2011 FORD SHELBY GT500 GOES LIGHTWEIGHT WITH ALUMINUM ENGINE, OFFERS ULTIMATE IN HANDLING

• With 550 horsepower and 510 ft.-lb. of torque, Ford’s Special Vehicle Team (SVT) delivers the new Shelby GT500® with a 10 horsepower increase; an all-new 5.4-liter all-aluminum engine is 102 pounds lighter than the previous cast-iron engine and uses Ford-patented plasma-coating technology

• For 2011, Shelby GT500 offers EPA-projected improved fuel economy in city and highway from 2010, eliminating the gas guzzler tax

• The addition of Electric Power Assist Steering (EPAS), a new optional SVT Performance Package, enhanced convertible rigidity and a lowered ride height contribute to improved driving dynamics and handling

DEARBORN, Mich., Feb. 8, 2010 – Ford’s Special Vehicle Team (SVT) engineers are taking high performance to a new level with the 2011 Ford Shelby GT500, resulting in a car that has an all-new aluminum-block engine, even better driving dynamics and handling, improved fuel economy and more horsepower than ever.

“The SVT team continues to push the performance standards of the Shelby to even higher levels and better refinement,” said Jost Capito, director of global performance vehicles and motorsports business development. “All the changes we made reflect a desire for even better handling and outstanding driving dynamics – from weight savings to improved balance.”

Weight savings, new technology headline all-new aluminum engine
The 2011 Shelby GT500 is powered by an all-new aluminum-block 5.4-liter supercharged V-8 engine, which produces 550 horsepower and 510 ft.-lb. of torque, a 10 horsepower increase versus the 2010 model. The engine also is 102 pounds lighter than its predecessor, delivering a better power-to-weight ratio, improved fuel economy, acceleration, handling and steering precision.

“Cutting weight to improve performance is a tradition among hot rodders,” said Carroll Shelby, founder of Shelby American. “It might not be as sexy as adding more horsepower or bigger brakes, but shaving pounds off of a car is the single smartest move you can make.”

The new engine uses state-of-the-art Plasma Transferred Wire Arc (PTWA) liner coating, a process that applies a 150-micron composite coating that contains nanoparticles on the internal surfaces of engine cylinder bores, replacing cast-iron liners typically used in aluminum engine blocks. The Intellectual Property Owners Education Foundation honored the inventors of the Ford-patented PTWA technology with the 2009 National Inventor of the Year Award.

This is the first Ford application of the technology, and it offers improved overall performance and durability, along with functional benefits of reduced friction between piston rings and cylinder bores, improved heat transfer due to increased surface contact area and a weight savings of 8.5 pounds compared to a typical steel-sleeved aluminum block. A mechanical roughening process provides higher material adhesion for the spray coating.

The PTWA process uses air and electricity to create a plasma jet of 35,000 degrees Fahrenheit, which melts a steel wire that is fed into a rotating spray gun. Using atomized air, the melted steel wire is blown into a specially machined surface of the aluminum-block engine cylinder bore. In the process of melting and applying the metal to the surface, the steel wire oxidizes, creating a composite coating consisting of both iron and iron oxide.

“Ford’s Global Research and Advanced Engineering looks to all industries for advanced technologies – and this comes from aerospace. It’s the same technology you would find on aircraft engines,” said Glenn Jorgensen, SVT powertrain team leader. “We’ve invented a coating as a replacement for cast iron that delivers improvements in power and performance and fuel economy.”

The new engine also has its roots in the iconic Ford GT. The new 5.4-liter engine is an evolution of the GT engine, with improved block structure through the use of a unique bulkhead chilled process and six-bolt billet main bearing caps. This new advanced engine will exceed Ford GT performance with its traditional supercharger technology.

“The Ford GT has solidified itself as one of the world’s most coveted supercars. To make improvements to the engine from this supercar and make it available in a Mustang is impressive,” said Kerry Baldori, SVT global performance vehicle chief functional engineer. “The aluminum-block engine is robust and strong enough to produce the performance numbers and durability our customers demand.”

Increased power and increased fuel economy
The 2011 Shelby GT500 combines power and fuel economy into one impressive package. This 2011 Shelby GT500 will be the first modern Shelby without the gas guzzler tax, thanks to the EPA-projected 23 mpg highway and 15 mpg city it will deliver. This is up from 22 mpg highway and 14 mpg city for the 2010 model.

The 5.4-liter V-8 achieves 80 percent of its torque between 1,750 and 6,250 rpm, giving the car a higher level of performance feel. A larger two-row intercooler for the supercharger system has 40 percent more cooling capacity, helping to make power more consistent in higher ambient conditions.

