Using a unique patented flashpoint method, the MINIFLASH flashpoint tester from GRABNER INSTRUMENTS (Austria) offers best repeatability and unmatched versatility for flashpoint testing. By using only 1-2 ml sample volume and by testing the flashpoint in a completely sealed metal cup, the MINIFLASH guarantees highest safety and eliminates the risk of open fires commonly experienced when testing flashpoint.
Operating a classical Pensky Martens flashpoint tester can be tedious and frustrating. Complicated preparation and method selection require the work of a skilled technician to
generate repeatable, unbiased results.
Contrary to the old Pensky Martens method the MINIFLASH offers best in class handling: Simply select the method, put in 1 ml sample and press run. Clean the small sample cup with a tissue afterwards and start the next measurement. Thus an average 10 samples per hour can be tested with the MINIFLASH, results exceeding precision of the common EN ISO 2719 and D93 flashpoint standards. The MINIFLASH 8-position sampler model allows 45 minutes unattended flashpoint testing, ensures highest productivity and thus pays off instrument costs in a few months.
When asked for their opinion on the MINIFLASH, ease of use, portability and best performance even under the most adverse conditions are voiced by our customers: “All units have been very good for us. Very user friendly, efficient and strong enough to last in an offshore environment. I remember the old days for testing flash points and these units are light years ahead in design and ease of use,” says Wayne Russell, MI-Swaco, offshore oil platform.
Annually about 100 systems with automatic sludge removal and about 250 semiautomatic systems are sold. However, this elaborate technology can be utilized for applications like dewatering of the sludge from paint booths, the treatment of waste water generated during the glue operation in wood processing industries, the processing of waste water created in glass grinding operations as well as the cleaning of effluent containing silicon carbide (SiC) that is generated in the production of semi-conductors and wafers. One reason for the successful use of Rösler centrifuges in these applications is the high throughput of up to 6,000 liters/hour with the automatic centrifugal filter systems. Of great importance are not only the cleanliness requirements for the different applications but also the physical limits regarding particle size and weight.
The design of the Rösler centrifuges places great emphasis on ease of maintenance, especially accessibility to the rotary drum with indirect drive. The drum itself comes standard in aluminum; for special applications like for the separation of glass particles or silicon carbide it is made from stainless steel. This prevents a chemical reaction and, thus, corrosion of the drum. The drum has a capacity of up to 30 kg of sludge with the advantage of long time intervals between sludge „peeling“ cycles. With regard to sludge peeling the Rösler design offers another advantage: In competitive systems the peeling knife is constantly rotating with the drum, and it must be moved to the drum wall for the peeling cycle with a gear motor. In the Rösler systems the peeling knife is completely independent from the rotary drum. Mounted on a linear guide rail the peeling knife is pneumatically moved to the inner drum wall for the peeling cycle.
The peeling cycle is followed by a rinse step for removal of residual sludge. This prevents an imbalance in the rotary drum during the subsequent cleaning cycle.
The clean liquid phase – separated from the solid phase in the high-speed drum – is picked up by a pickup tube and transported to either a clear water buffer tank or directly to drain. Frequently, the mechanical cleaning effect of the Rösler centrifuges is supported by the addition of special chemical flocculants which allow the removal of very fine particles from the effluent.
In Germany Rösler is certified as a waste recycling company and, thus, is authorized to take back the sludge from centrifuge applications.
Electronic commutated 4 Pole Motor Series extended by 32mm types
The brushless 4 Pole DC servomotors of the renowned BX4 Series from FAULHABER are supple-mented by motors with a diameter of 32mm. A long operational lifetime, a high, cogging-free output torque and the lack of adhesive-bonded joints characterize these powerful motors, requirements for many applications like robotics, automation, medical, machinery, aerospace and aviation. The new drives are available in two lengths of 42 or 68 mm in voltage types of 12 or 24 V. They captivate with an extremely flat slope of the n/M curve and an excellent torque-to-volume ratio and provide a con-tinuous output torque of 56 or 97 mNm.
Besides the combination with external control electronics from FAULHABER, the motors are also available with integrated Speed Controller (SC), as two-wire version (SCDC) and with integrated Motion Controller (CS). All products with integrated electronics are equipped with an automatic limit-ing of peak and continuous current to protect motor and electronics. Separate power supply for mo-tor and electronics is optionally available.
