Powder Metal Design Guide
Est horsepower : 271
Nominal Boost- 9.25 psi
Tial 38mm Wastegate, 7.25psi spring
Turbonetics Turbo manifold
Turbonetics T3/T4 60-1
HKS 1 g style blow off valve
Treadstone oil feed line/ drain kit.
Walbro 255 HP fuel pump
Fuel Cut Defender
270cc Accel injectors
Bell Engineering Adjustable FMU
Chrysler 420A Information
A low profile, cast aluminum cross-flow cylinder head has pent-roof combustion chambers housing four valves per cylinder. Dual camshafts run in six bearings with removable caps that are machined in head base material. Powdered metal valve seat inserts and valve guides are pressed into the head. Spark plugs thread into the center of the combustion chamber through wells cast into the head.The ports are a rectangle with a half cirlcle on each side of the rectangle.The rectangle is .95" wide and 1.25" tall. The diameter of the two half-circles therefore is 1.25" as well. I suck at math, so don't expect much Area of the rectangle: 1.188 inches squared Area of the circle: 1.227 inches squared The total cross-sectional area of the intake port is 2.415 inches squared. This does not include the space allowed for the fuel injectors.To provide turbulence in the cylinders that contributes to the rapid combustion necessary for low emissions and efficient operation on regular-grade gasoline, the intake ports cause the incoming air to "tumble" from top to bottom of the cylinders. The degree of tumbling action was balanced against the conflicting need for high air flow to obtain high power output.
Bore: 3.444
Stroke: 3.268
Rod Lgth: 5.470
C/H: 1.236 Head
CC: 52
Comp Ratio: 9.6:1
Dish/Dome Vol.: +5.0
Intake and exhaust manifolds
A two-piece cast aluminum intake manifold features 18.5 in. (470 mm) primary runners to enhance low-speed torque. The runners are curved to provide as much length as possible in the compact engine compartment of the Avenger and Sebring. A tapered plenum and elbow section deliver air from the throttle body to the runners. Recirculated exhaust gas (EGR) for NOx emission control enters the manifold at the base of the throttle body.
A compact, light weight nodular cast iron exhaust allows exhaust gas to heat catalytic converter to operating temperature quickly for low emissions.
Valve Train
Four valves per cylinder are actuated by dual overhead camshafts. Valve seat outer diameters are 1.36 in. (34.5 mm), intake, and 1.16 in. (29.5 mm), exhaust. All valves have 0.25 in. (6 mm) chrome plated stems. Intake valve lift is 0.31 in. (7.8 mm) and exhaust valve lift is 0.28 in. (7.0 mm). Valves have a 48 degree included angle; exhaust valves forward, intakes rearward. Each valve is operated by an end- pivot rocker arm. Each 0.79 in. (20 mm) roller cam follower runs on roller-bearings. Each rocker pivots on an inboard-mounted, fixed hydraulic lash adjuster. Barrel-shaped single valve springs provide control of valve actuation to 7200 rpm.
The nodular iron camshaft is hardened after machining to provide the requisite durability characteristics for roller followers. A state-of- the-art cog belt drives the camshaft. The belt system is designed to last the life of the vehicle without adjustment or replacement. High belt loads associated with operating 16 valves dictated a special high temperature rubber material and unique belt construction. A spring- loaded automatic tensioner with hydraulic damping forces an idler pulley against the back of the belt, maintaining proper tension for the life of the vehicle. Low inertia powdered metal sprockets, one for each cam, are spaced away from the block to reduce belt operating temperature. A two piece molded plastic cover completely encloses the belt to prevent damage from foreign matter. It includes a removable inspection plate.
Internal engine parts
Pistons are cast from a eutectic aluminum alloy that contains 12% silicon for wear resistance. They have an elliptical shape to control expansion during warm up to minimize noise and avoid low temperature scuffing. The pin is offset 0.04 in. (1 mm) to reduce noise. The tops of the pistons include valve clearance notches that allow increased valve lift. Piston pins are press-fitted into the rods. Ring line-up is conventional, with two compression rings and a three-piece oil ring.
