I already got a response to an early morning query from someone at Ford Racing regarding parts swapping. The response...
Things must have been moving very fast. Recall the number of parts FRPP had ready to go when the Coyote engine was new for '11. So based on the initial comment above it would appear that FRPP will be very busy.
Of interest regarding what components us older model owners will be able to slip into place:
Engine
- Larger bore block. Appears to be heavily ribbed. New pistons and squirters that required a higher capacity oil pump (billet gears?).
- Cast aluminum oil pan replaces steel pan and is larger by 1.5 quarts.
- Forged crank uses titanium slugs for better balance and allows new redline of 7,000 rpm (up from 6250).
- Eaton 2.3L TVS (gotta be better than the old FRPP catalog offering - somehow).
Hopefully we will soon find out (Go Sid!) what parts interchange will be possible with any of the above. I suspect that if Ford kept the old 5.4 baseplate for the new TVS, allowing a direct swap, that it'll be a very hot item. And now that it is an OE Ford production part, economies of scale should allow for some very reasonable pricing.
Transmission/Clutch/Drive Shaft/Rear axle
- Sounds like a Viper-spec Tremec 6060 with revised gearing is on its way in '13. Don't know if it'll utilize a traditional tailstock and internal shifter such as Tremec's upcoming T56 Magnum. Hopefully it will.
- Slightly larger than '11/'12 clutch. Revised for feel, hopefully with a commensurate hp capability. No word on the flywheel.
- Carbon fiber drive shaft, single piece, allegedly lighter than the previous steel unit by 11 pounds.
- Rear axle utilizes the old 3.31 ratio and supposedly uses larger bearings than even the previous GT500 specific axle assembly had (larger pinion bearing).
Drive shaft, as long as it is a direct swap into earlier cars, should prove to be a best seller for FRPP. We've waited years now for an OEM factory Ford piece that was rugged enough to handle more power. I hope FRPP gets to work on this one immediately!
Cooling
- Sounds like Ford has chosen to move up to a three row intercooler. May only fit the 5.8 intake manifold. Still looking for technical information on an upgraded heat exchanger.
- Transmission cooler sounds like it is integral to the new 6060 and thus may not be able to be retrofitted.
- Axle cooler appears to utilize an external pump that is actuated by temperature. This one should be a fairly easy swap. A quickie for FRPP to put together a kit here as well.
- Oil cooler. Higher horsepower means higher cooling needs. Our earlier model GT500's could probably benefit from whatever system the '13 will use.
Brakes
- Anyone that has ever tracked the flying pigs of yore have all pretty much reached the same conclusion. The car needs more brake! Hopefully the new six piston Brembo calipers will bolt to our existing '07-'12 spindles as well as the new, larger rotors fitting our existing hubs. A larger rotor out back (no mention of a caliper change) implies a move to a new caliper bracket. This bracket should be a direct bolt on for us as well.
Suspension
- The electronically adjustible Bilstein's should make for a simple and clean retrofit. A great addition if you frequent bumpy, unkept streets.
Wheels
- Oops. File this one under the major letdown section.
Anyone spy anything else we could use from the 'Ring mules? Looks like Ford may have something in mind to stop excess oil in the blower tract (and not just for "measuring"). It'll be interesting to see if Ford sticks with the tiny IC system reservoir as well.
Production engine assembly looks to sport a "kicked back" fuel line above the TVS. Too much convective heat from the blower gear case?
How long before we see a post entitled "I put my car jack underneath the oil pan and guess what happened?"
Mule looks to have brackets in place for a drive shaft safety loop - just without the loop. I want that drive shaft now!:-D
I see a temperature sensor, a feed and a return line. The question is, did the mules run coolant lines all the way to the grille up front and then all the way back?
Looks like you'll have to ditch your aftermarket axle reservoir if you were to add the cooler pump. Not much space is left up there...
Look closely, beyond the pimpy crossed drilling and you'll see those are actually a two piece rotor. I can't see Ford using the two piece/crossed drilled rotors for production. Then why test them? Maybe to further test the new, six piston calipers?
FRPP, if you offer it, a simple dash (or in-console) mounted toggle will do...