The SCDC type is easy to handle due to the two-wire connection. It can be used in applications with higher lifetime requirements to substitute a brush-type DC motor. Therefore the motor provides a inverse-polarity protection, the direction of rotation is selected with the terminal assignment.
The CS version is based on the approved FAULHABER Motion Control Systems, whose compact dimensions are a great benefit for many applications. It has a serial interface RS232 and can be configurated with the FAULHABER Motion Manager 4.3 software. The increased temperature range of -20…+100 °C and the thermal limited continuous current up to 2,6 A extend the area of applica-tion of the new drives. The system is available with customer firmware on request.
The motor versions with integrated encoder in the robust housing offer four factory programmable resolutions from 32, 64, 128 to 256 pulses and a separate index channel.
A line driver version with differential signal output is optionally available.
India’s booming activity in the building industry increases the demand in cement. In order to meet it, more and larger cement plants have been erected. Bucket elevators are used to transport raw meal to the heat exchanger. Both the application of advanced technologies and the experience of the BEUMER group are convincing: The BEUMER group has been supplying high-capacity belt bucket elevators to Indian cement manufacturers as ACC Ltd. which is part of the Holcim Group for years.
The main growth drivers in India are the development of the infrastructure and the private housing construction. Approx. 500 billion USD are supposed to flow into the modernization and expansion of traffic routes, airports and seaports as well as into the energy and water supply up to 2012. According to information of the Cement Manufacturers Association (CMA), the expenses for cement constitute, depending on the project, between 8 and 30 per cent of the total cost. In order to meet the increased demand for this treasured material, the Holcim Group – the second biggest cement manufacturer in the world – has erected together with its subsidiary Ambuja Cement a large plant with a daily output of 8,500 tons in Bhatapara, India. Thanks to the highly advanced level of technology and comprising experience, a high-capacity belt bucket elevator of the BEUMER intralogistics specialist will be used.
The BEUMER high-capacity belt bucket elevators are used for transporting in optimal way fine-grain to powdery products in mass flows. The grain size determines the type of bucket mounting to be used: Segment fastenings are used up to a grain size of 25 millimetres and BEUMER rubber-metal fastenings for grain sizes between 25 and 60 millimetres. A belt clamping connection for steel wire belts as traction element developed specifically by BEUMER offers a long lasting service life of the belt. In case of large centre distances, the high-capacity belt bucket elevators are provided with monitoring switches. This way, the fit of the belt clamping connection is continuously monitored. Owing to the safety system developed by BEUMER, this monitoring is contactless, wear-free and reliable.
The BEUMER belt bucket elevator used in the cement plant in Bhatapara (India) is characterized especially by its huge height of 158 metres and by its considerable width of 1.25 metres. The conveying capacity amounts to approx. 650 tons per hour. The high-capacity belt bucket elevator used in Karnataka (South-India) is even higher. Within the context of the increased kiln performance, the company ACC Ltd., which belongs to the Holcim Group, is actually building up a large cement plant with a daily output of 13,000 tons in the Wadi plant. Here, a high-capacity belt bucket elevator with a centre distance of 175.3 metres and a conveying capacity of 600 tons per hour will come into operation.
Since Bestact, a hermetically sealed glass contact power reed switch, was placed in service over 15 million have been used worldwide in rolling stocks, electric power equipment, elevators and control devices in the steel industry. Their adption in 1982 by Japanese National Railways for Shinkansen Bullet trains, it has grown along with the success of the trains themselves, and is exclusively used in all Shinkansen Bullet tains at the moment.
As the recent demand for maintenance free components, high contact reliability and safety continues to grow, so will the appication of Bestact. Bestact has seen extensive use in ATS wayside coil controlling relays and door interlock switches throughout the 80’s and 90’s and in ATC, ATO devices from the year 2000 and on.
Bestact has been shown to be the optimum solution for train and railroad signal applications that require extremely high reliability.
SILVENT F 1 is a cooling nozzle with FRIGUS technology that is especially designed for spot cooling where unwanted heat occurs due to material milling, drilling, grinding, turning etc. Maintaining a reduced temperature during machining operations facilitates the process and extends tool life. F 1 generates a low noise level.
Its revolutionary design is compact and the unit is simple to install. It is easy to replace your standard nozzle with a FRIGUS cooling nozzle. F 1 cools the target while blowing away chips and enhancing quality.
FRIGUS technology provides the possibility to quickly and easily adjust both the air consumption and cold fraction you need.
