New Shelby GT350 Mustang Revealed! 5.2L Flat Plane Crank V8, 500+HP / 400 LB-FT

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Mustang6G LIVE COVERAGE OF THE UNVEILING AT SHELBY AMERICAN:

[ame="[MEDIA=youtube]id=dDYE_gT8YJ8;list=UUsvJw_ZiZz8Y43WsNYD-hVw[/MEDIA]"][ame="[MEDIA=youtube]id=ZzEcMMcTauY;list=UUsvJw_ZiZz8Y43WsNYD-hVw[/MEDIA]"]
Mustang6G.com Q&A with Jamal Hameedi on the new Shelby GT350 Mustang


PRODUCTION:

Q: Do you expect it to be a limited production?
A: It will be about the same as a GT500.

Q: Will there be as many built as customers want?
A: …Up to a point.


WEIGHT:

Q: Is the GT350 lighter than the base GT?
A: Yea, we’re not really talking curb weight today, but there was a lot of light-weighting. Much of it went to offset all the mass that we added in terms of power, brakes, etc., but we also went beyond that too.

Q: So you’re optimistic that…
A: Yea, I’m not going to tell you. [laughs]


ENGINE:

Q: Is it dry sump?
A: It’s not dry sump.

Q: Is it direct injection?
A: No.

Q: Where do you get the extra 0.2 liter displacement
A: It’s all bore. It’s got plasma sprayed bore lining. Same lining coating as the 2013 GT500.

Q: Better breathing with flat planes?
A: It’s the rotational inertia that it reduces and also from an exhaust standpoint because you’re going side to side, you’re never disturbing the next cylinder’s firing.

Q: And mass reduction on the crank right?
A: Right.

Q: Where is the crank made?
A. It’s mostly in-house.

Q: You guys forge the crank and machine it yourselves?
A: Yea, there’s bits that are forged…

Q: This is a pretty big motor for a flat plane crank (big displacement). What have you done in terms of crankshaft damping?
A: There’s almost 30 things we did (outside the block) to compensate for it. It’s going to be a whole other story on how we did that.

Q: Challenges with emissions compliance with a flat plane crank?
A: It was harder than usual.

Q: Tell us about the variable loading exhaust valve?
A: It’s got an electric valve. So the valve, depending on what driver mode you’re in, the valve will either be open all the time (track mode) or it will open under certain conditions.

Q: Is it dependent on RPM or back pressure?
A: It’s electronically controlled so there’s algorithms in there that turn valve on in the right point in time.

Q: How much were you able to share with the 5.0L?
A: There are little common parts (i.e. things in the valve train), but it’s pretty much an all-new engine: new heads, new casting, new intake, new crank, new pistons, new rods.

Q: There were rumors this engine was nicknamed Voodoo, is that the name it’s going by?
A: That was its nickname, yes.

Q: Any chance of seeing this engine in anything else?
A: Right now it’s just in this car. Which we’ve always done, just like the Trinity engine in the GT500. The GT500 was the only place you got the 5.8L.

Q: So it’s exclusive for now at least?
A: Yea.

Q: Is factory top speed software-limited?
A: No, it is drag-limited.

Q: How high does it go?
A: We’re not talking numbers today.


BENCHMARKS:

Q: What were your benchmarks for this car?
A: We had four cars that we bought. One was a 911 Carrera S — that was our main one. But we also bought a Ferrari California and that was mostly for NVH benchmarking. That’s the only flat plane crank front-engine car really out there. And then we bought a C7 corvette and also a Z28.

Q: Relative lap times compared to a Boss 302 around a race track?
A: Not really comparable. Way faster.. an order of magnitude faster.


SUSPENSION:

Q: What is the percentage of stiffness difference on the bushing between the GT350 and the standard GT?
A: Not that much. The bushings are different. The rate, the springs, the swaybars are different.

Q: Is the bushing changes primarily a handling thing or is it for NVH?
A: All for responsiveness and handling.


TRANSMISSION & DRIVETRAIN:

Q: Tell us a little about the transmission.
A: It’s a Tremec 3160 transmission that’s been modified fairly significantly to cope with the demands of the flat plane crank engine.

