68fastback

Likely EcoBoost will transition into this ...maybe by 2016 CAFE? Interesting tech with great promise, imo.

Sounds like Ford is headed in this direction.

That's a huge fuel flow ...equivalent on gas of flow needed to support about 635 HP! Across on 6 cylinders, I'd guess that's not a production MK_ and it must have somethihng like 48#/hr injectors (or larger) or dual injectors. If it's DI it would have to be a single, I think. ...very itneresting.

I agree. I believe Ford recently stated that every new car/engine they release will run on 87 octane frm now on though the calibration will sense higher octanes and make slightly more torque with them, but all will run on 87. Believe it or not, even the GT500 leaves Flat Rock with 2 gallons of 87 octane in the tank, even tho it's a "premium recommended" engine. Wouldnt have believed it if I hadn't seen it with my own two eyes on two occasions one year apart.

That sounds very cool, JDP! If you find it, would be great if you can post a pic when you get a chance. :happy feet: I'm really hoping Ford will do a BOSS Mustang off the 5.0 DOHC Coyote too I had my '68 fastback back when Parnelli Jones and George Follmer were cleaning house in the TransAm in 170 ...really fun times just before the 'dark ages' -lol.

The H/Boss that goes in the SuperDutys has the larger bore spacing (about 4.5"). I think the 5.0 enhanced modular is initially w/o DI. The 6.2 H/Boss is DI, I believe. The diesels use sequential turbo but EcoBoost is two small turbos, one for each cylinder bank. Dunno if we'll see a 5.0 GTDI EcoBoost but that would be a really nice F150 engine, imo. Wouldn't mind one in a mustang either ;-)

I agree though I think the majority of the efficiency gains will be due to DI and the rest due to EB/TT boost permitting the use of the lower standing losses of only 6-cylinders in place of 8. Together (GTDI) might be worth 2-3 mpg (maybe a tad more?) over a 4.6 as long as your right foot asks for similar power. Ask for more and that 'gain' can dry up but, overall, I agree that the efficiency benefits are real. There are also ongoing calibration improvements that will help, like zero-fuel trailling throttle, that is largely independent of of DI or TT but more due to ongong R&D. The new six-speed truck tranny will help too (and will sit behind the 500HP 6.2 F-150 Raptor-R motor that will compete in offroad racing this year).

I was reading that at the low-end Getrag will also build dry-clutch PowerShifts. Also read in Automotive Indistries that the new Ferrari California will get (as an option, I presume??) a 7 speed wet-clutch PowerShift -- 7DCL750 which is transaxle version, I believe.

Since the financial market meltdown Ford has its hands full just trying to find affordable liquidity for capital tool-up to execute on the existing plan. Even with Congressional help (if that happens) to uncork rented funds at affordable rates, I doubt we'll see any 'unplanned' buys anytime soon. Ford just dumped a major portion of it's Mazda stake (from 33.4 to around 13%) to free a half-billion to reinvest in it's own plan. That's how tight money is.

Good insight ...thanks -- I wondered about clutch life too. Do you know if the present examples are dry- or wet-clutched? I was thinking that eventualy the programming might be opened to the aftermarket or, more likely, 'cracked' by the companies that supply the dyno shops with their tune-management software today such that the DCT (and traction control) becomes part of the mix. Lacking that, it seems DCTs would give the manufacturers another tool/aspect to offer selectable 'personalities/modes' (e.g. std, sport, launch etc.) thru a cohesive total-systems management of the powertrain and it would seem DCTs are a natural for various control-point options (e.g. console-stick, paddle-shift, etc) with exquisitely accurate downshift-rev matching (as is already done on some cars) in certain modes where quicker shifting and minimal clutch 'overlap' time could produce some exciting performance at the touch of a switch ...in theory anyway. It would seem DCTs have the potential to offer many segment-tailoring and marketing benefits, besides economy, especially in the upscale and hi-po segments -- at least eventually -- and, over time, will bring another component into the 'tuner' mix ...probably inevitable, imo. Dan

Any higher torque capable versions of PowerShift on the horizon? ...something that could accommodate a Mustang GT or similar? I realize these trans are all about economy but I think there's also an important hi-po niche based on these in the future. Any thoughts? -Dan

...and after two years, still missed!!

I heard the Bullitt already has some handling pieces from the FRP bin but dunno if they're from that kit or not. I thought the struts, shocks and bars are essentially the FRP pieces the S-GT gets at SAI but done at AAI, but I'm not certain of that. Anyone?

Why is it that the Bullitt with 3:73s has no GG tax but the same engine in the S-GT with 3:55s does. I recently asked a Ford powertrain engineer and two Ford reps and no one knew. Any insights? Dan

Good luck with her!! Yeah, I'm hoping they do something like the Autralian control-blade IRS Ford developed with Dana. Compack, light, great geometry, can handle power :happy feet: ;-) I guess we'll have to wait and see. If it doesn't make the '10MY (spring '09?) refresh then I think they *must* do it for the ground-up 12'MY re-do -- we can only hope!!