Does anyone know the full specs on the O5 GT powerplant

XJeep · Dec 2, 2004

No matter who I've asked so far and where I have looked and what I've been able to read. The one thing I have had the most problems learning about is the newer engine in the 05 GT

Some say its the same engine as in the 04, or some others say that only the top half is different... But from what I can tell, so far most of the engine seems to be different.... Is this correct or no?... and if not can anyone please tell me how, and why?

I almost certain that most of it has been changed from the O4... New heads, new block, etc..... But exactly how different is it from the 04 GT... Anytime I try to find info on it, its always the same basic general stuff over and over again... I have yet to find out what its made up of... Sadly so far the most anyone could tell me is that is a nearly 100% aluminum engine (block, heads. pistons, etc) But I have yet to learn any details about it....

Could someone out there please help. Maybe some of you guys that already own it, and who knows maybe there are already a couple of you out there that already had a chance to tinker with it...

Thanks again

Cameron

351CJ · Dec 2, 2004

I can't find the link right now but I read somewhere that the 05 GT engine has over 60% new parts from the '04 GT engine.

Block is new aluminum, '04 GT was the same cast iron block they've been using for 10 years.

Heads are completely new including heads, valves, cams etc.

Intake manifold is new.

Engine controls are updated.

ETC is new.

Exhaust manifold is new.

Pistons may be new.

Throttle body is new.

Variable cam timing is new.

About the only things that may still be the same are the crank, connecting rods, flywheel and hardware like bolts and nuts.

So until I find that link, this Ford press release will have to suffice.

POWERTRAIN

"Few vehicles have been as closely identified with their engines over the years as the Mustang. Whether it was the Boss 302, the 351 Cleveland, the 5.0-liter or the 4.6-liter MOD engine, Mustang owners have always known – and bragged about – what was under the hood. With the new 300-horsepower, three-valve 4.6-liter MOD V-8, we're giving them plenty to brag about – again."

–Terry Wagner
Manager
Ford Modular V-8/V-10 Engines

Mustang Packs More Power, Sophistication for 2005

An engine is the heart of any muscle car, and with the new 2005 Mustang, the beat goes on stronger than ever.

A new V-8 engine pumps the Mustang GT up to an impressive 300 horsepower and 315 foot-pounds of torque – enough to get any muscle-car enthusiast's heart racing. It marks the first time the mainstream Mustang GT offers 300 horsepower – formerly exclusive Mach 1, Cobra and Boss territory.

The GT's 4.6-liter, three-valve MOD V-8 packs 40 more horsepower than the current V-8 and more than 50 percent more power than the fiery small-block 289-cubic-inch V-8 that propelled the 1964 model to stardom.

This new level of performance – on regular gas – is made possible by intelligent application of modern technology, including all-aluminum construction and a new head design that incorporates three valves per cylinder and variable cam timing.

The V-6 Mustang customer hasn't been forgotten either. The new 90-degree, single-overhead-cam 4.0-liter engine produces 202 horsepower standard – up from the prior pushrod engine's 193 hp – for a new level of performance. Peak torque is 235 foot-pounds, 10 more than the prior model's 225.

"Part of our promise of building better cars cleaner, safer and sooner is not only delivering these cars to customers sooner, but reaching the end of the quarter mile sooner, too," said Hau Thai-Tang, Mustang chief engineer.

Electronic throttle control is new to Mustang for 2005. Each engine has been tuned to provide heart-warming performance sound and feel, without unwanted noise, vibration and harshness. New, faster electronic processors with more computing muscle and memory enable Mustang's more powerful engines to deliver even better fuel economy with lower emissions.

The High-Tech Road to 300 Horsepower

Mustang's new 4.6-liter, three-valve MOD V-8 has its roots in Ford's modular engine family that spawned stalwarts like the F-150's workhorse 5.4-liter Triton™ V-8s and the 6.8-liter V-10 found in Super Duty F-Series pickups.

The V-8's deep-skirt, lightweight aluminum engine block provides optimum stiffness and strength, saving 75 pounds compared with a cast-iron design. Computer-aided engineering was used to reinforce key areas of the block, adding rigidity without weight.