Q: What about the fly wheel and the clutch?
A: It’s got a low inertial dual mass flywheel and two 15-mm dual disc clutch.

Q: Does it share the halfshafts with the GT?
A: No, they are upgraded.


WHEELS/BRAKES:

Q: Why black wheels?
A: Actually there’s a reason for that. The brake pads we use, they create so much dust and customers just hate it. You drive the car once with clean wheels and they are dirty after a short drive. So that’s why we got dark wheels.

Q: Why no carbon ceramic brakes?
A: I think you’ll find out later that affordability was a big part of this car.

Q: So keeping price down was a big part of that?
A: Yes. That was a priority with this car.


MISC:

Q: Is it meant to be a Boss 302 replacement or a GT500 replacement? Where is it positioned in the lineup?
A: It is its own beast. Just because the whole flat plane crank is so different than anything we’ve done and anything that’s out there.

Q: In terms of the body panels, how much does it share with the GT and how much of it is new?
A: From the A-pillar forward it’s all new. The whole rear diffuser is new. Rear quarter panels are the same.

Q: Will this be a platform for the GT500?
A: The car has got really good bones so…

Q: How much fun was it working on this?
A: It was awesome. I don’t want to stop.



We have over 20 mins of Q&A with Jamal Hameedi which we have to clean up so it may take a bit.

Here are some quick points, paraphrased:
  • No dry sump
  • No direct injection
  • Extra engine displacement is all bore
  • Everything from the A pillar forward is different from the GT. In the rear, the rear lower diffuser is different but rear quarter panels are the same.
  • Benchmarked against 4 cars: 911 Carrera S (main benchmark), Ferrari California (since it is a front engine FPC), C7, and Z28.
  • "It is its own beast." Do not want to equate it as a Boss replacement or GT500.
  • How does it compare to the 302 or GT500 on the track? "Not really comparable. Way faster.. an order of magnitude faster"
  • About same production numbers as the GT500

More to come...




































































































































































































UPDATED WITH MORE PICTURES & VIDEO:


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Specifications:

  • 5.2L Flat Plane Crankshaft V8 Engine
  • More than 500 HP / Torque Peak above 400 lb-ft
  • MagneRide dampers
  • "Light weight" 6-speed manual transmission
  • 19" aluminum wheels - 10.5 front / 11 inch rear
  • Michelin Pilot Super Sport tires w/ GT350 specific sidewall construction, tread and compound
  • Brakes: 6 piston brembo calipers front / 4 piston brembo calipers rear
  • Torsional stiffness increased 28% over previous model
  • Cutting edge injection molded carbon fiber composite grille
  • Optional lightweight tower-to-tower brace
  • Upraded gauges with reduced chrome finishes
  • Flat bottom steering wheel
  • Unique Sheetmetal
  • Cloth Recaros


Shelby GT350 Mustang: The Legend Returns

All-new Shelby® GT350 Mustang is a thoroughbred capable of tackling the world’s most challenging roads and racetracks
  • GT350 is powered by a unique, high-revving flat-plane crankshaft 5.2-liter V8 engine that will produce more than 500 horsepower – the most powerful naturally aspirated Ford production engine ever
  • Advanced materials, MagneRide dampers, aggressive brakes and finely tuned aerodynamics push the performance of Mustang to previously unmatched levels
One of the most iconic performance Mustang nameplates of all time is returning, Ford confirmed today with the reveal of the all-new Shelby® GT350 Mustang.

The original Shelby GT350 introduced in 1965 established Mustang’s performance credentials. The all-new Shelby GT350 Mustang, featuring the most powerful naturally aspirated Ford production engine ever, is a world-class performance vehicle, designed to tackle the planet’s most challenging roads – an all-day track car that’s also street legal.

The new GT350 builds on Carroll Shelby’s original idea – transforming a great every-day car into a dominant road racer – by taking advantage of a dramatically improved sixth-generation Mustang to create a truly special driving experience. Driving enthusiasts behind the wheel of a Shelby GT350 can expect to be treated to the most balanced, nimble and exhilarating production Mustang yet.

