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Mustang V6  (Source:
Ford's Mustang V6 finally gets some balls

When it comes to increasing the fuel economy of vehicles to meet more strict CAFE regulations, automakers are looking at a variety of possible scenarios. Many like Toyota and Honda are pushing hybrid powertrains with vehicles like the Prius and Insight. Others, like VW and Audi, are heavily invested in diesel technology.

Ford is no stranger to relatively expensive hybrid powertrains or turbocharging, but it is using an off-the-shelf, normally aspirated V6 to boost fuel economy in its 2011 Mustang. Base Mustangs have long been the laughing stock of the sporty coupe market with drivers limping along with a "whopping" 210 hp (240 lb-ft of torque) from a 4.0-liter V6 engine. That engine is rated at 18 mpg in the city and 26 mpg on the highway with a 5-speed manual transmission (16 mpg/24 mpg with a 5-speed automatic transmission).

Ford's base 2011 Mustang, however, should be able to give a little more dignity to those who choose not to go the GT route. The 2011 Mustang is now powered by a smaller, all-aluminum 3.7-liter V6 which pumps out an impressive 305 hp and 280 lb-ft of torque (at 6500 rpm and 4250 rpm respectively). The new engine is also 40 pounds lighter than the outgoing unit.

For the eco-conscious folks out there, fuel economy is up as well despite the 31 percent improvement in power. This time around, it's the automatic transmission (6-speed) that gets the best fuel economy at 19 mpg city/30 mpg highway. The 6-speed manual transmission is not far behind at 18 mpg city/29 mpg highway.

With the V6 Mustang now within 10 hp of its more expensive GT brother, Ford is expected to announce a new V8 engine for the vehicle that will be rated at around 400/400 (hp/lb-ft).

For comparison, the Mustang V6's arch enemy -- the Camaro V6 -- is rated at 17 mpg city/29 mpg highway. Considering that the new Mustang V6 now offers relatively the same punch as the Camaro V6 while weighing around 400 pounds less means that a whole new round of pony car wars is likely to begin.

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RE: Sad...
By Iaiken on 11/30/2009 2:49:55 PM , Rating: 1
Not to side with FIT on this one, but you are incorrect:

New Engines:
- Fuel Injection (direct injection is gaining a lot of ground)
- Solid state ignition coils
- Variable valve timing
- Electronically actuated throttle bodies
- Twin spool turbochargers
- Electronically actuated thermostats

- Programmable ECU which provides:
- Idle speed control
- Electronic rev limiters
- Temperature control
- Pressure compensation & compression control
- Wastegate control
- Throttle control
- Variable intake/exhaust
- Gear control (blips the throttle during a down shift)
- Multiple performance profiles
- traction control
- active stability control

So while the basic principle is the same... they are NOTHING like the much 'simpler' engines of old. The biggest problem with modern engines is that they are extremely difficult to tune and toy with.

So difficult in fact that when I swapped out my supercharger pulley, intake, injectors, headers & exhaust, the car ran like shit on the OEM ECU. I had to have it reprogrammed by a technician from Janspeed. Traditionally, these would have all been bolt on power upgrades.

Interestingly enough, the tech from Janspeed didn't go to school for anything to do with cars. He had a bachelors degree in mathematics and statistics.

RE: Sad...
By inperfectdarkness on 11/30/2009 3:42:08 PM , Rating: 1
i take it you've never flashed an ECU?

EPROM ECU's are one of the best things to ever happen to automobiles. proven tune + flash drive + 20 min in the home depot parking lot = higher performance.

you may have "enjoyed" being able to tune your car yourself with a timing gun, dyno & several hours of spare time; but what about being able to tune it for multiple scenarios in the span of just a few minutes...without copious amounts of tools/equipment.

then again, maybe i'm jaded. my '95 only has fuel injection & ignition coils--none of the other bells and whistles. the reason your car ran like shit is because you don't have a carb. in years gone by--you'd simply turn a screw on the carb to compensate for the mods. if you did nothing to the ecu--it's like leaving the default setting on the carb.

seriously, i don't know who these heathens are that live in the dark ages. tuning an ecu isn't witchcraft. even on a non-EPROM ecu, it's as simple as hooking up an SAFC & tweaking. tweaking...not in a dis-similar manner to how the carbeurator was tweaked.


RE: Sad...
By Iaiken on 11/30/2009 5:03:12 PM , Rating: 1
Mini computers are a little too complex for that as the OEM ECU will start doing weird things if you have a Unichip, Shark, Blufin, or Evotech remap and over time it will retard things to near stock parameters.

We wound up having to run it on a dyno with a linked fan assembly and reprogram all of the fuel/air curves for each and every gear from idle to 7000rpm. After that, the my Cooper S was up to 265hp and 229ftlbs at the wheel. Best of all, we were able to bring up low end torque by 59lbs starting at idle. This allowed us to tweak the idle speed control and bring idle down to 1100 rpm from 1500. We were also able to diagnose a problem with the thermostat valve not being able to open up all the way.

I figure the biggest reason for this is that BMW doesn't want you fucking with their cars.

"Young lady, in this house we obey the laws of thermodynamics!" -- Homer Simpson

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