This simple, unique control design allows you to set air consumption in relation to your refrigeration requirements. F 1 also complies with the noise limitations of the EU Machine Directive and OSHA safety standards. Patent pending.
As the days of 2009 dwindling, Sinocan launches 12 inch touch POS terminal, which is likely to drive customer-facing retail technologies in the coming year.
Eco-Friendly Point-of-Sale Systems
Global warming and other environmental concerns are changing the way people live and do business. Sinocan and Intel are working together to offer cost-effective green retail solutions designed to help retailers to achieve their environmental goals and build customer loyalty for its brand image improvement in a fiercely competitive industry.
Featured with low power consumption technology, Sinocan F06-12 is designed as a valuable, steady and efficient POS solution.
Sinocan F06-12 is the best solution for the space efficiency ever you can get. With ultra compact footprint and VESA mounting compatibility, Sinocan F06-12 is the one and only choice for space-limited applications
Cost-saving Point-of-Sale Systems
Just plug and play. Selecting packaged POS technology which your new employees can quickly learn how to use.
Cost-saving. With Sinocan, you get a wide selection of rugged and user friendly hardware platforms which are pre-certified to deliver the full capabilities of your specific POS application.
Time is money. More time you spend on employee training and trial running means that more cost and expense you have to bear. Sinocan F06-12 is an intuitional pug-and-play device which conforming all industry standards and is compatible with all X86-based hardware and supporting all Windows OS (Windows 95, 98, 2000, XP, Vista, 7), Linux, WebOS etc.
With Sinocan F06-12, no more costly employee training and system maintenance.
Reliable, Flexible, Scalable, Upgradeable
You need a reliable, flexible, scalable and upgradeable POS system to handle your business which grows day by day. Sinocan F06-12 is featured with smart design and modular POS stand for future changes in load demands, and could satisfy your entire POS requirement through the entire lifecycle.
Fanless Solution with Rich Functionalities
Highest performance with eco-friendly is the ideas Sinocan holding on POS design and development. Powered by Intel ATOM 1.6GHz CPU and cooled by fanless solution. With extensive functionalities and rich connectors, F06-12 offers you powerful performance and cost-saving efficiency. For more information, please visit http://www.lcdpc.com.cn/Pro_Fanless_POS_12.php .
Back in October during our smart grid webinar, we referenced a report on the smart grid from Pike Research that had some pretty massive global figures. Well, this morning Pike has officially launched that report which says the smart grid market will bring in $200 billion in worldwide investment between 2008 and 2015. Out of […]
Employees at a couple of parts suppliers have blabbed that they’re making parts for Apple’s unicorn-like tablet computer, which rumormongers agree will be launched at a January 26th media event scheduled by Apple. Taiwanese trade mag Digitimes reports that Foxconn subsidiary Innolux is manufacturing the so-called iTablet’s touchscreen displays, and Taiwanese publication Economic Daily says that “Cheng Uei Precision Industry Co., Ltd. has won orders to mass produce screen connectors for the soon-to-be release Apple iSlate.” More details as we get them.
2011 Ford Mustang GT – Click above for high-res image gallery
Meet the world’s worst kept secret, the 2011 Mustang GT. The comical embargo breaking is now at its end and we’re ready to present you with everything you’ve been aching to know about the new five-point-oh. Actually, it’s probably more than you want to know. But we’re sure you’ll deal. So here we go…
As you’ve undoubtedly noticed, those are honest to goodness “5.0″ badges affixed to the 2011 Mustang’s fenders. Not only are residents of A1A Beach Front Avenue stoked, but Mustang fans everywhere are finally getting their 302 back. That’s right, the new 5.0 is just like the old 5.0 — 302 cubic inches or 4.9-liters or 4,951cc. But we think the gumption this baddie stonks up will allow even the most pedantic amongst you to forgive the missing 49 cubic centimeters.
