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2015+ S550 Mustangs
2015+ S550 Mustang Talk
Road & Track: Flat Crank 600hp 5.4 NA GT350
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<blockquote data-quote="americansteel" data-source="post: 13775964" data-attributes="member: 149471"><p>a Ford powertrain engineer explained that direct injection is NOT always a step ahead for fuel economy and emissions--especially when considering cost, complexity, and how the technology will pair with other innovations. "When the program started, it [the new Duratec in the Mustang] was a direct injection engine," said Greg T. Johnson, a powertrain integration manager whose responsibilities include both engines. But according to Johnson, Ford powertrain engineers eventually realized that leaving the direct injection aspect out of the design allowed charge-cooling advantages--allowing engineers to better optimize intake air temps for fuel economy, power, and emissions.</p><p> Typically, direct injection allows better control over knock, enabling a higher compression ratio, which does help optimize combustion. "Yeah, it helped us a little bit with knock, but it wasn't that much for all the cost," said Johnson, referring to all the more expensive parts, such as high-pressure fuel-system components, needed for direct injection. Ford even developed a direct injection version of the engine and was testing running prototypes, "but in the end it didn't make business sense," Johnson summed.</p><p> The strategy--instead optimizing the new Ti-VCT system and emphasizing breathing--paid off. The proof is in the pudding--the new Ford Duratec 3.7-liter V-6 (pictured) produces 305 horsepower and 280 pound-feet of torque, while GM's 3.6-liter direct injection V-6 makes 280 to 304 horsepower and 266 to 273 pound-feet of torque, depending on the application.</p><p> A similar story can be told for Ford’s new 5.0-liter V-8 engine, which at 412 horsepower and 390 pound-feet of torque produces more output than many same-size or slightly larger V-8 mills.</p></blockquote><p></p>
[QUOTE="americansteel, post: 13775964, member: 149471"] a Ford powertrain engineer explained that direct injection is NOT always a step ahead for fuel economy and emissions--especially when considering cost, complexity, and how the technology will pair with other innovations. "When the program started, it [the new Duratec in the Mustang] was a direct injection engine," said Greg T. Johnson, a powertrain integration manager whose responsibilities include both engines. But according to Johnson, Ford powertrain engineers eventually realized that leaving the direct injection aspect out of the design allowed charge-cooling advantages--allowing engineers to better optimize intake air temps for fuel economy, power, and emissions. Typically, direct injection allows better control over knock, enabling a higher compression ratio, which does help optimize combustion. "Yeah, it helped us a little bit with knock, but it wasn't that much for all the cost," said Johnson, referring to all the more expensive parts, such as high-pressure fuel-system components, needed for direct injection. Ford even developed a direct injection version of the engine and was testing running prototypes, "but in the end it didn't make business sense," Johnson summed. The strategy--instead optimizing the new Ti-VCT system and emphasizing breathing--paid off. The proof is in the pudding--the new Ford Duratec 3.7-liter V-6 (pictured) produces 305 horsepower and 280 pound-feet of torque, while GM's 3.6-liter direct injection V-6 makes 280 to 304 horsepower and 266 to 273 pound-feet of torque, depending on the application. A similar story can be told for Ford’s new 5.0-liter V-8 engine, which at 412 horsepower and 390 pound-feet of torque produces more output than many same-size or slightly larger V-8 mills. [/QUOTE]
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