Fuel economy gains come from the new 102-pound-lighter aluminum-block engine, EPAS and detailed aerodynamic changes to the underside of the vehicle.

Your 2010 North American “Truck” of the Year is on its way to starring in either a classic Robert DeNiro performance or a something featuring Jimmy Fallon & Queen Latifah. The Ford 2011 Transit Connect NYC Taxi edition may become the new iconic mode of transit for tourists across the Isle of Manhattan. We’ll have to wait and see if the bald headed dude from Cash Cab will get one.

Transit Connect and a next generation hybrid system including pug-ins coming in 2012. So what’s under the hood on the electric Transit? Well, literally there’s a motor controller and a electric motor to start with, but in a more figurative sense there’s also a lithium-ion battery good for eighty miles of driving. With a 220V charging system it’ll charge in four hours, the traditional eight hours at 120V. The finished chassis comes into the US without a powertrain and will head to an as-yet unannounced site in Michigan for electrical upfit by Azure Dynamics, the supplier on the controls and drive line. Acceleration is on par with the standard Transit Connect with a top speed of 75 MPH.

The Taxi version’s the one with more upside potential for Ford. With the ubiquitous Crown Victoria nearing the end of its long and illustrious taxi career, something will have to replace it — especially given the NYC TLC has put out a new bid for a replacement product. Enter the Transit Connect Taxi. It’s the standard Transit Connect passenger version outfitted for taxi duty with 3 inches of additional leg room in the back, an integrated fare tracking system, a specialized version of the Ford Works Solutions system up front, and a combined information and entertainment and fare collecting system in the back. The Taxi is also being shown with the Compressed Natural Gas system fitted to the vehicle. It includes modified engine controls and fuel delivery system as well as a tank behind the passenger seat. There’s also the option of LPG and both systems can be had on a non-Taxi Transit Connect, if you place a big enough commercial order.

Source: Jalopnik

2010’s Sno*Drift is one of the most anticipated rally races of the year. Just when February approaches, and early night/extreme cold begins getting to you, Sno*Drift swoops in at 300 horse power to brighten your day.

Block didn’t make it to the end, unfortunately – his Fiesta suffered suspension issues extreme enough to keep it from crossing that icy finish line. Block did pick up a WIN during Sno*Drift’s first stage, topping off at speeds of almost 110 miles per hour. Remember, turn into the spin! Even though he couldn’t finish, Block had a blast: “Everything started great, which was unexpected with this being my first time really racing the Fiesta. The conditions were really bad, possibly the iciest roads I have ever raced, so my plan was to drive on the conservative side, which I was doing. Then the suspension went after taking a few minor impacts and I was out, just like that. And while obviously disappointed, I am really looking forward to [the rally of the] 100 Acre Wood [in February]. The Fiesta has so much torque and was running so strong; it will be great to see what it can do with proper traction.”

The Source: Jalopnik

Ford upgraded the engine in 2011’s Mustang from a 4.6-liter V8 & to 5.0-liter V8-powered GT, which produces 412-horsepower and up to 390 ft-lb of torque – pushing the racer to 60 mph in under 4.7 seconds. Using the six-speed automatic the car generates a 17/25mpg rating.

Also on display was the Special Edition BOSS ’stang, with addition paint and trim options. No word on the enhancement of horse power on this particular model – but just wait until Shelby gets their over-charging mittens on 2011’s model. Enjoy these sexy photos of Ford’s new Mustang below:

The Source: WorldCarFans

According to Automotive News: The Fusion Hybrid topped car finalists Buick LaCrosse and Volkswagen Golf. The Transit Connect came out on top over the Chevrolet Equinox and Subaru Outback. In the 17 years for the awards, U.S.-based automakers have taken home the car trophy nine times. European companies have won four times, Japanese three and South Korea’s Hyundai once.

It’s probably safe to put your money on more hybrid vehicles winning the prestigious award, based on the accolades of auto journalists from across the continent – whether they are as big a car as Fusion or as small a “truck” as Transit Connect.

The Source: Automotive News (Sub. Required)

Here are some of the lawsuit checkpoints, via Jalopnik:

1. According to the lawsuit, Shelby was so anxious to get the new carbon fiber hood for the GT500KR they offered Plasan Carbon Components (the supplier) a bonus of $50 per set if they were delivered early. It wasn’t possible so they, the suit claims, agreed to half the amount when the products were delivered a week after the deadline. The hoods arrived but they were never paid.

2. Plasan created five Knight Rider hoods, of cheaper quality for stunt work, and were never paid for these.

Shelby can explain this up-charge by claiming they had to not only purchase these hoods but also test them. Still, $16,000 a pop each test? Have fun in court fellas.

