Since the release of the GT350, there has been some confirmation as to the original engine specs. The flat plane, 5.2L engine is equipped to spin up to 8,200 RPMs to lay down over 500 horsepower. I don't know about you, but i want to give that naturally aspirated monster motor a torture test on the road course!
Internally, the 5.2 is packing beehive springs and lightweight roller followers paired up with huge CNC'd ports and lightweight characteristics. Bringing in the air is a wide 87mm throttle body which flows into a larger runner intake to achieve the 8,200 rpms. It is rumored that this intake should bolt up to a Coyote motor, and if so, it could bring in some good power gains over the stock manifold. The oil pan is designed to be a high capacity, slosh reducing pan that has been optimized for cooling. WIth a dual mass flywheel and a twin disc clutch, this Voodoo engine is ready to take the demands of any road course!
It has been recently announced that the new Voodoo engine will feature a 180 degree, or flat-plane, crankshaft. This is a high performance feature usually reserved for race engines like F1 or other exotics. Many of you are asking, "what exactly is the difference between a flat-plane and my Coyote engine?". According to Ford, under the hood will look very similar, but nearly every component will be unique to the Voodoo engine. This will be the difference between the two engines.
One of the main differences between the two is going to be the firing order. A conventional Coyote engine firing order is as follows: 1-3-7-2-6-5-4-8. The 5.2L will be a more efficient design with an alternating order: L-R-L-R-L-R-L-R. This will result in a highly efficient, scavenging process that will produce more horsepower in the long run. A 180-degree crankshaft will eliminate any issues of the exhaust pulses interfering with each other in the headers or manifold. The exhaust pulses are evenly spaced in a V8 configuration because the firing order switches between the two banks with every spark. F1 cars have been utilizing this technology for years now. One of the biggest benefits is going to be the lighter nature of the crank itself versus a standard 90 degree crankshaft. As we all know the lighter the rotating mass of your drive-line, quicker revving capability it will have.
Most people associate the flat-plane crank with having excessive NVH (Noise, Harshness, and Vibrations) issues. Ford's R&D department have worked extensively on this and state that this will not be an issue with the new GT350. Ford had Car's in the 60's for race applications that featured the 180 degree crank. If they could do it that long ago, the sky is the limit on today's technology!
Sound is another benefit that the consumer will notice. With the lighter weight and the higher rev capability of the Voodoo, there will be a noticeable sound difference between the two. Ford will be using a unique head, valvetrain, intake, and exhaust design on the Voodoo. The new engine will be a port injection design; not to be confused with direct injection. Some reports are stating that the redline will be around the 8000 to 8200 mark as well. This would make the Voodoo the highest revving in Ford's history.
Ford has not 100% officially released all of this information at this time. This may be a continuously changing status on the Voodoo, but I hope this has helped to clarify some of the things that are to come in the near future. As always, stay tuned for more info as it comes to us at LMR.com!
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