So Pete and I made a video. That’s a great deal of engine alternatives, and when you combine that with its hot new sheet metal as well as IRS, there was just no way around the truth that we required to sample the S550. So we scheduled both the EcoBoost as well as GT version from journalism fleet and headed to Toronto Motorsports Park to give them a correct shakedown. Oh, however prior to reaching the in-car data, over is a basic recap of each cars and truck’s specs consisting of the alternatives each came outfitted with. First off, it deserves discussing that the information below is just for the best lap I performed in each cars and truck. I pushed both cars and trucks as difficult as I could within reason (these are press cars we required to repay in the very same problem we obtained them, besides a little bit of tire and also brake wear). One last caveat is that I’m not a race designer, just a normal racer-dude with a rate of interest in information purchase. For beginners, here’s a track map of TMP, with right-hand corners shown in orange/yellow and lefthand edges shown in shades of blue.
All those information points highlighted on the map are GPS Speed in km/h, with the blue text standing for the Ecoboost and also the red text representing the GT. As you can see, the GT was striking 180 km/h down the front straight while the Ecoboost struck 159 km/h. You’ll additionally discover, nonetheless, that the Ecoboost’s leave rate from Turn 1 (at 109.9 km/h) is dramatically higher than the GT’s (at 106.4 km/h), and this leave rate benefit is consistent across the lap. The Boss really has the very same staggered tire dimensions as the GT (255’s front as well as 275’s back), so the higher readiness of in charge to turn have to come from its springtime and bar rates along with its differential. You would certainly believe the Ecoboost’s collaring rate benefit would convert to greater cornering g-forces as well, however that isn’t the situation when checking out top values. 0.4 as well as 1.0 g along the x-axis, additional emphasizing that the Ecoboost is better stabilized on turn-in and allows the motorist to come back on the gas quicker. This is definitely how the Ecoboost really felt to me in the driver’s seat, and the data sustains that feeling. TMP is also a track that places a large focus on stopping, and also in this area neither auto has a lot of a benefit. Neither automobile experienced brake fade, which is rather uncommon for an OEM braking system at this track with its lots of hefty braking zones, so props to Ford for outfitting both autos (with Efficiency Packs) with track-worthy brakes.
The Camaro vs. Mustang rivalry really enters into emphasis under the hood. Ford 2016, powertrain schedules mirror each various other, with both carmakers using naturally-aspirated V6 and also V8 and also turbocharged four-cylinder engines. Ford began the four-cylinder fad with its 2.3-liter EcoBoost engine, which produces 310 horsepower and 320 pound-feet of torque. Its Chevy equivalent is a 2.0-liter system with 275 hp and 295 lb-ft. Including a set of cylinders, the 2016 Camaro obtains an updated variation of the previous vehicle’s 3.6-liter V6, helpful for 335 hp as well as 284 lb-ft. The Mustang additionally continues with a holdover from its previous generation, a 3.7-liter V6 that generates 300 hp and also 280 lb-ft. It’s worth noting that Chevy will make its four-cylinder engine standard on the Camaro, while the least expensive Mustangs ship with Ford’s V6. Of course, muscular tissue vehicles like the Camaro and Mustang are all about big, loud V8s, and the 2016 models don’t disappoint. The Camaro SS packs the 6.2-liter LT1 V8 from the Corvette Stingray, with the exact same 455 hp it produces in the ‘Vette, and 455 lb-ft of torque. The Mustang GT proceeds with the 5.0-liter “Coyote” V8 introduced back in 2011, and now creating 435 hp and 400 lb-ft of torque.
Given that its beginning the Ford F-Series has had a six-cylinder engine choice to go along with a V8. Ford’s best-selling pickup constantly provides engine alternatives to lure all sorts of purchasers. “A pickup have to have a V8!” This is what I learn through lots of truck fanatics. And I have actually learned, through the years, not to enter the debate over cylinders. That disagreement enhances much more on the planet of muscular tissue automobiles as well as Mustang (believe me). It’s a no-win circumstance as those vehicle lovers that love V8 engines will just consider those and never think about something smaller. Which’s their right and prerogative. There’s a lot of benefit to V8 engines, so I comprehend the charm. I’m not right here to sway anyhow against them, however just mention that Ford has a lengthy background of six-cylinder engines in the trucks. Actually, dating completely back to 1948, when the F-Series pickup started, there was both a V8 and a six-cylinder choice.
OHV Six-Cylinder Engine vs. The initial generation F-Series vehicle started in 1948. Referred to as the Reward Built truck given that this was the very first time in Ford’s background that the vehicle had its very own system build. Ford made a great deal of money in the 1930s and 1940s on the resilience as well as durability of their flathead V8 engine. It was utilized in the first-generation F-Series vehicles till 1952. Ford phased in a new V8 engine right into this first-generation truck, but they also introduced a six-cylinder flathead engine. Later, there was an L-Head six cylinder that was an overhead shutoff engine (OHV) that had a higher compression proportion than the V8 and also made even more power with a ranking of 100 hp at 3,800 rpm as well as 178 lb.-ft. Some describe this engine as the Rogue engine as it was nicknamed after the factory is was integrated in. By the end of the first-generation life cycle, the total outcome of the six-cylinder OHV made 101 hp and also 185 lb.-ft.