Ford: Mustang News
#1202
Even though there are a lot of buttons, it looks pretty clear to me, at least the HVAC and radio controls.
I don't like the parts-bin steering wheel or shift buttons on the shifter.
I don't like the parts-bin steering wheel or shift buttons on the shifter.
#1208
This is a PREPRODUCTION MULE. Much like the exterior is nothing what the final version will look like, the interior is nothing like what the production version will look like.
That center stack was taken straight from a base model Fusion...
This car is still 2 years from being ready...
That center stack was taken straight from a base model Fusion...
This car is still 2 years from being ready...
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ttribe (08-02-2012)
#1214
#1216
can we get a thread title change
THIS IS NOT THE NEW INTERIOR
also would you guys take a IR rear suspension with a ltl downgrade in the interior???
Cause there's gotta be cost cutting somewhere unless ford finds a way to build this cheaper.
THIS IS NOT THE NEW INTERIOR
also would you guys take a IR rear suspension with a ltl downgrade in the interior???
Cause there's gotta be cost cutting somewhere unless ford finds a way to build this cheaper.
#1217
You guys seriously think they'll put the finished product into a test mule that will be shredded once its purpose has been fulfilled? Not likely. The materials may or may not improve but I doubt what you'll see is the final product.
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65 Fury Convert (08-02-2012)
#1219
I doubt they will raise the price that much cause the camaro/challenger both have IRS. So they will lose sales.
I'm more interested to see what the body will be like. Its suppose to get a new makeover right??
I'm more interested to see what the body will be like. Its suppose to get a new makeover right??
#1221
The solid rear axle has no problem putting the power down but street manners and handling could still be improved with IRS, as highlighted in the ZL1 vs. GT500 comparo in the Car Video thread.
If they offered a suspension package with a Watts link the car would handle even better.... though at that point money is better spent towards IRS development.
Good first point.
They're only going to have mules running about, we aren't going to see the real non-camouflaged car until 2014, late 2013 at the earliest. Probably to be revealed at some major car show.
If they offered a suspension package with a Watts link the car would handle even better.... though at that point money is better spent towards IRS development.
They're only going to have mules running about, we aren't going to see the real non-camouflaged car until 2014, late 2013 at the earliest. Probably to be revealed at some major car show.
#1222
This is a PREPRODUCTION MULE. Much like the exterior is nothing what the final version will look like, the interior is nothing like what the production version will look like.
That center stack was taken straight from a base model Fusion...
This car is still 2 years from being ready...
That center stack was taken straight from a base model Fusion...
This car is still 2 years from being ready...
And shouldn't this be in the Mustang thread in Automotive News?
#1223
I dont have experience with this, but from what I've read it is my understanding that Ford has brought basically the best out of what the solid rear axle they can and it is good assuming the road you are on is perfectly smooth.
Which obviously in the real world aint true, IRS can handle the bad road conditions and be able to drive fast. Without it you gotta be scared on a bad road.
yea lol
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MTEAZY (08-04-2012)
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#1236
2012 Ford Mustang Cobra Jet Twin-Turbo Concept
Press release...
The Ford Racing Mustang Cobra Jet concept revealed today at the Specialty Equipment Market Association (SEMA) show proves there is indeed a replacement for displacement.
In the perpetual quest to stay ahead of the competition, for the first time ever Ford Racing has equipped its factory-built turn-key drag racer with a turbocharged engine, adopting the same award-winning technology found on road-going EcoBoost engines.
Winning heritage
When the original Mustang Cobra Jet drag racers rolled out of the Mustang factory in 1968, they relied on 7.0-liter V8 engines with massive four-barrel carburetors to propel them down the strip.
“When a new generation of Cobra Jets arrived four decades later, they immediately began winning with a modern, fuel-injected 5.4-liter V8 topped with a belt-driven supercharger,” recalls Jesse Kershaw, Ford drag racing competition manager. “Over the past four years, the Cobra Jet has gone on to become both a fan and competitor favorite, the most successful late-model vehicle in drag racing.”
“Racing pre-dates Ford Motor Company. Henry Ford himself raced the 999 and won in 1901 to generate interest for the new company,” said Jamie Allison, director of Ford Racing Technologies. “We haven’t stopped since.