Actually this ragtag group of androgynous performers are in no way related to Ford Motor Company. They’re the Le Queer X Show, a troupe who travel across the plains and villages of France & Europe, spreading entertainment, understanding of queer culture, and do it all while living out of a Ford Transit Connect. If you read our blog and are an Ex-Pat, you should check them out!

Currently the role of site reconnaissance is predominantly carried out by light tankers or QAVs (Quick Attack Vehicles), typically these are modified single cabin commercial utility vehicles such as the Toyota Landcruiser. While the off road performance and maneuverability of such a vehicle is sufficient, its ability to actively suppress a fire threat is severely limited by the considerably small water supply (500lt) and distinct lack of survival engineering, fundamentally making it inadequate for its role.

CREW LAYOUT – Typically medium and heavy tankers require 5-6 crew members to be operated effectively. AMATOYA requires only 2. More military in its approach, reducing crew numbers per appliance will allow for greater dispersion of resources during a fire response.

Principal concerns when developing a vehicle of any nature are driver position, ingress/egress and vision angles. These elements become even more crucial in a vehicle purpose built for reconnaissance. A central, forward and high driver and ROSCO operator position akin to the Apache assault helicopter with generous down vision will assure functionality.

Access is via two gull wing doors, an optimal solution to accommodate the unconventional bodyside form. The distinct lack of a traditional b-pillar will provide uninterrupted views for the ROSCO operator situated above and behind the driver.

SURVIVABILITY – Cabin temperature and vehicle survivability are central to the AMATOYA concept. Existing approaches in survival engineering on fire tankers consistently appears as augmentation rather than integration. Methods are passive, typically reactive and often incapacitate the appliance when in use. A key example is the use of curtain heat shields, while effective, when employed render the appliance out of operation.

To create a homogenous directive towards survivability AMATOYA incorporates state of the art clear aerogel laminated insulation in the windows and bodywork, a dedicated auxiliary water supply to operate a highly efficient, intelligent temperature controlled spray down system, military grade sacrificial thermo ceramic intumescent paints, and a mechanically injected large displacement diesel engine specifically engineered for the unique conditions experienced on the fire ground.

These measures will assure that even in the case of an extremely prolonged and high intensity burnover the vehicle will not only maintain cabin integrity, but opposed to existing appliances AMATOYA will remain fully operational.

SUPPRESSION ABILITY – A Remotely Operated Suppression Cannon Outfit (ROSCO) coupled with a generous 1800lt + 400lt auxiliary water supply, offers a unique dynamic to vehicle operation. Current suppression techniques require large crew numbers (at least 5 per appliance) to perform through intermittent periods of strenuous labour to have any form of impact on a fire. The ROSCO system utilizing IFEX3000 impulse technology is not only a hugely efficient means of fire suppression, but vitally will eliminate crew members being subjected to the elements and stresses of extended high intensity work on the fire ground, while constantly maintaining vehicle mobility. A highly rated thermal imaging camera along with directional spot lights will assist in ‘hotspot’ location to determine the most effective direction of attack.

OFF ROAD PERFORMANCE – AMATOYA represents the pinnacle of specialized performance in the fire appliance design field. Off road capabilities reflect enthusiast 4WD methods, including generous approach, departure and over ramp angles, suspension travel, ground clearance and minimized turn circle.

Central tire inflation (CTI) and run flat tire (RFT) technology coupled with beadlock tires will allow an extensive band of dynamic pressure control to aid in traversing the complex terrain often encountered on the fire ground.

MANUFACTURING – The vehicle adopts many conventional fabrication techniques associated with low production run specialized vehicles. The point of difference which separates this concept from existing appliances is the proposed monocoque steel body, comparable to military MRAP vehicles. A conventional fire tanker is built body-on-frame from a standard cab chassis truck base. While this approach is successful, the lack of integration results in certain performance issues. Body roll due to the on board water supply is an notable problem, however by creating a fully integrated solution, water reservoirs can be strategically located central and low in the vehicle to dramatically improve the centre of gravity.
-From Liam Ferguson, Designer

Via WorldCarFans: Facebook and Twitter are the moles/ deep-throats of the new generation. It was on these social networks that confirmation broke of the new iconic 5.0-litre V8 for the 2011 Mustang GT. Ford has not sent out anything official yet but these details are definitely legit. They guys at Inside Line say it’s all true.

