5.0 litre Coyote Mustang prototype engines fitted with fully representative prototype manifolds, fully representative pistons, fully representative oil pan. Used predominantly for calibration finalisation and refinement, emissions testing and development, vehicle testing and attribute assessment.
Verification prototype – 5.0 litre Coyote Mustang Verification prototype engines fitted with off-tool unique Miami pistons, Air intake system, exhaust manifolds and lubrication system. Used predominantly for sign off certification and durability testing, and attribute sign off.
9/4/10, 01:56 AM
#9
"Tremec TR6060 with new bell housing to suit new clutch system. Revised 2nd gear synchros for reduced shifting efforts"
Interesting to know if you want to put a TR6060 in a '11 Mustang GT.
Interesting to know if you want to put a TR6060 in a '11 Mustang GT.
9/4/10, 09:17 AM
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The thing is with the standard TR6060 it's not that good for high rpm.. I think 7000rpm is it's limit due to beefier internals; 2nd gear synchros find it hard to synchronise when flat shifting at about 6850rpm. These revisions could have been to allow for the hi-po version that is yet to be released, which may be revved to those rpms.
10/2/10, 09:14 PM
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Originally Posted by Martin@Willall
I was wrong, there IS an intercooled Miami version thats been completed as well. Ford will keep us waiting for that one 
What I can tell you is that the base spec Miami Supercharged V8 with 6 speed auto makes 269kw at the rear wheels on a Mainline BEFORE tuning. Thats a pretty stout dyno number....wait for the strong rave reviews from the mags....they are coming
The good news is that the blower is silent, doesnt sound like a Makita power drill like most
What I can tell you is that the base spec Miami Supercharged V8 with 6 speed auto makes 269kw at the rear wheels on a Mainline BEFORE tuning. Thats a pretty stout dyno number....wait for the strong rave reviews from the mags....they are coming
The good news is that the blower is silent, doesnt sound like a Makita power drill like most
(percentage loss on dynos here in oz is about ~25%)
I'm expecting the "335" motor to hit 285-290rwkw....
10/7/10, 11:11 AM
#12
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