“We’ve competed in almost every category of auto racing, from deserts to road courses to ovals and drag strips over the past 111 years, often with cars and trucks based on our production models, including the Mustang,” Allison added.
In 2011, the Mustang GT’s all-new 5.0-liter V8 found a home in the Cobra Jet, both with and without a supercharger.
“Despite its smaller displacement, the improved breathing of the 5.0-liter with its twin independent variable camshaft timing and Boss 302 cylinder heads provided comparable performance while showcasing the high technology available in street Mustangs today,” said Rob Deneweth, Cobra Jet powertrain development engineer.
“Ever since we relaunched the Cobra Jet in 2008, we’ve continuously evolved the engine to be more optimized for drag racing and produce more power for its NHRA class.”
While superchargers provide instant on-demand power, they can also sap a lot of power especially at high boost levels. The 2.9-liter blower used on the 2013 Cobra Jet uses as much as 100hp to drive the supercharger.. That’s power no longer available for acceleration.
Two turbochargers, no waiting
Fortunately, every internal combustion engine has a plentiful source of energy that normally goes to waste right out the exhaust pipe. Turbochargers harness the thermal and kinetic energy in the exhaust gases to drive turbines and compressors that force more air into the engine for a big increase in power without most of the parasitic losses of a supercharger.
“Ford has embraced turbocharging technology and a lot of our production engineers are working with the technology on a daily basis, so we have a lot of knowledge,” added Deneweth. “So we decided to apply that knowledge to the Mustang Cobra Jet to showcase what our engineers and suppliers know how to do.”
Turbocharger design and release engineer Dave Born joined the Cobra Jet team after working on the 3.5-liter EcoBoost® V6 for the F-150 to help make this concept a reality. “When done right, turbocharging is just as good as or better than supercharging,” Born confirms.
“To overcome the biggest perceived drawback of turbocharging – the lag – we’ve selected the smallest possible turbos that will give us the airflow we need,” he added. “We’ve also got some other enhancements to help improve the responsiveness; we have very low inertia and very low internal friction.”
NHRA competition rules for the stock classes Cobra Jet races in require parts like turbochargers to be derived from production components. Borg-Warner™ has supplied smaller, more efficient turbochargers based on the units used in the Focus ST for the Cobra Jet concept. Smaller than those found in most other drag racing applications, the turbine wheels are made from titanium aluminide that reduces the rotational inertia by 50 percent. Along with a shaft riding on low-friction ball bearings, the compressors can spin up to 150,000 rpm almost instantly.
The same integrated, electronically controlled wastegates used on production EcoBoost engines enable the turbos to keep spinning and generating the boost pressure needed for low elapsed times and high trap speeds at the strip.
One of the top reasons for a car company to go racing is the rapid learning curve it provides and the lessons that can be fed back into the vehicles customers drive every day.
“We’re already using ball bearings in the turbocharger of the 6.7-liter Power Stroke® diesel V8 in Super Duty trucks,” adds Born. “We’re also evaluating materials like the titanium aluminide for the turbine, and it could find its way into future production programs as the costs come down.”
In the perpetual quest to stay ahead of the competition, for the first time ever Ford Racing has equipped its factory-built turn-key drag racer with a turbocharged engine, adopting the same award-winning technology found on road-going EcoBoost engines.
Winning heritage
When the original Mustang Cobra Jet drag racers rolled out of the Mustang factory in 1968, they relied on 7.0-liter V8 engines with massive four-barrel carburetors to propel them down the strip.
“When a new generation of Cobra Jets arrived four decades later, they immediately began winning with a modern, fuel-injected 5.4-liter V8 topped with a belt-driven supercharger,” recalls Jesse Kershaw, Ford drag racing competition manager. “Over the past four years, the Cobra Jet has gone on to become both a fan and competitor favorite, the most successful late-model vehicle in drag racing.”
“Racing pre-dates Ford Motor Company. Henry Ford himself raced the 999 and won in 1901 to generate interest for the new company,” said Jamie Allison, director of Ford Racing Technologies. “We haven’t stopped since.
“We’ve competed in almost every category of auto racing, from deserts to road courses to ovals and drag strips over the past 111 years, often with cars and trucks based on our production models, including the Mustang,” Allison added.
