2013 shelby gt500 horsepower and torque relationship

Ford Mustang Shelby GT | Car Reviews | Auto

2013 shelby gt500 horsepower and torque relationship

Ford has answered the ZL1 with an update car of their own: the Shelby GT Recent spy shots have revealed that the company is. Shelby GT Blower Pulley Install - Tech Inspection - January . they arrived at engine targets of hp, lb-ft of torque, a nominal redline of .. We're not ready to publish the torque curve, but when you see it, you'll be. With a base price of $61,, the Ford Mustang Shelby GT can be as a driver and as a responsible human being are added to the equation. With hp and lb-ft of torque on tap, you need to exercise a great deal of restraint or .

Otherwise, having the squirters continuously flow at full volume would only cause excessive windage, which drags on the crankshaft costing horsepower and fuel economy. What the oil squirters do for piston temperatures is "awesome," say the engineers. That's a good thing, as the 5. To put numbers to it, the cylinder pressure in the Condor 5. That literally flattens the dome on a 5. As you might recall from physics class, such piston-collapsing pressure is due to tremendous heat.

And it's never far from the engine designer's mind that the piston dome is not only subjected to searing heat, but it also has one of the longest heat rejection paths in the engine.

2013 Ford Mustang Shelby GT500 Review

So besides needing a new, larger-diameter piston, the 5. While a conventional design, it does feature thick bulkheads to better support the piston dome. The angled geometry of these bulkheads is such that the small end of the connecting rod would no longer fit, so the small end of the rod was ground off at an angle, with the top of the small end narrower than the bottom of the piston-pin bore in the rod.

Luckily the oil squirters put so much oil onto the bottom of the piston that there's no need for the oil hole in the 5. Likewise, the main and rod bearings are unchanged. The tri-metal bearings are more expensive, but "really forgiving of any debris, contamination, high load, all that kind of stuff. Because the larger, stronger 5. This is handled by inserting a heavy tungsten weight into the front counterweight on 99 out of every 5.

Such balance concerns take on more, ahem, weight, when considering the mandate for a 7,rpm over-rev capability. The Achilles' heel of the modular engine family is its small cylinder-bore capability. We've beat this topic to death in our Coyote and RoadRunner stories, but as a quick refresher, the modular's mm bore spacing limit puts an emphasis on long piston strokes, and that in turn means high piston speeds. Even the vaunted '00 Cobra R 5. So here comes management with a need for an occasional 7, rpm over-rev capability.

The result is a need to keep everything as light as possible in the piston and ring packaging. It also underscores SVT's labeling the 7, rpm as a trick up your Nomex sleeve and not a daily habit anyone who can rev a Shelby to 7, rpm on a daily basis is living large on any account The idea of the over-rev is track-oriented.

So, we give time at the higher rpm, enough for any reasonable use of the car and the engine, but limit the amount of time up there just to limit exposure to those high rpm.

In fact, from a power standpoint, the ports handled the increased airflow delivered by the increased boost and more aggressive camming, so no porting work was required. What was left for the SVT engineers was making the exhaust valves live through the resulting higher temperatures. This took development of the valves, valve seats, and cooling system. This sounds simple, but the engineers were set on evening coolant flow as much as possible throughout the cylinder head, and that entailed many computer simulations.

In the end, they were pleased with the 5. Furthermore, this was accomplished with the first physical modifications as the development work was done completely in the computer.

2013 shelby gt500 horsepower and torque relationship

This saved tremendous time and money. Getting the exhaust valve to live was done with improved materials and a little extra mass. Incredibly, the extra mass found on the combustion chamber side of the valve head is there simply to withstand the hellacious cylinder pressure. The original concave profile of the 5. The Stellite is fitted to a groove machined into the valve face, and welded and machined in place.

In the cylinder head, the exhaust valve seats were upgraded from W to W Stellite. To support the extra airflow coming off the 5. These are more aggressive grinds than the 5. No other valvetrain modifications were necessary, so the intake valves, all valvesprings, retainers, roller-finger rockers, lash adjusters, timing sprockets, timing chains, tensioners, and pulse wheels are carryover 5.

The front timing cover is carryover as well, as are the valve covers and even the ignition system. Well, to help combat gap growth, the 5.

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An oil-to-water system is standard on every GT, while an optional Track Cooling Package reconfigures the oil cooling to oil-to-air. Both systems have their advantages, and one is not really better than the other, they just meet different needs. For regular street driving the standard oil-to-water system is the smart choice. For starters, it's included in the price of the car so it costs less.

And by transferring the oil heat to the water in the engine's regular cooling system you are assured rapid oil warm-up in the morning a good thing, especially in cold climes plus stable oil temperatures. Total engine cooling, both water and oil, is more than sufficient to meet any street driving need and some track driving as well. Certainly the typical daily driver Shelby enthusiast who indulges in the odd autocross or test-and-tune night at the dragstrip will be well served by the standard oil cooling.

If the oil-to-water system has a downside it's that all engine cooling--both water and oil--goes through the radiator. This limits ultimate cooling capacity which can be reached in protracted track sessions.

Therefore, track-day fans, and perhaps the handful of Southwest desert drivers who habitually hard-charge through the saguaros are the intended market for the air-to-oil Track Cooling package.

The big advantage to the air-to-oil option is greater total cooling capacity. The radiator becomes "larger" because it no longer has to shed oil heat, just engine coolant heat.