The lightweight hypereutectic aluminum pistons have short skirts, with an anti-friction coating that assures more of the power is delivered to Mustang's rear wheels and less is lost to friction. High-tension piston rings provide better cylinder sealing for long-term durability and low oil consumption. The connecting rods use Ford's cracked powdered metal manufacturing technique for precise fit. Five main bearings with cross-bolted main bearing caps further ensure durability and reduce flex. A tray attached to the main bearing caps baffles oil flow in the pan, reducing aeration and assuring proper oil feed to the crankshaft during the kind of sustained lateral maneuvers encountered in performance driving.

For refinement, both the V-8 and V-6 engine are installed using hydromount bushings on either side of the block. These liquid-filled engine mounts are tuned to quell specific unwanted vibration. The V-6 engine, with its narrower 60-degree V-angle, also uses a computer-designed, triangular cast-aluminum engine mount bracket.

In addition to offering more power and improved efficiency, Mustang's engines will meet Ultra Low-Emission Vehicle II (ULEV II) standards, which govern evaporative and tailpipe emissions. This makes the new Mustang a big part of Ford's growing environmental success story. On average, the 2005 fleet of Ford Mustangs will emit 57 percent less smog-forming pollution than the 2004 model year fleet.

Let It Breathe – Large-Port Heads Improve Efficiency

With 4.6 liters (281 cubic inches) of displacement, the Mustang GT engine generates more than 65 hp per liter. This compares with the 42 hp per liter that wowed enthusiasts when Ford first wedged a fiery, small-block 289-cubic-inch V-8 and four-barrel carburetor into the Mustang in 1964.

One of the keys to producing 300 horsepower from this relatively small displacement is Mustang's new single-overhead-cam, three-valve cylinder head design with variable cam timing. The new head gives the engine a higher compression ratio than previously possible on regular 87 octane gasoline.

Air equals engine power, and the V-8's heads use two intake valves per cylinder to move more air into the engine. A new, tuned-length exhaust manifold offers optimized exhaust flow to help scavenge burned gases from the cylinders.

The center-mounted sparkplug, for a symmetrical flame, is a Ford innovation. Longer and narrower than previous designs, it can extend down to the center of the cylinder head, while leaving as much room as possible for the valves. The compact coil-on-plug ignition system frees space under the hood and allows more precise spark control.

The three-valve heads are smaller than the previous two-valve heads, reducing weight. They also offer a more direct, "ported" style path to the valves for better air flow at peak engine speeds. Magnesium cam covers suppress valve train noise and reduce weight. Taking weight out at the top of the engine helps lower the car's center of gravity and its roll-center axis, improving handling.

Ford's modular engine architecture lets Mustang share its aluminum heads with the new, 5.4-liter, three-valve Triton V-8 of the F-150, benefiting manufacturing efficiency. The heads in the F-150 and Mustang GT engines even share the same part number, including camshaft. However, sophisticated electronic controls, including the ability to regulate camshaft timing, allowed Ford powertrain engineers to tune both engines quite differently to achieve their individual missions.

The Mustang's torque curve is steeper and peaks at 315 foot-pounds at 4,250 rpm. The Triton delivers more total torque, at 365 foot-pounds, with peak torque coming in more quickly at 3,750 rpm.

The 4.6-liter, three-valve MOD V-8 engine has the same cylinder bore diameter as the 5.4-liter, three-valve Triton, but a much shorter stroke – 3.54 inches vs. 4.17 inches. This gives it free-revving performance characteristics well-matched to a performance car.

Variable Camshaft Timing – Power Without Penalty

Variable camshaft timing was a key in the quest to wring more power from the Mustang's 4.6-liter, three-valve MOD V-8 engine, while simultaneously improving efficiency and reducing emissions. VCT lets allows the valves operate at optimum points in the combustion cycle, tailored to the engine's speed and load at that instant.

The Mustang VCT system allows up to 50 degrees of cam variation in relation
to the crankshaft angle. Ford's "dual-equal" variable cam timing design shifts timing of both the intake and exhaust valves together, with one camshaft per cylinder head. This provides all the benefits of, but creates far less complexity and adds less weight than, VCT systems that actuate the intake and exhaust valves separately.

