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En ce moment, les constructeurs présentent leurs nouvelles automobiles ‘Model Year 2018’, à une période entre #NAIAS à Detroit & #CAS17 à Chicago. Ford vient de présenter le restylage de l’actuelle Ford Mustang VI présenté en 2013. On se souvient des festivités pour la célébration du 50th Year Anniversary de ‘the Mustang’ créée en 1964. Alors qu’en est-il pour cette Mustang MY2018 !?
Design Ford Mustang MY2018
“The new Mustang is our best ever, based on more than 50 years as one of the iconic sports car in America and now, the world Tapping Mustang’s enormous fan base, we’re bringing the new Mustang straight to the people – and introducing the new car across multiple social media channels, reaching millions.”
– Joe Hinrichs, President of the Americas for Ford Motor Company
Overall, the car’s exterior design is now more athletic, with a lower, remodeled hood and grille that deliver a leaner look and refined aerodynamics, upper and lower front grilles, and a new position for hood vents. For the first time the entire Mustang line will feature all-LED front lights including signature lighting, low-beams, turn signals, efficient projector high-beams and available fog lamps.
The rear of the car gets revised LED taillamps for a more technical look, plus a new bumper, fascia and available performance spoiler. Dual-tip exhaust is standard for EcoBoost Mustang, while V8-powered Mustang GT gets a standard quad-tip exhaust.
Cette Mustang restylée bénéficie donc de modifications esthétiques. Le modèle présenté est la version GT teinté en Orange Fury.
On peut apercevoir les quelques modif’ notamment à l’avant, avec une calandre plus large. Le capot est également inédit, plus sculpté. Par ailleurs, les ailes avant ont été redessinées, avec une courbe davantage plus prononcée.
The design language of the front end has gone through an evolution. New fascia and fenders frame a lowered front hood, and the result is sleek. Dare we say, even sportier than the previous Mustang. And new LED headlamps will help you see what you’re taking on next.
A l’arrière, le bouclier est nouveau, même si la modification apparaît subtile. Plus évident à voir, c’est l’apparition d’un aileron.
A l’intérieur, c’est au niveau des équipements que les principales nouveautés sont à découvrir. Le dashboard et ses instrumentations sont maintenant entièrement numérique et personnalisable.
Improved touch points and visual cues with a more premium look and feel characterize the new cockpit. The center console adds a new hand-stitched wrap with contrast stitching and padded knee bolsters while door handles, rings and bezels are finished in aluminum. Restyled seating surfaces feature new patterns and color choices, the instrument panel sports an updated Mustang badge and there’s a new key fob design.
Moteur Ford Mustang MY2018
‘Two models. Two engine choices. Let’s start with the the 2.3L EcoBoost. It offers up more torque this year thanks to a bump from the transient overboost function. Then there’s the 5.0L V8 Coyote. It has a port fuel and direct injection, which translates into increased power and efficiency. Torque is up too. So no matter which Mustang you go with, the thrills come standard.’
Regardons maintenant sous le capot. La principale « nouveauté » de la gamme est la disparition du V6. Bye-bye. Donc le quatre-cylindres turbo EcoBoost devient le standard. Le bloc est de 2,3 litres et propose 310 ch. Enfin… le standard pour la version civile. Pour la Mustang ‘GT’, c’est le Coyote.
Quant au ‘Coyote’ donc le V8 de 5,0 litres, il a été légèrement retravaillé par Ford Performance. Le V8 5.0L est équipé d’une double injection.
Moteur Ford Mustang GT
Performance is at the core of Mustang DNA, offering drivers a unique thrill of acceleration and cornering for the ultimate fun-to-drive experience. On all models, new shock absorbers make for better ride control, a new cross-axis joint in the rear suspension leads to increased lateral stiffness, and innovative stabilizer bars bring sharper response and handling.
The proven 2.3-liter EcoBoost four-cylinder engine continues to offer outstanding performance advantages versus the outgoing 3.7-liter V6. Using Ford’s transient overboost technology uniquely calibrated for Mustang, torque is increased for wide-open throttle acceleration.
Ford’s legendary 5.0-liter V8 engine has been thoroughly reworked. It is more powerful and revs higher than any Mustang GT before. This power increase was achieved with the first application for Mustang of Ford’s new dual-fuel, high-pressure direct injection and low-pressure port fuel injection on a V8 engine – delivering robust low-end torque, high-rpm power, and improved fuel efficiency.
Motor Story ‘Coyote’ V8 5.0L
Ford a développé de nouveaux moteurs sur les versions 2011 de la Mustang.
Un nouveau moteur V8 dont le nom du projet était ‘Coyote’ a été développé par Ford. Les principales innovations sont un bloc en aluminium, l’augmentation de la cylindrée à 5 litres et l’ouverture variable des soupapes. Le résultat est une augmentation de puissance : 426 ch.
The 5.0 L ‘Coyote’ V8 is the latest evolution of the Modular engine.