Ford Racing Boss 302R – click above for hi-res image gallery
In addition to the new 5.0 2011 Mustang GT, Ford’s also selling a new Boss 302R race car. If you haven’t been paying attention, Ford’s previous generation FR500C racer has been racking up victory after victory. Besides winning a race two days after the first FR500C was sold (you buy ‘em at a Ford parts counter), the FR500C then went on to win three Triple Crown championships in Koni competition as well as back-to-back driver’s championships in FIA GT4 (featuring Corvettes, Caymans, Aston Martin V8s, etc). And the Boss 302R is better. Or potentially better…
Featuring a racing version of the new 5.0 32-valve Ti-VCT V8, a six-speed manual transmission, roll cage, race seats, five-point belts, data-acquisition equipment, racing shocks and springs as well as Brembo brakes and special tires. How much? $79,000. There’s also a $129,000 Boss M-FR302R1 that’s eligible to race in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as the Koni Challenge). It comes complete with a sealed, high-output motor, better cooling, close-ratio transmission, a seam-welded body, Koni dampers, upgraded ABS system, tuned exhaust and a special one-piece drive shaft.
Ford’s only building fifty Boss 302Rs next year and they should be available in the third quarter. Anyone else feel like hitting the track? Full press release, after the jump.
A few years into what would become the nearly quarter century-long life-cycle of the “Fox” body Mustang, a fresh engine option revived the moribund pony-car class. It was known as the 302 when it was last seen in the late Seventies, but Ford was giving metric displacements to its motors by 1982 and the Mustang GT was fitted with new 5.0 badges on its front fenders and rear deck.
With an actual displacement of 4,942 cc, Ford was a bit optimistic in its rounding, but no matter. Over the next 14 years, the 5.0-liter V8 grew from a two- to a four-barrel carburetor and later added fuel injection to produce progressively more power and torque. The evolution of the 5.0 made it a legend in the realm of affordable performance and after a 15-year hiatus, during which Ford’s 4.6-liter modular V8 served as the heart of the Mustang, the 5.0 is back and looks better than ever. Make the jump for deep dive into at the 2011 Ford Mustang GT’s all new powerplant.
Merritt, who chairs the Senate Utilities and Technology Committee, said net metering should be his panel’s main issue during the legislative session that starts Jan. 5.
If you live in the New York City metropolitan area, as I do, and try to buy an iPhone from AT&T’s website, you will probably get the same message I did after I entered my zipcode: “Sorry this package is not available in your area.” Apparently, this is a big story. (Hey, it’s the tail end of a long holiday weekend, and there is nothing else going on). For instance, the Consumerist called some hapless AT&T customer service rep who confirmed that “the phone is not offered to you because New York is not ready for the iPhone.”
Given AT&T’s history of bandwidth problems, especially with the iPhone, the idea that AT&T’s network can’t handle the iPhone is not entirely outlandish. Remember Operation Chokehold, and the resulting tiff between Fake Steve Jobs and AT&T? It was a failed attempt to bring AT&T’s network to its knees by everyone using their iPhones at once as a way to protest how much AT&T’s data network sucks. When AT&T called him irresponsible, Fake Steve responded:
I mean, consider this fact:
AT&T, a huge wireless provider in the United States, cannot reliably connect calls in New York City.
How can this be? —Fake Steve Jobs
And now, here it is, on a silver platter: AT&T is no longer selling iPhones to people in New York City! Well, at least not online. Is this AT&T’s sneaky way of limiting bandwidth consumption in its largest market? If only, then we’d have a story.
After I went to AT&T’s website and generated the message above, I logged in, since I am a customer. When I tried to upgrade my phone to a newer iPhone, I encountered no problems. Then I called customer service, and was told they could ship me a new iPhone, no problem. I called once more, but this time didn’t say that I am an existing customer. The only phone available was an 8GB refurbished iPhone. AT&T’s online store was out of stock of everything else. Then I tried one last time and gave a different Brooklyn zipcode. The sales rep again told me the online store was “currently out of stock” and that “you have to go into the store.” It appears that AT&T’s phone and online orders come from a different warehouse (duh) than the ones which service its stores.
So if you really want to buy an iPhone in New York City, go to an AT&T store, or an Apple Store. Or try Apple’s website. That seems to be taking orders for New York City residents just fine ( I got up to the checkout).
And, yes, I’ve contacted several PR people at AT&T. But like I said, it’s the holidays.