Connecting rods and rod caps are initially formed as one-piece powdered metal forgings. Molding them from powder before forging assures excellent dimensional and weight control with minimum machining. Powdered metal rods are lighter than conventional forgings, especially at the piston end, resulting in low reciprocating weight and smooth high rpm operation. Weight is lower because the rods are made without the excess material that is partially machined away as part of the normal balancing process on conventional rods. The cap is separated from the rod by a unique process. The uneven surface that results from the breaking process provides perfect rod to cap alignment at assembly. Rod cap retention screws thread directly into the connecting rod for simplicity and light weight.
The nodular cast iron crankshaft is fully counterweighted -- it has counter weights on both sides of each crank pin -- to balance bearing loads for smooth, quiet operation yet weighs only 15 kg (33 pounds). Counterweights opposite each crankpin allow bearing diameters to be reduced from past practice for less friction aiding fuel economy and power. Main and rod bearings are 2.05 in. (52 mm) and 1.88 in. (48 mm) in diameter, respectively -- 0.4 in. (10 mm) and 0.15 in. (4 mm) smaller, respectively, than past practice. Main and rod bearing journal tolerances are reduced from past practice for quieter operation and longer life.
A conventional inertia-ring vibration damper is mounted on the nose of the crankshaft. Pulley grooves machined into the inertia ring drive the alternator and accessory belts. In addition to reducing engine noise and vibration, the damper reduces load variation on the belts for longer belt life.
The camshaft needs no bearing inserts: it operates directly in the cylinder head. Main and rod bearing shells are aluminum base material with a high load capacity.
Cooling Systems
The water pump scroll is integral with the block to reduce complexity. The pump is driven by the timing belt. The thermostat housing, cooling system filler neck, radiator hose nipple and overflow nipple are combined in a single cast aluminum part that attaches to the thermostat base on the cylinder head. The filler neck is on this housing rather than the radiator because the low hood line makes this the highest point in the cooling system and therefore the appropriate place for filling or refilling the system after maintenance or repair. A pressure radiator cap attaches to the filler neck. This cap maintains constant pressure in the cooling systems when the engine is running to enhance cooling and reduce water pump cavitation. This cap is smaller than a conventional radiator cap to avoid using an incorrect cap.
A check ball in the thermostat allows air in the coolant to escape when the system is cool but seals to assure rapid engine warm-up. The vent also aids in refilling the system after maintenance or repair by preventing air entrapment. By allowing air to escape, the vent also helps prevent large variations in coolant temperature during warm-up previously cause by trapped air.
The cast aluminum cylinder head cover has a black enameled finish. Raised nomenclature on the cover -- "DOHC 2.0L 16 Valve" -- has a silver finish.
Sealing Features
The crankshaft rear main seal is pressed into the block and bedplate assembly rather than into a bolt-on housing, eliminating a potential leakage path. The seal includes a Teflon(R) lip for long life.
The oil pump cover houses the crankshaft front main seal.
Oil pan and cylinder head cover gaskets are state-of-the-art molded silicone with steel backbones and compression limits.
Bed plate construction makes oil pan sealing easier by providing a flat, continuous, machined sealing surface.
The top surface of the cylinder head is machined flat for easy sealing.
Spark plug wells are sealed to the cylinder head covers by individual molded seals.
A molded silicone rubber gasket that is integral with the thermostat provides a high-integrity seal between the thermostat housing and cylinder head.
The oil pan drain plug includes a molded seal to prevent leakage.
The camshaft sensor is sealed to the cylinder head with an O-ring.
Fuel Injection System
Sequential multi-port injection uses injectors that direct a separate spray to each intake valve to provide balanced fuel delivery to all cylinders. Sequential injection improves throttle response and overall driveability compared to single-point or simple multiple-point injection.
The fuel injection system uses speed-density control -- engine speed and intake manifold pressure as primary determinants of fuel injection rate and timing. Intake manifold pressure is determined by a manifold absolute pressure (MAP) sensor. The injection system uses the same speed, timing and cylinder selection sensors as the ignition system. These direct-acting sensors provide both greater accuracy and quicker response than a conventional distributor.