The new aluminum 32 valve engine codenamed Coyote, is to produce a highly respectable 412 horsepower which compares well aginst the 2010 Chevrolet Camaro SS’s 422hp and the 2010 Dodge Challenger SRT8’s 425hp. Peak torque is expected to be 542Nm (400 lb-ft).

The Blue Oval’s finest may be notably short on stallions but counting in its favour is a lighter body compared to its two traditional rivals. An upgraded Track Pack will also make sure that corners are taken as nimbly as the straight lines.

Not much more info is available but Ford will be unveiling the new pony at the 2010 North American International Auto Show in Detroit.

Underneath its rear-mounted hood is quad-turbocharged 6.0-liter V12, putting out an estimated 720 horsepower. GT90’s body is constructed of carbon fiber, and top speed is somewhere in the 250 mph range. Check out the full press release below – and if you can make your way out to Arizona, we suggest giving a bid up for it.

Est. 720 bhp, 6.0 liter quad-turbocharged mid-engine V12, five-speed manual gearbox, four-wheel independent suspension, and four wheel ventilated disc brakes. Wheelbase: 116″

The one-off GT90 Concept Car, labeled immediately as “the world’s mightiest supercar” by Ford Motor Company on December 6, 1994, was the spiritual successor to the Ford GT40, the product of a colossal feud in the early 1960s between the Blue Oval from Dearborn and the Prancing Horse of Northern Italy. The GT90 draws from the design cues of its heritage and pays homage to the famed Le Mans-winning Ford GT40s of the 1960s, which were created after the failed attempt by Ford to buy out Ferrari.

GT40 Heritage

The failed acquisition of Ferrari only strengthened Henry Ford II’s resolve to beat Ferrari, and he therefore decided to take on the Commendatore head-on in international sports car racing. There was very little interest in this form of racing in America at the time, but Ford was prepared to gamble that European wins, Le Mans in particular, would capture the country’s imagination. He was right.

After the Ferrari debacle, Henry Ford II declared that he wanted to win Le Mans in 1966, and Ford’s Lee Iacocca and Leo Beebe were given the job of forming Ford Advanced Vehicles. Instructed by Henry Ford II to spend whatever money necessary to develop a racing program that would beat Ferrari in the most public of ways, the team went to work.

Ford’s idea was to develop a car that could be built around the 1963 Indianapolis 4.2-liter pushrod engine. The mid-engined coupe that the company had in mind was to be the very cutting edge of modern GT car design with careful attention paid to aerodynamics. Ford realized that many of their plans were echoed in the Lola GT, designed and built by Eric Broadly at his workshop at Bromley in England. Broadly, too, had seen the potential of the Ford V8 as a GT racing engine and incorporated a stock 260 cubic inch version in his car, first exhibited at the London Racing Car Show in January 1963. As it happened, the Lola GT was 40 inches high. The Ford GT would also be this height, and it is for this reason that the car was christened the GT40.

The first two prototype Ford GT40s were launched in April 1964, and the GT40’s first race was the 1,000 kilometer at the Nürburgring on May 31. Phil Hill qualified the blue and white coupe second to John Surtees’s Ferrari 275P, and although the car retired with a broken suspension bracket, the GT40 had shown its potential.

In 1965, when the project was handed over to the Shelby-American team of Cobra fame, a total of ten cars had been built. By the end of February 1965, a number of significant changes had been made to the car under the direction of Carroll Shelby, his chief engineer Phil Remington, and Ken Miles, Shelby’s test driver. The 4.2-liter dry sump Indianapolis engine was replaced with the famous wet sump 4.7-liter, 289 cubic inch V8 that powered Shelby’s Cobras and developed 385 brake horsepower.

The first race the re-worked car was entered in was the 2,000 kilometer Daytona Continental Race on February 28, 1965. The car, driven by Lloyd Ruby and Ken Miles, won the race with Bob Bondurant and Richie Ginther in a second car finishing third. Suddenly, the GT40 was on the map and a force to be reckoned with.

With the GT40 now fully developed, Roy Lunn was given the job of overseeing production of a Mark II version of the car. Work on two new cars began in the spring of 1965 at a new Ford racing subsidiary, Kar Kraft, in Detroit. The GT40 Mark II was fitted with Ford’s mighty 7.0-liter V8. The engine had tremendous torque and a wide power band and had been very successful racing in other formats. The Mark IIs were immediately quick, finishing first, second and third in the 1966 Daytona 24 Hour race; this was followed by victory at the 12 Hours of Sebring and the famous clean sweep at Le Mans, where Ford GT40s once again crossed the line first, second, and third. Ford’s gamble had paid off, and the GT40 dominated sports car racing, as intended, making it one of the most successful road/competition cars ever built.

The Source: Autoblog