doesn't make sense at all unless they changed a lot more in the engine.

normal GT makes peak power at 5750rpm. You are going to loss so much power letting it rev to 6500. Even if the a new dampner can make it safe to 6500 doesn't mean you would want to rev that high.

If they really is going to be a higher redline tach you would need heads that flow better and a cam to support peak power that late.

 

Could they be putting a Gt500 instrument panel in it?

 

You think it has a different intake like the original, or do you think they are covering that with the frpp cai.

 

FRPP according to the specs...

 

Then it has to be in the tuning of the vvt.

 

there is one of two things that has to be wrong.

Either the info about a 6500 redline is wrong, which i think is most likly, or there are a lot more engine upgrades that have been lead on.

 

I would suspect that plus ignition timing.

 

VVT as implemented by Ford (and Mazda) has very little effect on HP. It's mainly for emissions and a replacement for an EGR system. It is nothing like the Honda implementation. No real extra peak HP to be gained with it.

 

I thought that it adjusts for torque along with the variable runner length?

 

Just noticed on the grille of the Red one that there are 5 clips on the bottom of the grille for the chrome strip...

http://www.stangnet.com/Ford-Mustang...ts-070918.html

 

wow you are right topnotch!

 

nice find...whats the deal with the cutouts on the rear facia of the red car?

 

good catch

 

The bottom of the grill on the red one is interesting. There's a whole line across the bottom that wasn't on the bare grill they showed at SEMA last year (pic below). I don't see how they're going to hold the sides, on, but that is an interesting detail along the bottom.

 

There is no VRL system on S197s.

 

There are "charge motion plates" that open and close on the 3V 4.6L V8.

 

Yep, to increase air velocity at low RPMs (idle and off idle) for emissions. Not done for the same reason as a VRL.

 

I understand the function also to be used for fattening the torque curve at low-to-mid RPMs, not just for emissions.

 

Manufacturer Test Car
has the gas tank drains

 

Charge Motion Control Valves improve low-speed combustion

The air-fuel mixture entering an engine behaves differently at different engine speeds and loads. At low engine speeds and light loads, relatively little air-fuel mixture is drawn into the cylinders in a given time period, so it moves relatively slowly through the intake runners and into the cylinders. At high engine speeds, the intake mixture speeds up, as a larger volume passes through the intake runners over the same time period.

One of the challenges involved in squeezing the utmost efficiency out of each drop of fuel is to assure that it mixes thoroughly with air, in the right ratio, before it is burned in the cylinders. This is easiest when the air is moving quickly.

At lower speeds and lighter loads, the new three-valve engine uses an electronically controlled metal flap at the end of each intake runner – eight in all. This Charge Motion Control Valve was specially shaped, through CAD modeling and testing, to speed up the intake charge and induce a tumble effect in the combustion cylinder. This causes the fuel to mix more thoroughly, and to burn quickly and efficiently, with reduced emissions, particularly at idle.
The CMCVs are controlled by an electronic motor, and open at a predetermined point as engine speed increases. At higher RPM, they do not affect the intake charge at all. This allows undisturbed maximum flow into the combustion chambers at wide-open throttle. The CMCV motor is sound insulated, so its operation remains transparent to vehicle occupants.


Peter Dowding, manager of Ford's Modular V-8 and V-10 engines
The VCT system does return some torque to part throttle low RPM range that would be lost with WOT high RPM tuning for HP/Torque of a non-VCT system. But it is marginal. #1 reason it's there is emissions.