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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