The cams operate both sets of valves using low-profile roller-finger followers, helping reduce friction and keep the overall engine height – and thus, hood line – low. Cam position is controlled by an electronic solenoid that modulates oil pressure to advance or retard the cam timing based on input from the engine's electronic control computer.

Tuning the Mustang Sound

Topping off each engine is an all-new intake manifold, specifically tuned for the Mustang. Powertrain and NVH engineers worked together using computer-aided design and engineering, along with sound-quality studies, to achieve the right balance of sound characteristics and maximum airflow, assuring the Mustang engines sound as good as they perform.

Just as an opera singer's vocal cords vibrate to make a pitch, Mustang's tuned intakes create a distinctive, powerful, soul-stirring sound.

For the 4.6-liter, three-valve MOD V-8 engine, the new manifold incorporates a low-profile, dual-bore throttle body that draws cold air from outside the engine compartment and uses tuned intake runners for maximum power and efficiency.

The composite integrated air-fuel module incorporates a flat, stainless steel fuel rail with charge motion control valves at the end of each intake runner. The air-fuel mixture entering an engine behaves differently at different engine speeds and loads. At low engine speeds and light loads, these specially shaped CMCV flaps are closed to speed up the intake charge and induce a tumble effect in the combustion chamber. This causes the fuel to mix more thoroughly, and burn more quickly and efficiently. At higher engine speeds, they open fully for maximum flow into the combustion chambers at wide-open throttle.

Electronic Throttle Control – Steady Hand on the Power

Mustang's sophisticated electronics system – five times faster and boasting up to eight times more memory than the previous generation EEC-V powertrain control module – constantly monitors an array of sensors to make thousands of split-second decisions.

The most important sensor for the all-new electronic throttle control system is the one at the driver's right foot.

Mustang's powertrain computer infers the driver's intent from the position of the accelerator pedal. It continually matches this information against other data – like engine speed and load – and electrically operates the throttle-body at the front end of the intake manifold to achieve results the driver demands.

Mash the pedal, and the throttle body will open as fast as the engine can handle the inrushing air. At the same time, the powertrain computer optimizes the variable cam timing, fuel flow and transmission shift points to match.

This system – called torque-based electronic throttle control – is a direct descendant of technology first used in fighter aircraft. It delivers improved efficiency and better acceleration, compared with systems that simply mimic the action of a mechanical throttle linkage.

Throttle control is tuned to deliver consistent response over a wide range of operating conditions, including temperature and altitude, which influence engine response and power. Although lower density air still limits peak engine power, part-throttle response does not degrade with high altitude or high temperatures. The transmission shift schedule also changes to compensate.

"The benefit of electronic throttle control to the driver is an effortless feeling that gives drivers more of what they want, when they want it," said Eric Levine, Mustang V-8 Engine supervisor.

Because the stiff metal cable between a traditional accelerator pedal and the engine is eliminated, so is a traditional pathway into the cabin for noise and vibration.

The ETC system has numerous safety features, including redundant sensors and double return springs at the accelerator pedal, dual sensors at the throttle valve, a closed-throttle-default actuator, backup microprocessors and self-diagnostic software. Multiple fail-safe mechanisms are provided by the software and hardware, and the system is fault-tolerant – if a problem is detected, a "limp-home" mode allows the car to move under its own power.

RandyB · Dec 2, 2004

The new 4.6 3V is a nice improvement from the previous 260 hp 2V. And 70 lbs lighter on top of that. I think it looks nice as well - love the magnesium valve covers and composite intake, etc. Makes me almost forgive them for the pathetic bore spacing of the modulars.

XJeep · Dec 3, 2004

Thanks guys.....and I look forward to the link if you ever find it... it will be a great help...

So how many ponies do you think someone could sqeeze out of that bad boy, with out putting to much stress on it?

Im trying to decide if I shoudl keep the engine or replace it with something else... it would be so nice to have something in the area of 600 horses...

drummer · Dec 3, 2004

I wonder why Ford has not replaced that bore with a 3.90 or something and keep the same stroke.

