You heard me right!  Although there is no official word yet,  it is rumored that the 2012 GT500 may in fact be carrying a twin-turbo variant of the new “Coyote 5.0″.

Why would Ford scrap the 5.4 platform?  Well the answer lies in production.  As Ford renews the F-series with the 6.2 V8 the 5.4 will be phased out.  So this brings us to the GT500.  Ford is faced with the choice of a heavy 6.2 variant from the “Raptor” or a hopped up 5.0, I myself would prefer the twin-turbo variant.

In addition to being twin-turboed it’s also a big possibillty that the new GT500 engine will have an aluminium block to save weight.  While most of this is speculation, there are alot rumors and “comfirmed” facts.  But in any case, be it a twin-turboed 5.0 or a supercharged 6.2 the future for the most powerful production mustang is very very bright.

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Few engines have received the iconic status of the Ford Mustang’s 5.0. The motor disappeared in 1996 but now appears to be ready to make a comeback.

News of the return comes out of Australia where Ford Australia product development boss Russell Christophers has confirmed a new 5.0-liter V8 is currently undergoing development in the U.S.

In Australia the new engine, code named “Coyote”, will replace a larger 5.4-liter unit in the Falcon, but it could likely be used in an upcoming Mustang.

With new emissions regulations in 2010, we aren’t likely to see the the engine before that. Most likely it would debut in the next Mustang several years from now, but Ford did set a precedent in ‘96 when they replace the 5.0 with the 4.6-liter block mid-cycle.

The engine is rumored to make 402hp and 398 ft-lbs of torque.

More: Ford Planning Return of the 5.0 on AutoGuide.com

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Mustangs have always seemed to have a smaller cubic inch motor than its competition.  Late model Mustangs are no exception.  The 302 from Ford seems to be put up against Chevy 350s all the time. Turns out in 1996 Ford dumped the 5.0 motor in the Mustangs and went a whole new direction.  The modular 4.6 was now placed in between the Mustangs struts.  We went even smaller, and guess what, our competition got even more powerful, they came out with one of the best motors of all time, the LS1.  With just heads, cam, and intake the LS1 will push out over 450 RWHP when built correctly. Try that with a 4.6, we are lucky to get 350 RWHP.  Now just imagine a Ford Factory Production Mustang GT with a 5.4(330).  They have the same heads and cams, all they would have had to do was develop an intake for it.  The closest we ever came was a 5.4 in the 2000 Cobra R, not a common street car.  But now easier than ever, you can put a 5.4 in your modular based Mustang GT and have it look factory and feel factory.

One of the major problems with swapping a 5.4 for our 4.6 initially was an intake that would fit. Being that the 5.4 deck height is 10.079” versus the 8.937” from a 4.6, a normal 4.6 Mustang PI intake would not be wide enough.  The 5.4 was built to be put in trucks anyway, and had an intake design built for low end torque.  The truck intake is also very tall compared to a Mustang PI intake. You had to either run a very tall cowl hood or just cut a hole in your hood and put a scoop to make it work, and you would still have a truck intake not capable of making power above 4000 RPM.  HPS came out with adapter plates, they allowed the use of a PI intake of off a Mustang to be used on a 5.4. Problem with these plates were that they also were thick and required the use of a cowl hood.  The plates also caused turbulence issues with the airflow and limited the revs on the motors.

Now new to the game is HPS’s new 5.4 intake build and designed specifically for the 5.4 Mustang Swaps.  This intake has been in the making for quite a while now but is now shipping.  The intake itself is made of aluminum meaning it will hold a small nitrous backfire without cracking and can be ported and polished.  The intake does not limit the revs of the motor like the adapter plates did.  In fact the intake manifold flows very similarly to the Stock PI plastic Intake.  The HPS 5.4 intake was designed with the help of a few guys that have done the 5.4 swap, so the fit and finish of the intake is great.  While in development one of the requirements was for the intake to fit underneath a stock hood.  The intake is a very nice piece of work.