Bring it on gentlemen. Ford Racing is watching...
Things must have been moving very fast. Recall the number of parts FRPP had ready to go when the Coyote engine was new for '11. So based on the initial comment above it would appear that FRPP will be very busy.
Of interest regarding what components us older model owners will be able to slip into place:
Engine
- Larger bore block. Appears to be heavily ribbed. New pistons and squirters that required a higher capacity oil pump (billet gears?).
- Cast aluminum oil pan replaces steel pan and is larger by 1.5 quarts.
- Forged crank uses titanium slugs for better balance and allows new redline of 7,000 rpm (up from 6250).
- Eaton 2.3L TVS (gotta be better than the old FRPP catalog offering - somehow).
Hopefully we will soon find out (Go Sid!) what parts interchange will be possible with any of the above. I suspect that if Ford kept the old 5.4 baseplate for the new TVS, allowing a direct swap, that it'll be a very hot item. And now that it is an OE Ford production part, economies of scale should allow for some very reasonable pricing.
Transmission/Clutch/Drive Shaft/Rear axle
- Sounds like a Viper-spec Tremec 6060 with revised gearing is on its way in '13. Don't know if it'll utilize a traditional tailstock and internal shifter such as Tremec's upcoming T56 Magnum. Hopefully it will.
- Slightly larger than '11/'12 clutch. Revised for feel, hopefully with a commensurate hp capability. No word on the flywheel.
- Carbon fiber drive shaft, single piece, allegedly lighter than the previous steel unit by 11 pounds.
- Rear axle utilizes the old 3.31 ratio and supposedly uses larger bearings than even the previous GT500 specific axle assembly had (larger pinion bearing).
Drive shaft, as long as it is a direct swap into earlier cars, should prove to be a best seller for FRPP. We've waited years now for an OEM factory Ford piece that was rugged enough to handle more power. I hope FRPP gets to work on this one immediately!
Cooling
- Sounds like Ford has chosen to move up to a three row intercooler. May only fit the 5.8 intake manifold. Still looking for technical information on an upgraded heat exchanger.
- Transmission cooler sounds like it is integral to the new 6060 and thus may not be able to be retrofitted.
- Axle cooler appears to utilize an external pump that is actuated by temperature. This one should be a fairly easy swap. A quickie for FRPP to put together a kit here as well.
- Oil cooler. Higher horsepower means higher cooling needs. Our earlier model GT500's could probably benefit from whatever system the '13 will use.
Brakes
- Anyone that has ever tracked the flying pigs of yore have all pretty much reached the same conclusion. The car needs more brake! Hopefully the new six piston Brembo calipers will bolt to our existing '07-'12 spindles as well as the new, larger rotors fitting our existing hubs. A larger rotor out back (no mention of a caliper change) implies a move to a new caliper bracket. This bracket should be a direct bolt on for us as well.
Suspension
- The electronically adjustible Bilstein's should make for a simple and clean retrofit. A great addition if you frequent bumpy, unkept streets.
Wheels
- Oops. File this one under the major letdown section.
Anyone spy anything else we could use from the 'Ring mules? Looks like Ford may have something in mind to stop excess oil in the blower tract (and not just for "measuring"). It'll be interesting to see if Ford sticks with the tiny IC system reservoir as well.
Production engine assembly looks to sport a "kicked back" fuel line above the TVS. Too much convective heat from the blower gear case?
How long before we see a post entitled "I put my car jack underneath the oil pan and guess what happened?"
Mule looks to have brackets in place for a drive shaft safety loop - just without the loop. I want that drive shaft now!:-D
I see a temperature sensor, a feed and a return line. The question is, did the mules run coolant lines all the way to the grille up front and then all the way back?
Looks like you'll have to ditch your aftermarket axle reservoir if you were to add the cooler pump. Not much space is left up there...
Look closely, beyond the pimpy crossed drilling and you'll see those are actually a two piece rotor. I can't see Ford using the two piece/crossed drilled rotors for production. Then why test them? Maybe to further test the new, six piston calipers?
FRPP, if you offer it, a simple dash (or in-console) mounted toggle will do...
Bring it on gentlemen. Ford Racing is watching...
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