The throttle body has a 2.05 in. (52 mm) bore to minimize restriction at high rpm. To enhance manual transaxle driveability, the throttle body has a contoured bore in the off-idle area that reduces the slope of the airflow vs. throttle angle curve making low-throttle "launches" easier. Also with manual transaxle, the throttle is operated by a progressive cam that provides relatively slow initial response to pedal movement. With automatic transaxle, the cam provides throttle response proportional to pedal movement.
Ignition System
The Avenger and Sebring 2.0-liter engine has a direct (distributorless) ignition system that provides the following benefits compared to distributor systems:
quick starts because camshaft and crankshaft sensors give early recognition of which cylinder is to be "fired"
simplification because the distributor and related parts are eliminated
greater accuracy because ignition and fuel injection timing signals are taken directly from the crankshaft and camshaft
reduced maintenance because timing adjustment is never required
improved idle quality because timing variation is reduced
improved engine response and idle quality because DIS sensors update data flowing to the PCM (power train control module) more frequently than conventional systems to accurately reflect changing speed and load conditions
high reliability through use of proven "Hall-effect" sensors
Two sensors provide data for operation of the system: a crankshaft timing sensor and a camshaft reference sensor. The timing sensor, which is inserted through the side of the block, senses two patterns of four slots each in the #2 crankshaft counterweight, spaced 180 degrees apart. These slots provide data for engine speed and timing calculations. Their position on the crankshaft establishes basic timing for the engine. Sensing directly from the crankshaft provides greater accuracy than prior systems that sensed from starter ring gear or torque converter drive plate. Individual slots are spaced 20 degrees apart. Spark advance and injection timing are computed from these points. One slot, called the "signature" slot, is 60 degrees wide; the others are approximately 5 degrees wide. The unique sensor output coming from the signature slot is used in combination with the output from the camshaft sensor to determine which cylinder is ready for fuel and ignition.
The camshaft sensor is mounted at the rear of the exhaust camshaft, outside the cylinder head. It is triggered by a ring magnet in the end of the camshaft. The magnet has four poles arranged asymmetrically at 150 degree and 210 degree intervals. Correlation between the magnet poles and the "signature" slot is established in less than one crankshaft revolution, allowing injection and ignition to begin.
A knock sensor permits fine tuning of engine operation rather than just responding to engine-damaging knock.
The four-lead DIS coil module is attached directly to the cylinder head cover, providing very short secondary wire leads.
Idle speed control
The PCM determines idle speed. It actuates a stepper motor and by-pass valve in the throttle body to change idle air flow. In addition to customary warm-up and basic idle speed control, a switch on the power steering high-pressure hose detects higher hydraulic pressure that occurs during steering action and compensates by increasing idle speed. Air conditioning compressor operation has the same effect. To maintain smooth operation, the PCM idle speed control system opens the valve in anticipation of compressor engagement or (with automatic transaxle) a shift out of Neutral.
Other Components
The generator is driven by a poly-vee belt from the crankshaft damper. The power steering pump and air conditioning compressor are driven by a separate poly-vee belt. The belt is also adjusted manually by means of a pivoting bracket.
A lightweight two-piece plastic air cleaner housing is remotely mounted and houses a panel-type filter. Air is ducted to the throttle body by a flexible molded hose.
To minimize oil pullover at high rpm, the crankcase ventilation system includes an oil separator in the cylinder head cover. The separator has baffles that inhibit the flow of oil to the intake manifold. Oil drains out of the baffling on a long, narrow plate pinned to the inside of the cover.
The optional automatic speed control system uses a vacuum servo supplied by manifold vacuum to open the throttle via cable. It allows the car to maintain any selected speed between 35 to 85 mph (56 to 137 km/hr.) A vacuum reservoir helps operate the servo on steep grades. An intermediate link between the speed control cable and the throttle cable allows the driver to increase speed, if desired, independent of speed control operation. The system cancels speed control action if the brake is applied, if engine or vehicle speed rises quickly indicating wheel spin or an out-of-gear condition, or if vehicle speed drops suddenly, indicating rapid deceleration.
