Ford has officially announced that it will debut an all-new V6 engine for the 2011 Mustang at the LA Auto Show later this week. The new engine is smaller, displacing just 3.7-liters compared to the old 4.0-liter mill, but power is up significantly. In fact, power is way up with the new motor getting a bump from 210-hp to 305-hp! Torque is up too, by 40 ticks to 280 ft-lbs. Full power comes on at 6500 rpm with full torque at 4250 rpm. Plus, Ford says the new engine will deliver 19/30 mpg (city/highway) with a six-speed automatic or 18/29 mpg with a six-speed manual. Yup, finally a six-speed for the Mustang.
And as though all this we’re good enough, the all-aluminum block weighs less than the old 4.0-liter engine.
To achieve all these improvements, the motor uses Ford’s Twin Independent Variable Camshaft Timing (Ti-VCT). Essentially, this is the same engine that Ford first used in the Lincoln MKS.
Perhaps most importantly, however, is the fact that this new engine trumps that found in the new Camaro – by 1-hp. That certainly isn’t much, but by being able to make the claim is certain to help Ford win back some sales from Chevy. And in Ford’s smaller and lighter package, performance will no doubt put the Mustang ahead of the Camaro.
As exciting as this new V6 engine news is, we are still awaiting confirmation from Ford on an all-new 400-plus horsepower 5.0-liter V8 engine for the Mustang GT. Be sure to follow AutoGuide’s live LA Auto Show coverage starting December 2nd.
GALLERY: 2011 Ford Mustang
Official release and full specifications after the jump:
TWIN INDEPENDENT VARIABLE CAMSHAFT TIMING (TI-VCT) HELPS MAKE 2011 FORD MUSTANG V-6 A TRUE THOROUGHBRED
- Ti-VCT technology key to Mustang’s new 3.7-liter V-6 engine’s flexibility, delivering 305 horsepower and a projected 30 mpg highway with six-speed automatic transmission – no other vehicle in the industry can beat that combination
- Variable camshaft timing uses oil pressure to adjust valve opening and closing events, providing improved off-the-line acceleration over non-VCT equipped engines
- Variable valve overlap from Ti-VCT provides better fuel economy and emissions, along with optimized cold-start operation vs. conventional engines
DEARBORN, Mich., Nov. 30, 2009 – The heart of every Mustang is its engine, and beneath the hood of the new 2011 Ford Mustang V-6 beats a technological tour de force. Displacing 3.7 liters, the dual-overhead-camshaft (DOHC) 24-valve V-6 uses Ford’s Twin Independent Variable Camshaft Timing (Ti-VCT) to produce 305 horsepower and 280 ft.-lb. of torque and is projected to deliver up to 30 mpg highway – a combination unbeaten by any other vehicle in the industry.
Customer benefits of Ti-VCT include extremely precise variable control of “valve overlap,” or the window of time in which both the intake and exhaust valves in the engine are open simultaneously.
“This overlap control via Ti-VCT helps us eliminate compromises in the induction and exhaust systems,” said Jim Mazuchowski, Ford manager of V-6 powertrain operations. “Drivers are going to notice improved low-speed torque and increased fuel economy and peak horsepower. Plus, there are benefits they won’t notice, too, such as reduced emissions overall, especially at part-throttle.”
The flexibility allowed by Ti-VCT means Mustang V-6 customers will experience:
- Better off-the-line launch feel, with plenty of the low-end “grunt” for which Mustang is famous. Ti-VCT can deliver up to a 5 percent improvement in low-end torque and a 7 percent improvement in peak power versus non-Ti-VCT-equipped engines.
- Improved fuel economy at all engine speeds resulting in projected 19 mpg city/30 highway with six-speed automatic transmission; 18 mpg city/29 highway with six-speed manual transmission. Ti-VCT alone can account for up to a 4.5 percent fuel economy improvement over non-VCT-equipped engines.
- Lower emissions, with better control of NOx and HC throughout the range of engine operating speeds, reducing atmospheric pollution.
How the technology works
As a DOHC design, the 3.7-liter V-6 uses two camshafts per cylinder bank – one to open the intake valves and one to open the exhaust valves. Traditionally, camshafts only have been able to open the valves at a fixed point defined during engine design and manufacturing. But with modern variable cam timing systems, the camshafts can be rotated slightly relative to their initial position, allowing the cam timing to be “advanced” or “retarded.”