Ford engineers took an innovative approach with GT350. Rather than develop individual systems to perform well independently, every component and shape is optimized to work in concert; balance is the key. While paying rigorous attention to detail, the team pushed the envelope with cutting-edge materials and technologies.

“When we started working on this car, we wanted to build the best possible Mustang for the places we most love to drive – challenging back roads with a variety of corners and elevation changes – and the track on weekends,” said Raj Nair, Ford group vice president, Global Product Development. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant – nimble, precise handling and massive stopping power.”

Track-tuned driveline
Early in development of the GT350, it was decided a high-revving, naturally aspirated V8 engine would best suit a track-focused Mustang.
“The final product is essentially an all-new powerplant unique to GT350 – and one that takes true advantage of the new chassis dynamics of the Mustang platform,” said Jamal Hameedi, chief engineer, Ford Global Performance Vehicles.

The new 5.2-liter engine is the first-ever production V8 from Ford with a flat-plane crankshaft, an architecture typically found only in racing applications or exotic European sports cars. Unlike a traditional V8, where the connecting rods are attached to the crankshaft at 90-degree intervals, this design evenly spaces all crank pins at 180-degree intervals.

The 180-degree, flat-plane layout permits a cylinder firing order that alternates between cylinder banks, reducing the overlap of exhaust pressure pulses. When combined with cylinder-head and valvetrain advancements, this permits better cylinder breathing, further extending the performance envelope of the V8.

The result is the most powerful naturally aspirated production Ford engine ever, at more than 500 horsepower, with a torque peak above 400 lb.-ft. The track capability is enhanced by the output characteristics of the engine – the 5.2-liter V8 features an exceptionally broad torque curve. Combined with its high-revving ability, the flat-plane 5.2-liter V8 gives drivers an enormous amount of performance and flexibility within each gear of the lightweight six-speed manual transmission. A standard Ford-tuned Torsen limited-slip differential optimizes cornering grip and straight-line traction.

“Make no mistake, this is an American interpretation of a flat-plane crankshaft V8, and the 5.2-liter produces a distinctive, throaty howl from its four exhaust tips,” said Hameedi.

Balanced dynamics
The new Mustang platform is the strongest in the history of the brand, with torsional stiffness increased 28 percent over the previous model. That stiff structure ensures the suspension geometry remains consistent, even under hard driving on back roads and tracks. Front stiffness is further improved on GT350 with a cutting-edge injection-molded carbon fiber composite grille opening and optional lightweight tower-to-tower brace. The front track has been increased while spring rates and bushings have been recalibrated all around, with ride height reduced compared to Mustang GT.

For optimum handling, the wheels need to respond quickly to the contours of the road and driver input. Reducing unsprung mass is key to improving that response, but a balance must be struck between taking mass out of a suspension and delivering truly capable braking performance.

Due to the significant speeds the car can develop, GT350 features the most track-credible brake system ever offered on a Ford vehicle in terms of absolute stopping power, fade resistance and brake pedal feel. The brakes are two-piece cross-drilled iron discs mounted to aluminum hats. At the front are massive 394-millimeter rotors clamped by Brembo six-piston fixed calipers with integrated caliper bridges, while 380-millimeter rotors at the rear utilize four-piston calipers.

GT350 makes use of extra-stiff 19-inch aluminum-alloy wheels – 10.5 inches wide in front, 11.0 inches in the rear – clad in state-of-the-art Michelin Pilot Super Sport tires with GT350-specific sidewall construction, tread face and compound. The custom tires are designed to deliver maximum grip on the road or at the track.

Ultra-quick responsiveness to changing conditions is provided by the first-ever Ford application of continuously controlled MagneRide dampers. The dampers are filled with a hydraulic fluid impregnated with iron particles; when an electric current is passed through the fluid, a near-instant adjustment of the suspension performance can be made. With wheel position sensors monitoring motion thousands of times per second combined with other vehicle data, changes can be made to each corner independently every 10 milliseconds for optimum handling performance. This is a system designed not just to make the car handle better but to instill greater confidence in even the best driver.

