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The fi­nal pro­duc­tion run from Ford Per­for­mance Ve­hi­cles will be a limited and num­bered se­ries called FPV GT F (F for fi­nal).

Of the 550 to­tal ve­hi­cles pro­duced, New Zealand will be get­ting 50 of the spe­cial ve­hi­cles, and ac­cord­ing to early Ford dealer re­ports they all are al­ready spo­ken for! The New Zealand­bound GT Fs will be num­bered from one to 50, and each ve­hi­cle will have its own unique dash­board-mounted num­bered plaque.

Sched­uled to ar­rive in late June or early July, the FPV GT F will be pow­ered by a 351kW ver­sion of the su­per­charged five-litre en­gine.

The 351 badges pay trib­ute to the Fal­con GTs and GT HOs of the late ‘60s and early ‘70s. The first of the Fal­con GTs was the (gold only) XR, and was pow­ered by a 289 cu in en­gine sourced from the US.

The next gen­er­a­tion GT was the 302-pow­ered XT. Fol­low­ing on from the round tail light XT GT came the XW GT. This model in­tro­duced the 351, ini­tially in Wind­sor con­fig­u­ra­tion and lat­terly the Cleve­land for­mat (Wind­sor and Cleve­land were the lo­ca­tions of the re­spec­tive en­gine man­u­fac­tur­ing plants).

There was a higher per­for­mance XW GT which was des­ig­nated HO (For “Han­dling Op­tion”). The HOe­quipped cars were pro­duced to ho­molo­gate var­i­ous com­po­nents for race track duty.

The fi­nal it­er­a­tion of the GT HO was the XY GT-based Phase 3, and again the ca­pac­ity was 351 cu­bic inches. Touted at the time as the world’s fastest four-door sedan, the Phase 3 had a num­ber of en­gine and chas­sis en­hance­ments to help the car re­main com­pet­i­tive on race tracks through­out New Zealand and Aus­tralia.

The GT F power plant is a re­tuned ver­sion of the five-litre su­per­charged “Mi­ami” en­gine that FPV cur­rently utilises in 335 and 315kW form. At 351kW the GT F is to be the most pow­er­ful Fal­con GT pro­duc­tion car to ever be pro­duced.

The base for the su­per­charged Mi­ami unit is the Mus­tang-sourced all-al­loy quad cam Coy­ote en­gine.

To cre­ate the Mi­ami spec­i­fi­ca­tion the Aus­tralian team at FPV mod­i­fies ev­ery Coy­ote en­gine by hand. In­ter­nally the cylin­der bore and stroke re­main as per the donor block at 92.22mm and 92.7mm re­spec­tively. The Mi­ami is fit­ted with pow­der sin­tered con­rods which con­nect a forged steel crank to al­loy pis­tons. These nar­row ring pis­tons are de­signed to pro­vide a nom­i­nal 9.25: 1 com­pres­sion ra­tio.

The four camshafts are driven by the largely un­mod­i­fied four chain drive lay­out of the Coy­ote donor en­gine. The inlet camshafts re­tain the vari­able tim­ing sys­tem that al­lows for the en­gine con­trol unit to change the valve events over a range of 50 de­grees.The camshaft fol­low­ers are equipped with low fric­tion rollers and are of “fin­ger” de­sign.

It is out­side this com­pact and light­weight long block that the ma­jor changes are made. FPV has worked with sup­plier Har­rop to op­ti­mise a mod­ern and very ef­fi­cient su­per­charger.

The Har­rop-sourced blower in­cor­po­rates a num­ber of de­sign fea­tures that negate the tra­di­tional neg­a­tive as­pects of this style of forced in­duc­tion, while re­tain­ing the ex­pected re­sponse of the di­rectly cou­pled in­take charge pres­sure sys­tem.

The Har­rop blower is based on a patented Ea­ton twin vor­tex de­sign, that is in turn based on the tra­di­tional Roots lobe type of pos­i­tive dis­place­ment su­per­charger.

When com­pared to a tra­di­tional blower the Har­rop unit on the GT F has re­designed air inlet and out­let ports, four lobes on each ro­tor. The ro­tor lobes fea­ture a high helix an­gle twist of 160 de­grees.

These and other mod­ern de­sign fea­tures help pro­vide a com­pact very high ef­fi­ciency blower. The blower is crankshaft driven at an ap­prox­i­mate ra­tio of 2.2:1 while de­liv­er­ing 1.9 litres of air per revo­lu­tion and pro­vid­ing a max­i­mum boost of 10psi (69kPa).

With the blower op­er­at­ing at a ther­mal ef­fi­ciency of up to 75 per­cent the com­pressed charge re­mains cool negat­ing any re­quire­ment for an in­ter­cooler.

The inlet plenum is sit­u­ated on the up­per side of the su­per­charger. At first glance this fea­ture cre­ates the il­lu­sion that the blower unit has been fit­ted upside down.

The top-mounted plenum has a num­ber of ad­van­tages; there is less en­gine heat soak into the inlet charges, and the inlet tract run­ner length can be bet­ter op­ti­mised.

The ma­jor ad­van­tage of the up­per­sited plenum is to take max­i­mum ad­van­tage of the blow­ers in­te­gral charge by­pass valve.

Un­der most en­gine op­er­at­ing con­di­tions the su­per­charger is re­quired to cre­ate boost for less than 10 per­cent of the time the en­gine is run­ning.

When the GT F en­gine is in a light load par­tial throt­tle con­di­tion the blower by­pass valve is opened al­low­ing the in­take charge air to by­pass the com­pres­sor lobes. The re­sul­tant idling of the com­pres­sor stage when in a low load sit­u­a­tion re­duces the par­a­sitic pump­ing losses to an al­most neg­li­gi­ble level.

The par­al­lel func­tion of the by­pass valve is of con­trol­ling the in­take charge pres­sure (Boost) and un­der load it op­er­ates in a sim­i­lar man­ner to a waste­gate on a tur­bocharged ap­pli­ca­tion.

The by­pass valve is con­trolled by ac­tu­a­tor is ac­ti­vated by duty cy­cle pulses pro­duced in the en­gine con­trol unit.

Both man­ual and au­to­matic trans­mis­sion op­tions are avail­able.

A Tre­mec sourced six-speed man­ual trans­mis­sion which is cou­pled to the en­gine by a 250mm twin plate Sachs clutch.

The ZF-sup­plied 6HP26/X. au­to­matic trans­mis­sion has been me­chan­i­cally up­rated with both gear train and fric­tion plate re­vi­sions, while the var­i­ous con­trol sys­tem al­go­rithms have been re­cal­i­brated to han­dle the torque of the su­per­charged mo­tor.


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