Grimace427
Well-Known Member
That bump in power(heads, cams, valvesprings...) will be present on the '15 so I doubt they will do the same thing again for '16 or '17 for that matter.
Sponsored
Sponsored
direct fuel injection, is it coming soon?
- Thread starter jimmypop13
- Start date
- Watchers 0
That bump in power(heads, cams, valvesprings...) will be present on the '15 so I doubt they will do the same thing again for '16 or '17 for that matter.
scottpe
Well-Known Member
Agreed. Until DI comes, I suspect any changes in horsepower will come down to minor tweaks to tune, exhaust, etc., and it's doubtful those will amount to much... probably along the same lines as the increase from the '11-12 coyote to the '13-14 (8-10hp).
Trackaholic
Well-Known Member
I don't think this will happen. The videos of the HiPo testing certainly sound like a V8 (and normally aspirated at that). I doubt the initial GT350 would be a N/A V8 and then a change would be made a year later to a Turbo-6.
-T
Stevefreestyle
Blue Blood
- Joined
- Oct 19, 2013
- Threads
- 19
- Messages
- 622
- Reaction score
- 372
- Location
- Wollongong NSW Australlia
- First Name
- Steve
- Vehicle(s)
- 2021 Mustang GT 10Sp Auto, Velocity Blue
No more V8 from MY2017 GT350 ???
On what empirical evidence do you base that statement of unequivocal Fact - or is it simply a wild unsubstantiated assumption, falsely presented as a definitive fact ??
w3rkn
Well-Known Member
The Mustang is not about raw horsepower anymore, it is about torque & handling. There has been several rumors floating around that they are working on a new 3.5'ish V6 TT. Obviously DFI... but at 450ft-lbs, that would be hard for a 5.0 to keep up around the track.
We are still 1.5 years away from seeing one for sale, it will at least have DFI. I light engine would be ideal.
Also, Mulally said their focus didn't change with the S550, it broadened what they could do. So the BMW M3(M4) was/is still the goal. We will also see many iterations of the s550, & horsepower has never been a concern, as most can't utilize 300hp effectively.. so chasing moAr is pointless.
The GT350 is a MY17.. so all the test vehicles could be working on chassis. Or cross testing Mach2 & SVT at the same time?
Lastly, there is the Government pushing CAFE. (2 + 2). Or maybe it is just my wishful thinking, because I don't want a non-DFI engine.
Sponsored
Car manufacturers make money off of stepping stones. Each year they may add a few updates but never everything they are capable of. For example the 2010 Mustang had new body and interior but carry over transmission and engine. If the 2015 mustang is 3300lbs with 500hp, DI and the 10 speed auto, sales would be amazing for a year or 2 and then they would fall of and crash because there would be nothing new to look forward to. Don't expect DI till 2016-2018...
NOLA_Stang
Well-Known Member
- Joined
- May 24, 2014
- Threads
- 0
- Messages
- 59
- Reaction score
- 13
- Location
- New Orleans, LA
- First Name
- Chad
- Vehicle(s)
- '89 GT Conv, '03 GT
It's not completely out of the question, that also happened to the SN95's with the swap from 5.0 in '94 to 4.6 in '95.
DivineStrike
Doomsday
- Joined
- Jan 30, 2014
- Threads
- 82
- Messages
- 2,967
- Reaction score
- 201
- Location
- Charleston
- Vehicle(s)
- 15 GTPP, 11 F150 FX4, 07 CBR600RR
I don't think that scenario is as likely though with the amount of changes they made to the coyote. I expect at least a couple year run with the new configuration. Then hopefully they do a dual injection system with both DI and MPI. I would trade in my 2015 if that were the case. If it were DI only I would hold on to the car until DI proved itself without having any issues. It all just depends on how they implement the DI.
- Joined
- Mar 31, 2013
- Threads
- 177
- Messages
- 4,257
- Reaction score
- 1,522
- Location
- Cincinnati, OH USA
- Vehicle(s)
- '01/'09/'19 Bullitt, '90 GT, '00 Corvette FRC
The 4.6L came in 1996.
NOLA_Stang
Well-Known Member
- Joined
- May 24, 2014
- Threads
- 0
- Messages
- 59
- Reaction score
- 13
- Location
- New Orleans, LA
- First Name
- Chad
- Vehicle(s)
- '89 GT Conv, '03 GT
Sponsored
- Joined
- Mar 31, 2013
- Threads
- 177
- Messages
- 4,257
- Reaction score
- 1,522
- Location
- Cincinnati, OH USA
- Vehicle(s)
- '01/'09/'19 Bullitt, '90 GT, '00 Corvette FRC
Oh. come on now...you don't want to get kicked out of the Mustang club with incorrect minutia, do you?
Grimace427
Well-Known Member
Oh. come on now...you don't want to get kicked out of the Mustang club with incorrect minutia, do you?
Not with a Neil Degrasse Tyson meme, he's pretty awesome!
Don's Stang
Well-Known Member
I say hell no to direct injection on the 5.0
My focus ST is direct injection, dirty tips, not really as efficient as they say, a DI engine will never sound as good as a non DI engine. Plus they have carbon deposit issues
be thankful there not DI
Ford you listening, doubt it
My focus ST is direct injection, dirty tips, not really as efficient as they say, a DI engine will never sound as good as a non DI engine. Plus they have carbon deposit issues
be thankful there not DI
Ford you listening, doubt it
DI is cool tech but the 5.0 is extremely effiecient with current injection system. It's also a new technology volume wise. They are teething through similar issues port injected engines experienced from 83-90. The issues were usually related to carbon build up (shitty US gasoline) and poor oil control. Most performance cars turbo 2.3's and 5.0L got beat on enough that they stayed fairly clean.
DI is excellent to control combustion in non-N/A engines (EcoBoost etc) because of the ability to inject a pilot and main injection pulse at exactly the right location and time in the swirl. We attempt this with port injection and utilize the tumble from the intake port to hopefully keep the fuel atomized until it is ignited. DI has better atomization due to pressures (also maintains excellent delta in boosted applications) which is also much more precise (no dribbles) providing excellent Lambda under all conditions. The ability tuning wise this gives you (timing/fuel maps) is pretty awesome. You have the ability to run much closer to/on the knocking line (maximum cylinder pressure) maximizing MEP (power-emissions)
As it sit's the 5.0 has a large amount of power potential left in it, but emissions and economy go out the window. A more precise method of combustion is coming and not for increased performance as much as emissions and economy.
DI will get better with experience, still a handful of years away from it being commonplace.
DI is excellent to control combustion in non-N/A engines (EcoBoost etc) because of the ability to inject a pilot and main injection pulse at exactly the right location and time in the swirl. We attempt this with port injection and utilize the tumble from the intake port to hopefully keep the fuel atomized until it is ignited. DI has better atomization due to pressures (also maintains excellent delta in boosted applications) which is also much more precise (no dribbles) providing excellent Lambda under all conditions. The ability tuning wise this gives you (timing/fuel maps) is pretty awesome. You have the ability to run much closer to/on the knocking line (maximum cylinder pressure) maximizing MEP (power-emissions)
As it sit's the 5.0 has a large amount of power potential left in it, but emissions and economy go out the window. A more precise method of combustion is coming and not for increased performance as much as emissions and economy.
DI will get better with experience, still a handful of years away from it being commonplace.
Sponsored
