2010 SHO
- Thread starter D3VST8R96GT
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rick focks
Post Whore
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ugh, keep it...
1996mustangGT
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I think it nice
OP
OP
D3VST8R96GT
Well-Known Member
sleeper yet again ....
eliyarbrough
Legend
So far of what I've seen, not that much, I like it! When you can't really afford anything, the extra 5K doesn't mean that much. Y'all are too spoiled to having a job & being able to afford stuff!
2slo95fiveoh
Well-Known Member
well at least the engineers at ford are stepping it up a little. AWD twin turbo is a big step from all the other crap they should have
left on the drawing board. I like it, but I wouldn't buy one.
left on the drawing board. I like it, but I wouldn't buy one.
rick focks
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spoiled?1STOF3 said:
Win
Legend
I like it.
I have always liked the SHO's. I think this is one of my favorite ones though.
I have always liked the SHO's. I think this is one of my favorite ones though.
OnyxCobra
Post Whore
I love it, when you consider how well it's equipped and all the features it comes with it's really not that expensive. Some of the stuff it has you'd never expect to find on a Ford; awesome.
EastBayStang98
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there sick ive always liked sho's
DropTopPony
Post Whore
I would drive it, Finally made one that can somewhat hang with a bimmer. Would be nice to see a factory turbo make its way onto a Mustang in the future.
Win
Legend
5.Woahhh said:
You know i think i heard the same thing somewhere also can't remember where though.
DropTopPony
Post Whore
Now that would be a really fun 6 banger, but if they did that then the GT's would have to be 400hp minimum to stay ahead of the 6's. Maybe the new 5.8 modulars will be making that N/A ?
Win
Legend
Found this On Themustangsource.com
Here is something I found today Magic numbers 3.5l 355 Hp 350 Torque at 3500 RPM. Impressive with a $700 premium in cost
FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE
DETROIT, Jan. 11, 2009 ? The first in a wave of new Ford EcoBoost? engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand.
The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine.
A look at the highlights of the EcoBoost story:
Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.
"The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine ? such as installing a V-6 versus a
V-8 ? yet boost the power using turbocharging to deliver similar power and torque of that larger engine."
Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.
"The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with."
Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.
"We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."
Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.
"By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."
Also found this.
http://www.autoblog.com/2008/01/25/ford-considering-twin-turbo-v6-for-future-mustangs-building-zr1/
Here is something I found today Magic numbers 3.5l 355 Hp 350 Torque at 3500 RPM. Impressive with a $700 premium in cost
FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE
DETROIT, Jan. 11, 2009 ? The first in a wave of new Ford EcoBoost? engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand.
The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine.
A look at the highlights of the EcoBoost story:
Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.
"The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine ? such as installing a V-6 versus a
V-8 ? yet boost the power using turbocharging to deliver similar power and torque of that larger engine."
Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.
"The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with."
Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.
"We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."
Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.
"By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."
Also found this.
http://www.autoblog.com/2008/01/25/ford-considering-twin-turbo-v6-for-future-mustangs-building-zr1/