351CJ · Dec 3, 2004

drummer said:

I wonder why Ford has not replaced that bore with a 3.90 or something and keep the same stroke.

Because the bore spacing is 3.94" on the mod motor. So the engine would blow up if you bored it to 3.90.

To answer your PM Xjeep, the rods, bearings and crank are probably the same. To run 600 HP new rods are a must and probably the crank and bearings too.

GTP2GTO · Dec 3, 2004

Still no power in the dang things... I was very disappointed. I really wanted to buy one since they look so nice...

Cobra-Master · Dec 3, 2004

XJeep said:

So how many ponies do you think someone could sqeeze out of that bad boy, with out putting to much stress on it?

No way are you going to pull 600 HP out of the stock internals and have the engine last any decent length of time. It's possible with the 03/04 Cobra engines up to about 800 HP with a ProCharger, but I suspect the GT internals would start having trouble long term above 500 HP.

Cobra-Master · Dec 3, 2004

GTP2GTO said:

Still no power in the dang things... I was very disappointed. I really wanted to buy one since they look so nice...

I disagree, they have plenty of power and potential. I always thought GM overrated the LS1 power ratings anyway.

Most stock LS1's were barely dyno'ing 280 HP to the wheels, but they were rating them anywhere from 310 to 350 HP at the flywheel... Many of the 04 Goat dynos that I've seen were barely hitting 290 HP at the wheels... that's awful considering a 350 HP flywheel rating from GM.

Ford tends to do the opposite and underrate their HP ratings.

XJeep · Dec 3, 2004

Cobra-Master said:

No way are you going to pull 600 HP out of the stock internals and have the engine last any decent length of time. It's possible with the 03/04 Cobra engines up to about 800 HP with a ProCharger, but I suspect the GT internals would start having trouble long term above 500 HP.

Ya I was worried about that... But there are always a way if your willing to fork out the cash. But that the real problem, im trying to find out which way is going to be cheaper.... And that 800 horses way over killl for this guy, i will be more than happy with 500-600.... But I think it would still prob still be easier and cheaper to mod the 3v some how, rather than swap the engine all together like I was originally thinking about doing...

I wish I had a full spec sheet in the 3v engine?

But anyways

what would you guys do?

I was considering dropping the 5.0 CAMMER under the bonnet (keep in mind emissions are no were near as strick where Im from, than say, most places in the US...

Ummm second choice is 4.6 4v (the tank engine) found in the SVT...thats if they are available...

Taking to one of my buddies and from what I found looking over the net,he said there is more room under the 05 bonnet than the cars before it....so trying to wedge it in should not be a problem...

As kewl as it would be to have the Cammer under the hood, I still think I would much rather keep the original engine if possible.... But money is the main issue here over all... Crate cammer will set me back $14000 plus a lil more here and there to tweak a few things just right. Im not 100% sure yet, but I think I can still get the numbers I want from the stock engine with out spending as much....

Any who, would love your guys thoughts...

XJeep · Dec 3, 2004

Cobra-Master said:

I disagree, they have plenty of power and potential. I always thought GM overrated the LS1 power ratings anyway.

Most stock LS1's were barely dyno'ing 280 HP to the wheels, but they were rating them anywhere from 310 to 350 HP at the flywheel... Many of the 04 Goat dynos that I've seen were barely hitting 290 HP at the wheels... that's awful considering a 350 HP flywheel rating from GM.

Ford tends to do the opposite and underrate their HP ratings.

I agree

thehemi · Dec 4, 2004

The LS1 is a beast of an engine with lots of potential.
I would not downplay that engine -- or the Mustang's.

Cobra-Master · Dec 4, 2004

thehemi said:

The LS1 is a beast of an engine with lots of potential.
I would not downplay that engine -- or the Mustang's.

I've owned both (I owned a '00 Z28 for 2 years).

The 4.6L is a much better engine considering responsiveness to mods.

TxFrog1999 · Dec 4, 2004

GTP2GTO said:

Still no power in the dang things... I was very disappointed. I really wanted to buy one since they look so nice...

And the GTO has a lot of good HP this year... I was really excited. I really wanted to buy one but they still look like a Gand Prix.

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