robmustang201528
15 mustang gt302blown
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What's in the motor? Forged rods and pistions? Is the crank forged too?
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GT 500 internals
- Thread starter robmustang201528
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wproctor411
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Try researching first....????
ParsonsWV
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Seems like you know the answer. Why not just answer for him. You took the time to be a smart ass so why not take the time to be helpful to a forum member?
bluebeastsrt
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From autoweek.
2020 FORD SHELBY GT500: MORE ENGINE DETAILS
The new Shelby GT500 engine will get forged pistons and redesigned heads to handle all the added supercharged heat
ROBIN WARNER
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
UPDATED: 10/29/2019
The 2020 Ford Mustang Shelby GT500’s 5.2-liter supercharged V8 will produce a peak of 760 hp, but let's get into bit more detail about how Ford got to those numbers and why it thinks the GT500 can handle the power.
The GT500’s 5.2-liter V8 is, fundamentally, the same as the one used in the GT350, but with notable differences. The flat-plane crank is ditched for a stronger and, dare I say, more traditional cross-plane crank. Bigger connecting rods get thrown in as well, which are made from a “micro alloy steel” as is the crankshaft. The pistons are forged and have better oil cooling jets pointed in their direction.
Unchanged is the six-bolt-main block -- four vertical bolts and two cross bolts on every cap -- and the rest of the bottom-end structure. The slightly over-square motor has a 94 millimeter (3.7-inch) bore and 93 millimeter (3.66-inch) stroke, which is also the same as the GT350. To strengthen the cylinders of the aluminum block, spray bore iron liners are used that measure “tens of microns” thick -- or very thin.
For the top-end, the head bolts are longer with their first threads deeper in the block, which better handles the higher loads. After all, cylinder pressure is up from about 1,200 psi in the GT350 to over 1,800 psi in the GT500. These bolts were created for the GT500 but applied to both engines. A critical element here is a thicker head gasket, which longer head bolts accommodate. Otherwise, we have the same aluminum heads with two cams each and four valves per cylinder. The ports are CNC machined and the valvetrain gets high tension springs and upgraded valve seat material to handle the extra load and heat. Oh, and the cam covers are aluminum for the same reason.
That extra load comes courtesy of a 2.65-liter, reverse-flow, screw-type Eaton supercharger and integrated intercooler. That package adds a massive volume of air pressurized to 12 psi. As a result, compression ratio is down from the GT350’s 12.0:1 to 9.5:1. No matter, port fuel injection pumps plenty of fuel to keep up and equal length exhaust tube headers do quick work to expel the recently combusted cocktail
2020 FORD SHELBY GT500: MORE ENGINE DETAILS
The new Shelby GT500 engine will get forged pistons and redesigned heads to handle all the added supercharged heat
ROBIN WARNER
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
Share
1/4
Take a look at the 5.2-liter, supercharged V8 of the 2020 Ford Mustang Shelby GT500
UPDATED: 10/29/2019
The 2020 Ford Mustang Shelby GT500’s 5.2-liter supercharged V8 will produce a peak of 760 hp, but let's get into bit more detail about how Ford got to those numbers and why it thinks the GT500 can handle the power.
The GT500’s 5.2-liter V8 is, fundamentally, the same as the one used in the GT350, but with notable differences. The flat-plane crank is ditched for a stronger and, dare I say, more traditional cross-plane crank. Bigger connecting rods get thrown in as well, which are made from a “micro alloy steel” as is the crankshaft. The pistons are forged and have better oil cooling jets pointed in their direction.
Unchanged is the six-bolt-main block -- four vertical bolts and two cross bolts on every cap -- and the rest of the bottom-end structure. The slightly over-square motor has a 94 millimeter (3.7-inch) bore and 93 millimeter (3.66-inch) stroke, which is also the same as the GT350. To strengthen the cylinders of the aluminum block, spray bore iron liners are used that measure “tens of microns” thick -- or very thin.
For the top-end, the head bolts are longer with their first threads deeper in the block, which better handles the higher loads. After all, cylinder pressure is up from about 1,200 psi in the GT350 to over 1,800 psi in the GT500. These bolts were created for the GT500 but applied to both engines. A critical element here is a thicker head gasket, which longer head bolts accommodate. Otherwise, we have the same aluminum heads with two cams each and four valves per cylinder. The ports are CNC machined and the valvetrain gets high tension springs and upgraded valve seat material to handle the extra load and heat. Oh, and the cam covers are aluminum for the same reason.
That extra load comes courtesy of a 2.65-liter, reverse-flow, screw-type Eaton supercharger and integrated intercooler. That package adds a massive volume of air pressurized to 12 psi. As a result, compression ratio is down from the GT350’s 12.0:1 to 9.5:1. No matter, port fuel injection pumps plenty of fuel to keep up and equal length exhaust tube headers do quick work to expel the recently combusted cocktail
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