Obsession to detail
“Everything we changed on GT350 is purely functional-driven design, with the goal of improving the overall performance of the car,” said Chris Svensson, Ford design director, The Americas. “We optimized the aero shape of the car, and then fine-tuned what was left to increase downforce and cooling airflow.” All bodywork from the windshield forward is unique to this high-performance model and up to two inches lower than Mustang GT.

The new aluminum hood has been lowered and sloped, compared to the base Mustang, tightly wrapped around the engine for the smallest possible aerodynamic signature. Front and rear aero elements have been balanced to work together on the track. The fascia has been resculpted to provide the aggressive lower front splitter with maximum pressure and a ducted belly pan delivers significant downforce. The hood outlet acts as a heat extractor while also reducing underhood lift at high speed. At the rear, much of the engineering was focused on creating an aggressive functional diffuser doing double duty to increase downforce and provide cooling air to the optional differential cooler, and a subtle lip spoiler across the trailing edge of the decklid increases downforce without adding excess drag.

The athletic stance of the all-new Mustang is further accentuated with recontoured aluminum front fenders to accommodate the wider front track and wider wheel arches. Front fender vents work with vented inner fenders to draw out turbulent air in the wheel wells and smoothly direct it down the side of the car. The forward-angled grille is designed with individual openings to draw air through the radiator, high-pressure engine air intake, cooling ducts for the front brakes and, optional with the Track Pack, an engine oil cooler and a transmission cooler.

Focus-driven cockpit changes

Like everything else about GT350, the interior has been optimized for driving, beginning with the specially designed Recaro sport seats with a unique cloth. Hundreds of hours and many prototypes went into a seat that is both comfortable in daily driving and capable on the track. A flat-bottom steering wheel makes it easier for the driver to get in and out, and is more ergonomic on the racetrack. Gauges are upgraded to reflect the enormous performance capability of the car. Chrome and bright finishes have been reduced or eliminated to prevent sun glare that may distract the driver.

The advanced technology inherent to Mustang has been deployed for duty in the Shelby GT350. An all-new integrated driver control system allows selection of five unique modes that tailor ABS, stability control, traction control, steering effort, throttle mapping, MagneRide tuning and exhaust settings, depending on driver preference, to achieve maximum performance. Drivers are invited to test them all.
Drivers interested in comfort, convenience and entertainment upgrades may select the Tech Pack, which includes power, leather-trimmed seats; Shaker Audio; 8-inch MyFord Touch® LCD touch screen; and dual zone electronic temperature control, to name a few features.

“We took the best Ford Mustang yet and massaged every aspect of the car that affects the performance driving experience,” said Hameedi. “We tested endlessly on the most challenging roads and tracks in the world, and we believe serious drivers will love the Shelby GT350 Mustang.”

50 years of
Ford Mustang
Shelby GT350 Mustang is the latest in an all-new line of Mustang fastback and convertible models, including the specially designed 50th Anniversary Edition Mustang.
More than 9.2 million Mustangs have been sold since the car’s 1964 debut.

With more options to choose from, there is a Mustang to fit any lifestyle. The upgraded V8 in Mustang GT – now delivering 435 horsepower and 400 lb.-ft. of torque – is joined by a 300-horsepower 3.7-liter V6 and an all-new 2.3-liter EcoBoost® engine that brings state-of-the-art technology to Mustang.

The Mustang 2.3-liter EcoBoost engine uses direct injection, variable cam timing and a twin-scroll turbocharger to deliver the performance drivers expect with an output of 310 horsepower and 320 lb.-ft. of torque.

The new Mustang continues to be popular. In addition to being the most-liked vehicle on Facebook with 8 million likes, all-new models are turning on U.S. dealer lots in an average of six days.
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GT350_Shot_05.jpg



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I like this "When we started working on this car, we wanted to build the best possible Mustang for the places we most love to drive – challenging back roads with a variety of corners and elevation changes – and the track on weekends,”


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I'm so glad my 2011 is paid off and I've been saving money to do something special with the engine and twin turbos, plans scrapped, buying one of these. I'll see you guys in 2016 LOL.
 

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That front end....
 
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