Crunch Network: CrunchBasethe free database of technology companies, people, and investors
Here’s a Sunday night conundrum for you: it’s no longer possible to purchase an iPhone from AT&T’s online store if you live in New York City, and as of right now, the carrier isn’t saying why. Making matters worse, some online customer service reps have apparently gone rogue in providing explanations to curious would-be customers and the occasional inquisitive blogger — the Consumerist was told that NYC wasn’t “ready for the iPhone,” and a few others (including us) were fed a line about credit card fraud causing a ban on online sales. The fraud explanation would actually make sense, considering NYC-area Apple and AT&T stores all have the phone in stock and are happily selling them, but Ma Bell still hasn’t put this story to bed with an official explanation — all we’ve heard so far is the charmingly generic “We periodically modify our promotions and distribution channels.” Way to quell a fire with the gasoline of ambiguity, friends. Anyway, if you want an iPhone in New York City right this instant, you should start walking to the 24-hour Fifth Avenue Apple Store, taking the opportunity to assess your priorities and fundamental sense of purpose along the way. The rest of us will continue spending a reasonable percentage of our income on housing.
We haven’t heard much about the Gateway EC18T since we saw all those leaked pics back in October, but it looks like things are starting to move: the convertible tablet just hit the FCC database, complete with some more external pictures. From all appearances, it looks like this one’s going to be a family affair, as the machine itself will be sold by Gateway parent company Acer as the Aspire Timeline 1420P, and the FCC docs indicate sister company Packard Bell will have a version as well. Badging aside, inside we’re looking at a 1.2GHz SU2300 Core 2 Duo with GMA 4500MHD graphics, up to 8GB of RAM, a 500GB max drive, an 11.6-inch screen, and an eight-hour battery life — so depending on price, this one could be pretty attractive. We’ll wait to see how long it takes before one version or another escapes the government and hits store shelves.
Live in New York City? Want to buy an iPhone? Don’t try ordering one from AT&T’s Web site: The wireless carrier, at least for now, won’t sell New Yorkers a new phone online, citing “increased fraudulent activity”.
But residents of Manhattan and the city’s other four boroughs can buy an iPhone directly from AT&T stores. And the city’s five Apple (AAPL) stores will sell you one, too.
So what gives?
An initial report from Consumerist.com, quoting an AT&T online service rep, suggested that the carrier had shut down online sales because “New York was not ready for the iPhone,” and that the city didn’t “have enough towers to handle the phone.”
That answer might strike a cord with New York iPhone owners who gripe about the carrier’s capacity. But it strains credulity: Would AT&T (T) really try to resolve its iPhone problem by hampering iPhone sales — and not tell anyone in advance? And if so, why not choke off online sales in San Francisco and the Bay Area, where heavy iPhone usage also strains the carrier?
New story: Since the Consumerist story appeared Sunday afternoon, AT&T service reps have been telling New Yorkers like myself that it won’t sell us the phone online because of fraud problems.
What does that mean? Sean, the pleasant rep I talked to tonight, told me he could sell me a refurbished, 8-gig 3G iPhone online or over the phone. But if I wanted a new iPhone, he said, I’d have to go to a retail store.
Why? “There’s actually been a problem in that area with fraud for the iPhone. It’s kind of high-risk area.” Sean then reassured me that he was “not saying there’s bad neighborhoods anywhere. That’s not what that means.” But he couldn’t offer any more details.
Digital Daily’s John Paczkowski, in an online chat with a service rep, got a similar answer. As John points out, this answer also doesn’t make a lot of sense. If New York really is beset by a plague of scammers, why is AT&T selling other expensive smartphones, like Research In Motion’s (RIMM) BlackBerry line, over the Web? (Click text to enlarge).
There are other things that don’t line up here: The AT&T pr rep I talked to tonight knew nothing about this. And shutting off online sales of the company’s most high-profile phone to the biggest city in America seems like the kind of thing a corporate spokesman would have an inkling about.
Likewise, AT&T’s Google (GOOG) ad campaign sends New Yorkers searching for iPhones directly to this page, which doesn’t mention that you can’t actually buy an iPhone online. If you click on the “Buy Now” and give the site a New York zip code, you get the following nonsensical message: “We’re sorry, there are no Packages & Deals available at this time. Please check back later.”
My hunch: This is a decision that didn’t get run all the way up the chain of command. And it’s one that’s going to get reversed sooner than later. I’ll update when I hear back from AT&T.
UPDATE: This won’t clear anything up: “We periodically modify our promotions and distribution channels,” says AT&T pr guy Fletcher Cook, via email.
