Has anyone seen any information about the crank, rods, and pistons in the new GT500 5.4L engine?
How do these parts differ from the parts in the Lightning and GT 5.4L engines?

Has anyone seen flow numbers for the Ford GT heads? What are the valve diameters?

Has anyone seen the cam specs for the GT engine? - I have heard this will be different in the GT500 engines, but how much different and WHY?

Thanks for your time,
Devious [img]style_emoticons/<#EMO_DIR#>/icon_twisted.gif[/img]

 

<div class='quotetop'>QUOTE</div><div class='quotemain'>ENGINE
Type V-8
Manufacturing location Romeo, Michigan
Configuration Iron Block and Aluminum Heads
Intake manifold Cast-aluminum with Roots-type supercharger and air-to-water intercooler
Exhaust manifold Cast iron
Crankshaft Forged steel
Throttle Body Dual 60 mm, electronic
Valvetrain DOHC, 4 valves per cylinder
Valve diameter Intake: 37.0 mm; Exhaust: 32.0 mm
Pistons Forged aluminum
Connecting Rods Cracked forged steel I-beams
Ignition Coil-on-plug
Bore x stroke 3.552 x 4.165 in. / 90.22 x 105.8 mm
Displacement 330 cu. in. / 5,409 cc
Horsepower 475 (estimated)
Torque 475 lb.-ft. (estimated)
Compression ratio 8.4:1
Redline 6,250 rpm
Idle Speed in Neutral 750 rpm
Engine control system Silver Oak PCM
Recommended fuel Premium only
Fuel capacity 16.0 gallons
Fuel Injection Electronic returnless sequential
Oil capacity 6.0 quarts 5W-50 Full Synthetic
Coolant capacity 21 quarts
[/b][/quote]

Welcome to TMS. This is a quick answer to some of your questions.
Check Media.ford.com for more info.
Search the forms, there's a lot more info on your questions all ready on the forms.

 

Sharp,
Thanks for the welcome and the engine specs - especially the valve diameters. I have checked through the archives and have not found the other info, so I posted the questions.

Thanks again,
-Devious

 

They call for 5-50 oil .... i wonder why we have to put 5-20?

 

For anyone that is interested, this is what SEEMS to be in the GT500 engine based on what I have been able to track down:

Crank - forged steel - soon to be redesigned (see link below).
Rods - Manley forged H-Beam (not I-beam as the press literature states)
Pistons - 8.4:1 forged with Ford GT rings

Heads - Same as 2000 5.4L GT-R 4v with 37mm intake and 32mm exhaust. The ports are angled differently and have significantly more volume than the Navigator 4v heads.

Flow @ 25 in h2o with 3.570 inch bore (.018 over), .500 lift - intake ~268 cfm; exhaust ~206 cfm.
Converted to 28 inches of h2o intake ~283.6 cfm; exhaust ~218.0 cfm
(This is taken from one source only - take as you will)


Cam - no data found YET.

All in all, this should be a very strong engine once the crank snout issues are addressed. Let's keep our fingers crossed that they decide to change the dampener/main blower pulley to a 2 piece design. Otherwise changing pulleys for more boost will be tougher and more expensive.

article on crank issues - http://www.stangsunleashed.com/index.php?c...p2_articleid=94

This problem backs up the info I have been told today about the release date for the GT500 now being January 2007...we'll see.

 

Thanks for the info Wayne.

 

.....I wonder if the difference in the oiling has anything to do with it?!....The ford gt having similar internals but with dry sump oiling,doesn't seem to be having the problem.

 

<div class='quotetop'>QUOTE</div><div class='quotemain'>Thanks for the welcome and the engine specs - especially the valve diameters. I have checked through the archives and have not found the other info, so I posted the questions.
[/b][/quote]

My apology's Devious, I thought the cams specs were on this sight somewhere. This is what else we know. The 4-Valve Heads are from Ford GT but Machining changes are incorporated into the outside ends of the heads and to the left rear cam cap to fit the engine into the Mustang chassis. The cams and valvetrain are specific to the Shelby GT500. The cam drive system is unique and designed to fit into the Mustang engine compartment, which is narrower than the Ford GT’s. The oil pan and windage tray are the wet-sump setup from the Mustang GT. The Ford GT uses a dry-sump arrangement.

 

<div class='quotetop'>QUOTE(DVS2XS @ April 21, 2006, 2:15 PM) Quoted post</div><div class='quotemain'>

All in all, this should be a very strong engine once the crank snout issues are addressed. Let's keep our fingers crossed that they decide to change the dampener/main blower pulley to a 2 piece design. Otherwise changing pulleys for more boost will be tougher and more expensive.

article on crank issues - http://www.stangsunleashed.com/index.php?c...p2_articleid=94

This problem backs up the info I have been told today about the release date for the GT500 now being January 2007...we'll see.
[/b][/quote]

This appears to not be an issue...see this post from ISELLFORD.

 

Here is the additional technical info we got on the handout for the teleconference. I am copying it verbatum.

Unique intake & exhaust manifolds
carryover oil system with unique inlet & dip stick; 5W50 full synthetic oil
unique radiator, water hoses, water pump, and intercooler water system
the fuel system has unique injectors and fuel charging manifold
unique spark plugs, PCV, and EGR systems
Tremac T-6060 6-speed manual
unique clutch housing, tailshaftextension and output shaft damper
unique remote short throw shift lever, shift ****, and boot
clutch will be a unique 215mm twin Cere-Metallic discs with pressure plate and cover assembly
clutch will have a concentric slave cylinder and unique lines for routing and package
unique aluminum inner and outer hood assembly

That is about all we were given other than what has already been published.