Ti-VCT takes this technology and applies it to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one valve per camshaft, controlled by the Electronic Control Module (ECM), each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.
The new 3.7-liter engine for the 2011 Mustang V-6 will be built at Ford’s recently retooled Cleveland Engine Plant No. 1.
2011 FORD MUSTANG V-6
Layout Rear-wheel drive
Standard 6-speed manual
Final drive 2.73 or 3.31
Construction: Unitized welded steel body, aluminum hood
Final assembly location: Flat Rock, Michigan (USA)
POWERTRAIN AND CHASSIS
Type 3.7L V-6
Manufacturing location Cleveland, Ohio (USA)
Configuration Aluminum block and aluminum head
Intake manifold Composite shell-welded with internal runner pack
Exhaust manifold Cast iron
Redline 6,850 rpm, hard limit 7,000 rpm
Valvetrain DOHC, 4 valves per cylinder, twin independent
variable camshaft timing
Pistons Cast aluminum
Connecting rods Forged steel
Ignition Distributor-less with coil-on-plug
Bore x stroke 3.76 x 3.41/95.5 x 86.7 mm
Displacement 227 cu. in./3,731 cc
Compression ratio 10.5:1
Engine control system PCM
Horsepower 305 @ 6,500 rpm
Horsepower per liter 82
Torque 280 ft.-lb. @ 4,250 rpm
Recommended fuel Unleaded 87 octane
Fuel capacity 16 gallons
Fuel delivery Sequential multi-port electronic
Oil capacity 5 quarts with filter
2011 FORD MUSTANG V-6
Optional 6-speed automatic
Final drive 2.73 or 3.31
Front Reverse-L independent MacPherson strut, 28.6-mm tubular stabilizer bar
Rear 3-link solid axle with coil springs and Panhard rod and solid stabilizer bar
Type Rack-and-pinion with electric power assist
Turning circle curb-to-curb 33.4 ft.
Type Four-wheel power disc brakes with 4-sensor, 4-channel anti-lock braking
Front 293 (11.5-in.) x 30-mm vented disc, twin-piston 43-mm floating aluminum
Rear 300 (11.8-in.) x 19-mm vented disc, single-piston 43-mm floating iron
TIRES AND WHEELS (TYPE, SIZE)
Standard Manual: P225/60R-17 A/S BFGoodrich Radial T/A
Auto: P215/65R-17 A/S Michelin Energy Saver
17 x 7.0-in. silver painted aluminum wheels
Optional 17 x 7.0-inch machined face, dark painted aluminum wheels
P235/50ZR-18 A/S Pirelli PZero Nero with:
18 x 8.0-in. narrow-spoke painted aluminum wheels
18 x 8.0-in. dark-stainless painted aluminum wheels
18 x 8.0-in. polished aluminum wheels
DIMENSIONS (inches unless otherwise noted)
Wheelbase 107.1 107.1
Overall length 188.1 188.1
Overall width 73.9 73.9
Overall height 55.6 56.1
Track, front/rear 62.3/62.9 62.3/62.9
Seating capacity 4 4
Front headroom 38.5 38.8
Front legroom 42.4 42.4
Front shoulder room 55.3 55.3
Front hip room 53.4 53.4
2011 FORD MUSTANG V-6
Rear headroom 34.7 36.5
Rear legroom 29.8 29.8
Rear shoulder room 51.6 45.0
Rear hip room 46.8 45.2
WEIGHTS AND CAPACITIES
SAE passenger volume 83.3 cu. ft. 81.0 cu. ft.
Cargo volume 13.4 cu. ft. 9.6 cu. ft.
Maximum towing capacity
1,000 lbs. 1,000 lbs.
FUEL ECONOMY (city/hwy) 6-speed automatic 6-speed manual
3.7-liter DOHC V-6 19/30 mpg estimated 18/29 mpg estimated
BASE CURB WEIGHT (POUNDS)
Manual transmission 3,750 estimated 4,000 estimated
Automatic transmission 3,750 estimated 4,000 estimated
Weight distribution (f/r) 54/46 estimated 54/46 estimated
Power-to-weight ratio TBD TBD
Manual transmission TBD TBD
Automatic transmission TBD TBD
Specifications subject to change.