Developing power was a brief...
Developing power was a brief period in the 5.8's gestation--that's the easy part with a supercharger. Most dyno time was spent validating newly designed parts during endurance testing. After a typical 100-200 hours of testing, the dyno mules are disassembled for inspection by technicians such as Ken Kopas at the Roush dyno facility. Project engineers are obviously interested in eyeballing their test mules, but often experienced specialists from Ford's main engineering campus are brought in to investigate specific parts.
Trinity Engine Specs
First Model Year 2013
Engine Family Modular
Code Name Trinity Engine
Displacement 5,811cc (355ci)
Bore x Stroke 93.5x105.8mm (3.68x4.165-in)
Horsepower Est. 650 hp @ 6,500 rpm, 91 octane
Torque Est. 600 lb-ft @ 3,750 rpm, 91 octane
Note: Ford SVT has announced targets of 650 hp and 600 lb-ft of torque at unspecified rpm. The figures above are our estimates.
Shipping Weight 623 pounds, includes water pump
Block Low-pressure cast aluminum w/PTWA spray-bore iron linings
Bore Spacing 100mm (3.937-in)
Deck Height 255.71mm (10.067-in)
Deck Thickness 13mm (0.510-in)
Cylinder Head Retention 12mm bolts, four per cylinder, 10 bolts total per bank
Oil 5W-50 synthetic
Oil Pan Cast aluminum, 8.5 quarts
Windage Tray Integral w/oil pan gasket
Oil Pump Gerotor w/billet steel backing plate
Pistons Forged, short-skirt; moly friction-reducing coating; oil-jet cooled
Piston Weight 403 grams
Piston Pin Full-floating (5.4 co)
Piston Pin Retention Wire lock (5.4 co)
Piston Rings Lightweight, reduced tension steel, chrome top and second; iron oil control
Connecting Rod Forged steel, I-beam, no balance pad, angle ground small end
Connecting Rod Length 169.1mm (6.658-in) (5.4 co)
Rod/Stroke Ratio 1.60 (5.4 co)
Crankshaft Forged, air-cooled, medium carbon steel; tungsten mass balance; extended damper threads
Main Journal 67.5mm (2.652-in) diameter (5.4 co)
Rod Journal 53.0mm (2.082-in) diameter (5.4 co)
Flywheel Retention Eight-bolt (5.4 co)
Heads Aluminum, four-valve per cylinder, inter exhaust seat cooling
CAM Covers Cast aluminum (5.4 co)
Compression ratio 9.0:1
Valves 37x32mm (1.454x1.257-in), four per cylinder; intake (5.4 co), exhaust Nimonic w/Stellite face insert
Camshafts DOHC, four camshafts (carried over from Ford GT)
Camshaft Timing Fixed (5.4 co)
Duration 242 degrees intake, 247 degrees exhaust
Lift 11.18mm (0.439-in) intake, 11.48mm (0.451-in) exhaust
Valve Followers Roller finger follower (5.4 co)
Lash Adjusters Hydraulic (5.4 co)
Coolant Organic (red) (5.4 co)
Exhaust Manifold Cast-iron log-type (5.4 co)
Intake Manifold Cast aluminum adapter-plate-type w/integral charge cooler core mounting (5.4 co)
Throttle Body 2x60mm, twin-blade, electronic throttle (5.4 co)
Powertrain Control Module Copperhead
Mass Air Meter 105mm, digital (5.4 co)
Oxygen Sensors Wideband Universal Exhaust Gas, sensor pre-cat
Knock Sensors Two in block valley (5.4 co)
Ignition Timing Crank trigger, front of crankshaft
Firing Order 1-3-7-2-6-5-4-8
Cylinder Numbering Right bank: 1, 2, 3, 4; left bank 5, 6, 7, 8 (5.4 co)
Fuel System Electronic returnless fuel system
Fuel Injectors 54.8-lb/hr
Fuel Pressure 39-psi
Fuel Requirement 91-octane minimum, 93-octane recommended
Note: (5.4 co) = 5.4 carryover part
Our SVT visit corresponded...
Our SVT visit corresponded to the arrival of the first of thousands of 5.8-liter engine tags. Like the Shelby engines before it, the 5.8 will be hand assembled on the Romeo Niche Line. One recent change to the niche line is the elimination of two-man teams in favor of one tech, who sees the engine all the way through, and an assistant tech shared between two lead techs. Both technicians still sign each engine plaque, but the assistant gets to sign twice as many as the lead.
The lefthand side of the 5.8...
The lefthand side of the 5.8 is it's busier side. A two-belt engine, the alternator and water pump share a six-rib drive, while the supercharger and air conditioner--the two most important accesso- ries!--share a 10-rib belt. This engine uses standard cooling as denoted by the oil-to-water "brick" heat exchanger. Like all current Mustang engines, the 5.8 does not have a power steering pump thanks to electric power steering.
With more idlers than an unemployment...
With more idlers than an unemployment line, the 5.8's front engine dress is surprisingly busy and tightly wrapped. As expected, the torsional qualities of the harmonic balancer are unique to the 5.8, and the blower belt is a touch shorter due to the smaller diameter blower pulley, but the rest of the tensioners, idlers, and accessories are carryover 5.4 parts.
Like a diesel truck engine,...
Like a diesel truck engine, the 5.8 is surrounded on all sides by pipes and hoses trying desperately to contain the impressive heat and energy generated by this powerhouse. Viewing the bellhousing end shows header installers will still get to play with an EGR tube on the right side.
Jamal Hameedi, SVT Chief Nameplate...
Jamal Hameedi, SVT Chief Nameplate Engineer, oversees all SVT efforts, namely the Shelby GT500 and F-150 Raptor. Interestingly, Jamal's two decades at Ford includes eight years developing Ford-powered Trophy Truck powertrains, whose cylinder heads can be traced through the '00 Mustang Cobra R to the Ford GT, and ultimately the 5.8 GT500 engine.
Jeff Albers is the Trinity...
Jeff Albers is the Trinity Powertrain Program Manager and thus the boss of all heat-producing, torque-twisting equipment aboard the '13 Mustang Shelby GT500. He was also our lead guide through the 5.8 engine, a chore he gracefully endured when time was short.
Bryan Hoy is the SVT 5.8-liter...
Bryan Hoy is the SVT 5.8-liter Engine Systems Engineer, which makes him responsible for the overall 5.8 engine package, especially how it integrates with the chassis and its build in the Romeo Engine Plant.
Rob Waara is a Design and...
Rob Waara is a Design and Development Engineer detailed to the 5.8's lubrication system components, such as the oil pump, oil pan, and engine oil cooling system. He was a big help in our understanding of the 5.8's oil cooling options.
Brendan Vido is the 5.8-liter...
Brendan Vido is the 5.8-liter V-8 Design and Development Engineer responsible for all engine components from supercharger to crankshaft. He quickly became our go-to guy for our many questions about the 5.8's mechanical details.