In 2011, the Mustang GT’s all-new 5.0-liter V8 found a home in the Cobra Jet, both with and without a supercharger.
“Despite its smaller displacement, the improved breathing of the 5.0-liter with its twin independent variable camshaft timing and Boss 302 cylinder heads provided comparable performance while showcasing the high technology available in street Mustangs today,” said Rob Deneweth, Cobra Jet powertrain development engineer.
“Ever since we relaunched the Cobra Jet in 2008, we’ve continuously evolved the engine to be more optimized for drag racing and produce more power for its NHRA class.”
While superchargers provide instant on-demand power, they can also sap a lot of power especially at high boost levels. The 2.9-liter blower used on the 2013 Cobra Jet uses as much as 100hp to drive the supercharger.. That’s power no longer available for acceleration.
Two turbochargers, no waiting
Fortunately, every internal combustion engine has a plentiful source of energy that normally goes to waste right out the exhaust pipe. Turbochargers harness the thermal and kinetic energy in the exhaust gases to drive turbines and compressors that force more air into the engine for a big increase in power without most of the parasitic losses of a supercharger.
“Ford has embraced turbocharging technology and a lot of our production engineers are working with the technology on a daily basis, so we have a lot of knowledge,” added Deneweth. “So we decided to apply that knowledge to the Mustang Cobra Jet to showcase what our engineers and suppliers know how to do.”
Turbocharger design and release engineer Dave Born joined the Cobra Jet team after working on the 3.5-liter EcoBoost® V6 for the F-150 to help make this concept a reality. “When done right, turbocharging is just as good as or better than supercharging,” Born confirms.
“To overcome the biggest perceived drawback of turbocharging – the lag – we’ve selected the smallest possible turbos that will give us the airflow we need,” he added. “We’ve also got some other enhancements to help improve the responsiveness; we have very low inertia and very low internal friction.”
NHRA competition rules for the stock classes Cobra Jet races in require parts like turbochargers to be derived from production components. Borg-Warner™ has supplied smaller, more efficient turbochargers based on the units used in the Focus ST for the Cobra Jet concept. Smaller than those found in most other drag racing applications, the turbine wheels are made from titanium aluminide that reduces the rotational inertia by 50 percent. Along with a shaft riding on low-friction ball bearings, the compressors can spin up to 150,000 rpm almost instantly.
The same integrated, electronically controlled wastegates used on production EcoBoost engines enable the turbos to keep spinning and generating the boost pressure needed for low elapsed times and high trap speeds at the strip.
One of the top reasons for a car company to go racing is the rapid learning curve it provides and the lessons that can be fed back into the vehicles customers drive every day.
“We’re already using ball bearings in the turbocharger of the 6.7-liter Power Stroke® diesel V8 in Super Duty trucks,” adds Born. “We’re also evaluating materials like the titanium aluminide for the turbine, and it could find its way into future production programs as the costs come down.”
#1238
My neighbor has a black Cobra Jet, he gets it out on Sundays sometimes if it's nice. That thing is so sick, I'll shut my mower off just to hear it run. Just sounds incredible. I can only imagine a twin turbo.
#1239
Barbie Mustang Power Wheels Dyno
When I was a kid, Power Wheels were all the rage. But my caring and loving parents refused to buy me 1, no matter how many times I asked. My experiences with the machines back then were limited to test-drives at the local Toys R Us, or befriending the weird kid down the block just so I could take his for a spin every so often. Even today, Power Wheels are still a hit amongst youngsters, and although I'm a grown-up now (I guess) who gets to drive all sorts of, you know, real cars, I still get plenty jealous when I see some lucky kid cruising down the sidewalk in 1 of these machines.
I'm thankful, then, for companies like DBR High Performance. Because as the video below clearly shows, these awesome toys from my youth can still provide plenty of hilarity and excitement for adults. Here, the folks at DBR strapped Barbie's iconic pink Power Wheels Mustang to a dyno to see just how much power this bad boy is putting down (in face-melting Rabbit Mode!).
Is it powerful? Goodness, no. But is it hilarious? Absolutely. Scroll down to see for yourself.