Future Mustang Engines: 350-hp V6, I-4
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The Mustang Source FOUNDER
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From: Vestavia Hills, Ala.
Future Mustang Engines: 350-hp V6, I-4
Ford announced at the Detroit Auto Show that the 350-hp Ecoboost V6 will be available in 90% of Ford cars, and the I-4 would be available in all cars.
Discuss.
Discuss.
Tasca Super Boss 429 Member
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To me, this says the EcoBoost I-4 will take over for the base V6. I'm really interested to see what kind of power rating that boosted 4 will have, because that is going to be one featherlight 'Stang with that small a mill.
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Found this at Jalopnik. This is the motor from the new Lincoln C concept. Maybe there will be a version of the motor with greater hp numbers. Check out that fuel economy estimate! Even with more hp in a heavier car than that concept, I'm thinking it should still get somewhere in the 30's, right? A 30+ MPG Mustang should help a little with the good ol' CAFE score.
"Featuring a 1.6-liter EcoBoost engine and Ford's all-new dry, dual-clutch PowerShift six-speed transmission, Lincoln C achieves a projected 43 mpg on the highway, while offering up an estimated 180 horsepower and 180 ft.-lbs. of torque."
Last edited by 83_vert; Jan 12, 2009 at 11:37 AM.
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From: Central Maryland
Here is something I found today Magic numbers 3.5l 355 Hp 350 Torque at 3500 RPM. Impressive with a $700 premium in cost
FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE
DETROIT, Jan. 11, 2009 – The first in a wave of new Ford EcoBoost™ engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand.
The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine.
A look at the highlights of the EcoBoost story:
Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.
"The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine – such as installing a V-6 versus a
V-8 – yet boost the power using turbocharging to deliver similar power and torque of that larger engine."
Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.
"The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with."
Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.
"We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."
Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.
"By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."
FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE
DETROIT, Jan. 11, 2009 – The first in a wave of new Ford EcoBoost™ engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand.
The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine.
A look at the highlights of the EcoBoost story:
Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.
"The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine – such as installing a V-6 versus a
V-8 – yet boost the power using turbocharging to deliver similar power and torque of that larger engine."
Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.
"The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with."
Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.
"We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."
Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.
"By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."
GTR Member
Joined: October 18, 2006
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From: England
If the I-4 helps sell more Mustang and keep the CAFE levels down, then so be it. I'd never want to own one though.
If I want an econobox, I'll drive one. Oh, hang on, I do. My old daily driver (Ford Mondeo) sees 40+mpg which means my V8 Mustang doesn't cost an arm and a leg to own.
If I want an econobox, I'll drive one. Oh, hang on, I do. My old daily driver (Ford Mondeo) sees 40+mpg which means my V8 Mustang doesn't cost an arm and a leg to own.
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From: New Jersey
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Joined: February 10, 2005
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From: New Jersey
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Joined: February 10, 2005
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From: New Jersey
my guess is 230-260hp for the I4, 350hp v6 eco-boost, 400-415hp 5.0 gt, TF5.0 for the shelby GT rated at 490hp and the 5.4 for the gt500 rated at 575-590hp.
this is all wishfull thinking on my part, this is my opinion on what i would like to see. lol
this is all wishfull thinking on my part, this is my opinion on what i would like to see. lol
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If you want to know how a EcoBoost I-4 would do in the Mustang look at the performance of the current MazdaSpeed 3. It is 3000lbs (a little less than the 'Stang yes, but it is also FWD) and is a quick little dude (I had one). I hear the new version will be 2.5 liters and even more power. The direct injection and turbo technology in that engine is what EcoBoost is based on...