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Meanwhile, the oil gets its own cooler, so the total heat exchanger area to the atmosphere is increased. Of course, the option costs more, but it's a must for the open-track crowd. How SVT offers the two oil cooling systems is rather clever. Bolted to the left side of the block is a convoluted aluminum casting full of passages and mounting the oil filter. With standard cooling, this snake-like casting also mounts an oil-to-water heat exchanger, which looks rather like an aluminum brick.

The casting also offers hose nipples for piping the coolant between the radiator and the oil-to-water brick. For Track Cooling the oil-to-water brick is replaced by a thermostatic housing. Furthermore, the hose nipples are exchanged for threaded plumbing fittings to connect with an air-to-oil heat exchanger mounted in the front of the car, behind the grille.

In this way, the casting's passages are converted from water to oil galleys, and SVT doesn't have to build another adaptor. In all, it's a creative use of resources. So what about a car with standard cooling that gets open-tracked. Will it overheat and hurt itself? Copperhead will start closing the throttle and limiting engine speed when the coolant hits If the driver persists, or there is a mechanical issue such as a punctured radiator, the PCM can deactivate cylinders into a limp-home mode.

For the concours crowd 20 years hence, we'll note the 5. Jeff Albers explains, "We fill the engine with oil at the [Romeo] engine plant and don't top it off at the vehicle assembly plant [Flat Rock]. At the vehicle assembly plant [if Track Cooling is ordered], we add the cooler lines, so when you fill that with oil, the level drops.

So, the two engine codes have two different fill levels.

2013 shelby gt500 horsepower and torque relationship

We support that so Romeo Engine Plant can do a quick visual inspection on the dock of the oil fill level That's why those extra marks are on there. The oil is full synthetic 5W, which can survive up to degrees. Typical oil temperatures are with the oil-to-water cooling, with being the useful high end for that system.

Extended track driving will raise oil temps closer towhich is why open-track fans need the Track Cooling package.

2013 shelby gt500 horsepower and torque relationship

That's pretty cool for a buyer of this car because, you know, you go out and spend a lot of money on an AMG or And when you go out and buy a Shelby, there's only one place, and that gets back to the SVT exclusivity pillar that we offer. And it's a special engine. The most power V-8 in the world, right? In real terms, the GT sells a bit above 5, cars per year; we'd expect the over-achieving model to sell a few more as the Shelby extends its appeal.

It will make one heck of a Ford Racing Performance Parts crate engine, too. Record Business There's no doubt the new 5. In our personal experience, the ci V-8 in the Saleen S7 was rated at hp and it was a production engine, albeit truly limited production. The Saleen V-8 was emission-certified in the U. We witnessed an engine dyno verification of a track-only not emission-legal special-order S7 engine that had nothing more than the wastegates screwed down to 8 pounds of boost.

It made 1, hp. A surprising number of other high-powered contenders turn out to be Vs or Vs, such as the Viper V, which doesn't equal the 5. Mercedes Benz has turned out some hefty V-8s, but not equaling hp. Shelby Super Cars SSC Ultimate Aero has used blown or turbo'd small-block Chevy derivatives variously rated in the high 1,hp league, but we seriously doubt these are emission-legal engines. Koenigsegg, a Swedish supercar builder, has produced a hp twin-turbo V-8 certified for European road use, but it's never been legalized in the more restrictive North American market.

Like the Saleen S7, the Koenigsegg is produced in numbers Ford would consider appropriate for prototype testing. The same can be said for the Danish-sourced Zenvo ST1, which uses a bespoke aluminum version of the Chevy LS block, a supercharger, and two turbos to post a 1,plus-horsepower rating.

2013 Ford Shelby GT500 Trinity 5.8L V8 - Power Of Three

But with only 15 cars scheduled for production, significant secrecy around the entire project, and North American emissions doubtful, it's not our idea of a production V-8 either. We're sure other boutique V-8s can challenge SVT's 5. The battery was no longer relocated to the trunk forand the over-rider traction bars were discontinued.

The normal factory fold-down rear seat was optional. While early cars had black engine blocks, and later cars had their engines painted the regular factory Ford dark blue. The models came with a dual-exhaust exiting in the rear.

These cars were specifically ordered by Shelby American for conversion into GTs. Upon delivery to Shelby-American, the cars were randomly picked for conversion. The Ford VINs were shipped in 'blocks,' but many differ significantly because the order they were taken for conversions.

Total production for was 1, fastbacks, including two prototypes and four drag cars, and the early production models with Ford Mustang bodies. In order to help Shelby sales, Ford, the major shareholder of Hertzpersuaded the rental car giant to purchase 1, fastbacks, including two prototypes. The first 85 Hertz cars were available with four-speed manual transmissions and Hertz advertised them as "Rent-a-Racer" cars.

Ford Shelby GT Mustang runs stock s, bests ZL1 again | Torque News

When the Hertz cars were returned to Ford to be prepared for sale to the public, the high-performance parts were often "lost" presumably at the manufacturer before final sale. Documented plans to introduce a convertible mid-production year were shelved due to supply, production and financial problems that happened as soon as the first cars started to arrive at Shelby's Los Angeles facility in September. By OctoberFord took control over engineering and purchasing.

Smith was tapped to fix the fiberglass fitment [17] and quality problems. Six months later, in Maythe decision was made to terminate the California-based Shelby operation.

On August 18,a small staff, along with the remaining engineering cars, was sent to Ionia.