Powered By Ford. There’s something special about those words, something iconic, something that evokes a grand American scope, from the first cross-country trips in a Model T to a majestic GT40 hammering down the rain-soaked Mulsanne straight. Powered by Ford. It’s the logo stamped into the cam covers of the five-liter Mustang, but you won’t need to raise the hood to understand what it means. The first time this majestic engine swallows through its thirty-two adjustably timed valves and bellows a crescendo through its twin exhaust, it will be more than crystal clear.
Down Topanga Canyon Road, I can see the road is clear several switchbacks below. I loaf along, watching and timing, waiting for the moment when I have seen everything before me. Then I drop to third gear and let this new 2011 Mustang sing to seven thousand revs. The acceleration is shocking, as is the maddened “whoop” which fills the cabin. In no time my co-driver and I have swallowed seas of traffic, fast-forwarding the windshield view to a blur, an F-15 in a sky of Cessnas. I could go on, but this is TTAC and therefore convention requires that I discuss price and value.
The price is pretty good. Under thirty grand puts you into a 5.0. Equip the car with the bare necessities — Brembo front brakes, 3.73 axle, and a deleted rear spoiler — and the cash register rings to the tune of $32,980. This is the equivalent of Frank Bullit’s old 390GT, but make no mistake: with a conservatively-rated 412 horsepower, this car would rip the lungs from the Highland Green hubcap-eater. E92 M3 owners should worry. C5 Z06 pilots will need to find a twisty road lest they be run nose-to-tail down long freeway sprints.
Not that this revamped Mustang is helpless or hopeless on those twisty roads. As with the Mercedes SL, the faster variants are increasingly numb at the helm due to greater engine weight. Consider this the SL63 of the range; strong enough for virtually any fast-road duty but without the extra weight and ponderousness of the forced-induction version. Turn-in is light but feedback through the EPAS is surprisingly good, no doubt aided by the 19-inch P-Zero Neros. Nineteens are standard on Brembo-package cars and the California Specials. I’d prefer to combine the lighter eighteen-inch wheels with the Brembos, even at the sacrifice of 235-width tires against the 245-width big-wheels, but Ford does not offer that particular combination.
Once in the turn, the five-liter is torquey enough to adjust the cornering attitude at will. I suspect that the stability control intervenes when brakes are applied, even when it’s supposedly turned all the way off. With that said, I’m not a newspaper journo and it’s not really in my bag of tricks to stomp the brake in mid-corner. Left-foot braking into the corner is dicey enough; the Brembos are nice but they are still two sizes too small for a car of this performance potential.
It is nearly impossible to overstate the sheer charisma of this engine. Dyed-in-the-wool import snobs will simply adore the way it builds power along the rev range. It feels like the big-money four-or-five-liter engines from Audi, BMW, and Jaguar, but there’s an American helping of torque thanks to the Ti-VCT clever cams.
While the original Fox GT 5.0 was in many ways simply a flexible platform for a sterling engine, however, this Mustang continues Ford’s march of refinement. NVH is down. Interior quality is up, measurably so in these pre-production cars compared to the GT 4.6 I drove last year. SYNC is available and recommended to all but the most feverish of Luddites. The “MyKey” electronic nanny is available as well, but no amount of technology will keep teenagers from dying in this car if the conditions are wrong. It’s simply too quick to be entrusted to the inexperienced.
The rest of the car is a Mustang, and more or less as we know it: shiny metal interior, vaguely retro styling laid atop decidedly retro packaging, low seating position, decent visibility, and stronger-than-Corolla inputs required at all controls. As with the V-6, there’s a bit of a fuel-economy story here: twenty-six miles per gallon for a stick-shift with the standard rear axle.
There are few things about this car that will not be apparent during a casual test drive, and it is worth passing them along to TTAC readers. These Mustangs don’t feel natural to those of us used to perching over transverse motors in a cab-forward arrangement, but after a few dozen miles one adjusts very well and begins to enjoy being in the longitudinal center of the car. This is a fast, competent, well-sorted performance car that delivers M3-level performance at half the price. That will seal the deal for many drivers, even initially skeptical ones, but I cannot lie: they had me at “Powered”.
[Jack Baruth attended the launch for the Mustang, which was paid for by Ford]