2011 Ford Mustang GT – Click above for high-res image gallery
Meet the world’s worst kept secret, the 2011 Mustang GT. The comical embargo breaking is now at its end and we’re ready to present you with everything you’ve been aching to know about the new five-point-oh. Actually, it’s probably more than you want to know. But we’re sure you’ll deal. So here we go…
As you’ve undoubtedly noticed, those are honest to goodness “5.0” badges affixed to the 2011 Mustang’s fenders. Not only are residents of A1A Beach Front Avenue stoked, but Mustang fans everywhere are finally getting their 302 back. That’s right, the new 5.0 is just like the old 5.0 — 302 cubic inches or 4.9-liters or 4,951cc. But we think the gumption this baddie stonks up will allow even the most pedantic amongst you to forgive the missing 49 cubic centimeters.
Everything you’ve read (well, at least everything within the last week) about the 2011 Ford Mustang GT up until today is true. It is now 12:01 a.m. and we can officially post all the details on the 2011 Mustang GT before it is unveiled at the 2010 Detroit Auto Show next month.
Let’s get right to it. Power comes from a 5.0L 4-valve Twin Independent Variable Camshaft Timing (Ti-VCT) V8 engine making 412-hp with a maximum torque of 390 lb-ft. Ford has yet to confirm performance figures, but they should stand up fairly strong to its rivals including the 2010 Chevrolet Camaro SS and the Dodge Challenger, which produce 426-hp and 425-hp respectively.
Transmission choices include a 6-speed automatic, which helps deliver an estimated fuel-economy of 17/25 mpg (city/highway), or a 6-speed manual, which helps return 16/24 mpg.
For 2011, the Mustang GT gets a specially tuned Electric Power Assist Steering, 11.5-inch front and 11.8-inch rear vented disc brakes, an upgraded suspension featuring an improved rear lower control arm and stiffened rear stabilizer bushings. Enthusiasts can also add a Brembo brake package, with larger rotors and calipers from the Shelby GT500, 19-inch wheels and summer performance tires.
The 2011 Ford Mustang will go on sale in mid-2010 along with the new 305-hp 2011 Mustang V6. Pricing details will be announced closer to launch date.
Hit the jump for the press release and the high-res image gallery.
2011 Ford Mustang GT:
Press Release:
THE 5.0-LITER IS BACK: 2011 FORD MUSTANG GT LEADS CLASS WITH 412 HP, FUEL EFFICIENCY, CHASSIS DYNAMICS
• The new Mustang GT continues Ford’s powertrain offensive with an all-new 5.0-liter V-8, which uses advanced technology to deliver 412 horsepower and projected unsurpassed highway mileage of 25 mpg
• For 2011, Mustang GT adds specially tuned Electric Power Assist Steering (EPAS), 11.5-inch front and 11.8-inch rear vented disc brakes, and an enhanced suspension featuring an improved rear lower control arm and stiffened rear stabilizer bushings
• For enthusiasts, a Brembo brake package, with larger rotors and calipers from the Ford Shelby GT500® Mustang, unique 19-inch wheels and summer performance tires, is offered; new fender badges herald return of the 5.0-liter engine
DEARBORN, Mich., Dec. 28, 2009 – The 5.0 is back! The 2011 Ford Mustang GT arrives with an all-new advanced 5.0-liter V-8 engine, developed by a passionate cadre of enthusiastic engineers who rallied around the common goal of delivering more than 400 horsepower.
The modern 5.0-liter four-valve Twin Independent Variable Camshaft Timing (Ti-VCT) V-8 engine in the new Mustang GT will deliver 412 horsepower and 390 ft.-lb. of torque. At the same time, fuel economy is projected to be better than the previous model and unsurpassed in the segment.
“This all-new 5.0-liter engine is the next chapter in the development of the world-class Mustang powertrain portfolio,” said Derrick Kuzak, group vice president, Global Product Development. “It’s a thoroughly modern engine for the times, delivering the performance and fun-to-drive factor that enthusiasts want, while improving fuel economy.”
Coyote in the lobby Many of the engineers on the development team have worked in the Engine and Electrical Engineering Building on the Dearborn, Mich., product development center campus. For years they walked past the original 5.0-liter V-8 Coyote Indy racing engine on display in the lobby, continually inspired by its mix of heritage, high technology and horsepower.
The powertrain development community had long wanted to develop a new 5.0-liter powertrain, with strategic discussions beginning in 2000. By 2007, the Mustang competitive landscape was beginning to change, a sign that the time was right for advancing the Mustang GT powertrain to world-class levels.