Another issue for a 5.4 swap was the header clearance issue.  The stock manifolds would work just fine.  No clearance issues what so ever although the H pipe connecting to it would need to be modified to reach up to the manifold flanges.  So since the 5.4 2V heads are the same as the 4.6 2V heads, why don’t you just mount up your nice 4.6 long tubes?  Well being the heads are up higher in the engine bay, the header then tucks too high to the firewall and floorboards.  The actual header tubes are not long enough.  This cause you to either run a shorty manifold, or chop up and weld up a set of long tubes to hope they would work.  Now a set of Longtube Headers have been developed with the help of r3dn3ck (Colin Burns).  This allows the extra air in the bigger cubic inch motor to exhale easier.

Now with an easy inhaling and exhaling motor, the car can be setup to make really decent power. Not only that, but the motor will look completely factory stock, but will have around 100 more foot pounds of torque and nearly 50 extra horsepower in stock form.  So when you line up against that bolt on 4.6 GT you can just say you have the driver mod… Or bring the envious to the dark side, and tell him the secret of the 5.4.

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“The original BOSS 302 was a race winning engine. Sharing the DNA from the original BOSS 302, the new BOSS 302 begins with a block designed with racing in mind from the beginning,” said Jamie Allison, manager, Ford Racing Performance Group. “Whether racing in a sealed engine class, building an all-out drag racing engine or looking for a street performer, the BOSS 302 block and engine family meets the needs of all Ford 302 enthusiasts at a price that is comparable to a performance-prepped stock 302.

”The new Ford Racing Performance Parts BOSS 302 line was conceived because there was an unmet need for engines built from a block stronger than original regular production 302 blocks but more affordable than full race-prepped blocks. The new BOSS 302 engine block features greater strength than most race blocks and offers a street-capable cooling system design, something that race specific blocks tend to sacrifice.

Despite its strength and capability, the new BOSS 302 line is surprisingly affordable because of its high volume production. And since it was designed within Ford Motor Company, the engine also benefits from the improved quality and durability that comes with a production type engine. Ford Racing Performance Parts currently shows a list price of $1,759 for the bare block.

“The original BOSS 302 delivered less than 300 hp. Today, enthusiasts are making 500 hp street cars and they need a robust block. Race-specific blocks offer the strength required but cool poorly for street use and are very expensive for the average enthusiast,” says Allison.

Some of the highlights of the BOSS 302

* 4-bolt mains for lower-end stability at high power outputs
* High-tin 41,000 PSI tensile strength iron alloy for ultimate strength
* Nodular iron main caps for additional strength
* Screw-in freeze plugs for additional more strength and stability
* Front cross-over lifter oiling for high RPM valvetrain capability
* Siamese bores with specifically engineered drillings between cylinders for maximum wall stability and gasket sealing with street capable cooling performance

Ford will also be offering the BOSS 302’s in crate form, with displacements ranging from 302 to 363 cubic inches. Entry level engines feature the Ford Racing GT-40X Xtra Performance Turbo Swirl aluminum heads to retain stock exhaust locations and are rated at 340 and 345 hp. Higher performance versions include Ford Racing’s “Z”-head equipped 302 and 347 cubic inch engines rated between 360 and 450 hp, depending on configuration.

The BOSS engine series is capped by a 500 hp 331 cubic inch engine that showcases the capability of the new block by breathing through all new ported Z-heads. The BOSS crate motors will range in price from $4,650 on up to $10,000 for the 500 hp BOSS 331 cubic inch engines. All engines come with a 12 month/12,000 mile limited warranty, which is pretty good for performance parts.

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For those visually impared (why are you working on your car, or even have a car!), or for whatever reason want to copy and paste this information, here is a quick run down of those firing orders. Note that the 351w engine isn’t listed (since it never came in a late model Ford Mustang), but it shares the same firing order as the 5.0 high output (HO) engine.

5.0 HO Firing Order: 1-3-7-2-6-5-4-8
4.6 Firing Order: 1-3-7-2-6-5-4-8
3.8 Firing Order: 1-4-2-5-3-6
2.3 Firing Order: 1-3-4-2

If you need further assistance, visit the Ford forum or you can find the thread related to this discussion here at Modded Mustangs.

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