Ford Modular engine
The Ford Modular engine is Ford Motor Company’s overhead camshaft (OHC) V8 and V10 gasoline-powered engine family. The Modular engine got its name from its design and sharing of certain parts among the engine family, starting with the 4.6L in 1991.
The name was also derived from a manufacturing plant protocol, ‘Modular’, where the plant and its tooling could be changed in a few hours to manufacture different versions of the engine family.
The Modular engines are used in various Ford, Lincoln, and Mercury vehicles. Modular engines used in Ford trucks were marketed under the Triton name from 1997–2010 while the InTech name was used for a time at Lincoln for vehicles equipped with DOHC versions of the engines. The engines were first produced in Romeo, Michigan but additional capacity was added in Windsor, Ontario.
Ford engine V8 5.0L
Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the GM 6.2L LS3 used in the new Chevrolet Camaro, and the new Chrysler 6.4L Hemi ESF in the Charger, Challenger, and Grand Cherokee.
This engine had to remain close to the same physical size of the outgoing 4.6, and share other specifications with it such as bore spacing, deck height, bell housing bolt pattern, etc. in order for the engine to utilize existing Modular production line tooling.
The result was the 5.0 Coyote, which produced roughly the same amount of power as its competitors, but with a much smaller displacement. To strengthen the block enough to handle increased output, webbing was extensively used as reinforcement in the casting, rather than increasing the thickness of the walls.
The intake plenum was also situated low between the two cylinder banks to meet the height constraint, thus the alternator traditionally placed low and center was moved to the side of the engine. It shares the 4.6 L’s 100 mm bore spacing and 227 mm deck height, while bore diameter and stroke have increased to 92.2mm and 92.7mm, respectively.
The engine also retains the 4.6 L’s 150.7 mm (5.933 in) connecting rod length, which produces a 1.62:1 rod to stroke ratio.
The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2).
Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline.
The Coyote features all new 4V DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 12 mm lift, which is the maximum lift of the Coyote’s intake cams. Engine redline is 7000 rpm.
The Coyote is Ford’s first implementation of its cam-torque-actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT) in a V8 engine, which allows the power-train control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions. The engine is assembled in Ford’s Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.
Ford Racing 5.0-Liter Aluminator Crate Engine
Ford Racing Performance Parts takes you on a tour of our 5.0L Aluminator crate engine build line in Livonia Michigan. These hand assembled crate engines are available in naturally aspirated or supercharged versions. Applications include 2011-2014 Mustang GT or any Ford « restomod » or street rod build using our Coyote Crate Engine Controls Pack.
Ford V8 5.0L 2011 Mustang GT
The Coyote 5.0 Mustang motor has been a superstar since it was originally introduced in the 2011 Mustang GT. It was originally released in a just over 400 hp version in its debut. It saw a noticeable boost in horsepower with its upgraded mods in the Boss 302. While the official HP numbers have not yet been released, the rumored 440 horsepower should be relatively easy to pull off with the confirmed improvements and modifications.
The new 5.0L Coyote motor is getting the addition of charge motion control valves and new higher flowing cylinder heads with revised high flow ports to improve air flow into the motor. Along with the new cylinder head design we will see larger intake and exhaust valves with stiffer valve springs. Ford also improved the rotating assembly with forged rods and better balanced crankshaft. With all of these components we also will see higher compression ratio and higher red line. Top that all off with new intake and exhaust camshafts and you have a vastly improved coyote 5.0 engine.
Pour la Mustang MY2018, le moteur sera associé à une nouvelle boite de vitesse ’10-speed SelectShift automatic transmission’.
The manual transmission for both engine options has been upgraded for optimal torque. For the V8, the manual transmission has been totally redesigned to include a twin-disc clutch and dual-mass flywheel to increase torque capability and deliver more efficient clutch modulation.
A new 10-speed automatic transmission, available with both EcoBoost and V8 engines, is the best automatic Mustang has ever offered. With a wide-ratio span and optimized gear spacing, this all-new gearbox helps deliver higher average power for acceleration – improving responsiveness and performance.
‘The 2018 5.0L Coyote V8 is the latest in a long line of legendary engines. Can’t hurt that it’s more powerful and revs higher than any of the Mustang GTs to come before it. How fast? How powerful? Patience.’
Châssis Ford Mustang MY2018
D’autre modifications touchent au châssis, pour améliorer le comportement routier. Sur toutes les versions, Ford annonce des tarages de suspension revus. On note également de nouvelles cales élastiques, plus rigides pour le train arrière.
Compared to the previous six-speed, the new 10-speed transmission has quicker shift times, better low-speed tip-in response and significantly reduced friction losses. The all-new electronic control system includes unique tunes for different drive modes and features real-time adaptive shift scheduling to ensure the right gear at the right time. Steering wheel-mounted shift paddles allow drivers maximum manual control.
Video new 2018 Ford Mustang
Infographic new 2018 Ford Mustang
Source et images :
Mustang GT4 by Ford Perf’ : moteur V8 5.2L châssis GT350R-C …du SEMA Show au circuit !
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