The team began 5.0-liter engine development with the objective of delivering 400-plus horsepower, on a timetable accelerated by 12 months without compromises in reliability, durability, fuel economy, or noise, vibration and harshness (NVH) control.
“Nearly all of the team members have worked on other high-profile powertrain programs,” said V-8 Engine Programs Manager Mike Harrison. “They all had a clear vision of the work required on their particular component or subsystem. Their passion for engines, racing and delivering every last ounce of performance throughout the engine speed range really demonstrated that they put their heads and their hearts into this powertrain.”
Development test engines and benchmarks included 5.0-liter blocks, employing different bore and stroke measurements, GT500 four-valve-per-cylinder heads and cams, various intake manifold runner configurations, differing compression ratios and a deep-sump oil pan. The team also evaluated Ford Racing’s 5.0-liter “Cammer” V-8 crate engine for transferable best practices.
Extensive computer-aided engineering (CAE) modeling, development engine experimentation and evaluation in combination with intricate machine work brought this promising, all-new configuration to jaw-dropping life in an accelerated time frame.
The result of this development is an “and” solution, not an “or.” 2011 Mustang buyers will enjoy the benefits of a powerful engine as well as responsible fuel economy.
Ti-VCT A critical element in the 5.0-liter V-8’s ability to deliver 412 horsepower, with improved drivability, tractability and fuel economy over the 2010 Mustang GT powertrain, is enhanced Ti-VCT.
For a high-performance application, the team specified cam-torque-actuated variable camshaft timing. Using existing cam torque energy, with assistance from pressurized oil, meant that minimal upgrades to the oil pump were required, resulting in less parasitic drag. Increased volumetric and thermal efficiency gives faster Ti-VCT response at all engine speeds.
During the development phase, camshaft lift profile and port optimization started with higher-lift Ford Racing aftermarket units, modified for compatibility with various four-valve-per-cylinder heads. Extensive CAE and dynamometer testing was performed to fine-tune camshaft events and port flow for performance and fuel efficiency in conjunction with the variable camshaft timing.
The resulting all-new aluminum four-valve-per-cylinder heads feature a compact roller finger follower valvetrain layout leaving more room for high-flow ports for free-breathing performance. Head structure was designed to support higher cylinder head pressures and cross-flow cooling for sustained high-rpm use. Head bolt size was increased from 11 to 12 millimeters to contain the higher combustion pressures.
The aluminum block was developed for optimized windage and oil drainback under lateral conditions and high rpm, such as a track-day outing for an enthusiastic owner and driver. Increased main bearing bulkhead widths and nodular iron cross-bolted main bearing caps with upsized bolts were also employed to accommodate the significant performance increase.
An additional element is the increased capacity and baffling of the deep-sump stamped steel oil pan to enable sustained high-rpm use and offer the convenience of 10,000-mile oil change intervals. Piston-cooling jets also were incorporated for performance-minded customers and for faster oil warm-up on cold start.
Specially designed tubular exhaust headers were developed to maximize exhaust pulse separation and improve flow. A team analyst actually fabricated the tubular headers in his home workshop, bringing the CAE design to life.
Performance and fuel economy The 412 horsepower and 390 ft.-lb. of torque delivered by the 2011 Mustang GT 5.0-liter V-8 represent significant increases versus the 2010 model year output levels.
The six-speed automatic transmission on the 2011 Mustang GT will deliver up to an estimated 25 mpg highway and 17 in the city. This is up from 23 mpg highway and 17 city for the 2010 model. Six-speed manual transmission Mustang GT models for 2011 are projected to deliver 24 mpg highway and 16 city, matching the 2010 model but delivering significantly more horsepower and performance feel.
2011 Mustang GT fuel economy is enabled by the Ti-VCT, the six-speed transmissions in automatic or manual variations, EPAS and an additional rear decklid seal to enhance aerodynamics.
Fuel economy also is aided by engineering a lightweight powertrain. The engine, as shipped, weighs just 430 pounds. This represents a weight savings of more than 20 percent versus the previous 5.0-liter offering. Lower mass can be attributed to the aluminum block and heads, the lightweight composite intake manifold, composite cam covers and hollow camshafts.
Improved driving dynamics EPAS has made a dramatic contribution to Mustang GT driving dynamics, delivering quicker on-center steering response, increased effort at highway speeds and reduced effort required in low-speed parking maneuvers. EPAS allows specific tuning for the Mustang GT application.
The 2011 Mustang GT features an enhanced rear lower control arm to add stiffness, improve powertrain NVH control and sharpen handling. A stiffened rear stabilizer bar for better on-center steering is also included. Stabilizer bar diameters, spring rates and dampers all have been tuned for improved dynamics.
A Brembo brake package upgrade will be available for serious enthusiasts. This package includes 14-inch vented front discs from the GT500 Mustang, unique 19-inch alloy wheels and summer performance tires.
Added convenience content For 2011, Mustang GT offers drivers several new convenience technologies, including:
• Standard message center
• Integrated blind spot mirrors
• MyKey™ programmable vehicle key
• Illuminated visors
• Universal garage door opener
• Sun visor storage
New look From the 5.0 fender badges to the new engine cover, Mustang GT honors and continues the proud heritage of its predecessors. The speedometer increases to 160 mph and the tachometer redline advances from 6,500 to 7,000 rpm.
Three vibrant new colors will be added for 2011 including Yellow Blaze Tri-Coat, Race Red and Ingot Silver.
Improved NVH control and convertible rigidity For 2011, Mustang GT benefits from across-the-board NVH improvements. These include additional sound-deadening material on either side of the instrument panel, an additional seal between door and rocker panel to reduce wind noise and a real wheel arch liner to reduce noise on gravel or wet surfaces.
Mustang GT convertible models feature enhanced structural rigidity, with lateral stiffness improved by 12 percent versus the 2010 model. A tower-to-tower front strut brace is now standard, and the V-brace has been stiffened by adding gussets. The secondary crossmember also has been stiffened while a front Z-brace has been added, connecting primary and secondary crossmembers. A-pillar stiffening foam also has been added to increase rigidity.
“This powertrain honors Mustang’s heritage by raising the bar on performance while increasing fuel economy,” said Barb Samardzich, vice president, Powertrain Development. “For enthusiasts, such as the passionate members of the 5.0-liter V-8 team, it’s like having your cake and eating it, too.”
After 40 years of its name becoming a legend in road racing, the BOSS is back for 2010 with a new 5.0L V8 engine. Meet the new 2011 Mustang BOSS 320R by Bud Moore Engineering, a tribute to the 40th anniversary of Parnelli Jones’ 1970 Trans-Am championship.
The Boss 320R is a factory build race car ready for track use and road racing in a number of NASA, SCCA and Grand-Am classes. Each model comes with Ford’s 5.0L 4-valve V8 engine mated to a 6-speed manual transmission.
The model also features a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at a price of $79,000. For the special Grand-Am Homologation Package (M-FR500-BOSS R1), the BOSS 320R will come ready to compete in the Grand-Am Continental Tire Sports Car Challenge series. Ford says that as of right now, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 will start at $129,000. A total of 50 BOSS 302R Mustangs will be built by Ford Racing.
Click through for the press release.
2011 Ford Racing Mustang BOSS 320R:
Press Release:
FORD RACING UNVEILS THE NEXT GENERATION OF RACING MUSTANG IN THE NEW BOSS 302R
DEARBORN, Mich., Dec. 28, 2009 – Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.
In honor of the 40th anniversary of Parnelli Jones’ 1970 Trans-Am championship in a Mustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.
“To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years,” said Jamie Allison, director, Ford North America Motorsports. “From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America’s most coveted Mustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win.”
The Mustang BOSS 302R is a serialized off-road-only vehicle ready to race. Each base model will come with a 5.0-liter four-valve engine and a six-speed manual transmission with a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at an MSRP of $79,000.
And, with a special Grand-Am Homologation Package (M-FR500-BOSS R1), it will also be ready to compete in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge), starting with the season-opening race in Daytona on Jan. 29, 2010. As of today, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 is $129,000.
The Grand-Am Continental Tire Sports Car Challenge-ready Mustang BOSS 302R will feature a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece driveshaft.
The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor – the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.
In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer’s titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver’s championships.
“We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing,” said Allison. “The FR500C and FR500S road racing Mustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing.”
Each Ford Racing factory-built production-based turnkey race car has won its competition debut.
“Racing has long served as a technical proving grounds for production engines,” said Allison. “What’s good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in the Mustang BOSS 302R is the same as the 2011 Mustang GT.”
“We have a great team on the BOSS 302R project,” said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. “Between our partners at AutoAlliance International, where the Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars.”
Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.
For more information on Ford Racing Performance Parts, please visit www.fordracingparts.com.
