New spy pictures of the 2015 Mustang have revealed the familiar Coyote 5-liter engine under the tighter engine bay of the 2015 Mustang. And while it’s too early to make judgments on a car that isn’t due to be available until sometime around September 2014, we see one potential disappointment: lack of direct injection.
Yes, the image shows a hacked-together engineering “mule”. It was built with the purpose of testing the new front end structure of the 2015 Mustang and probably not the engine. So it’s not necessarily representative of the final engine. If there is a direct injected Coyote, it can still show up in later development mules. We do hope this doesn’t mean that the Coyote V-8 will be stuck with old-fashioned port injection. The Coyote was designed from the start for direct injection, and direct injection is one of those technologies which offers “it all”: better performance, drivability, emissions, and mileage. And if the 5 liter doesn’t get direct injection in 2015, then it means that the usual Ford money-saving practice of updating new Mustangs 2-3 years after introduction with the engines it was originally designed for (the 4.6 liter in 1996, and the 5 liter in 2011) will hold true yet again. It all depends on budget, and of course on the fuel economy standards. With the reelection of Obama, the 54.5 MPG CAFE standard will stand and the Mustang will need to adapt accordingly.
We’ve written before about what we felt was the “missing” intake manifold for the Coyote engine. This holds true again. We’re also disappointed to see the enormous L-shaped fuse box (where the engine control computer has also likely been moved) to the left. It’s location precludes a dual path intake, which would have meant free horsepower for the 5 liter engine. Look at this earlier Ford example:
Recognize the engine above? It’s in Ford’s SVE FR500 concept, introduced at SEMA in 1999. This was also a 5 liter engine, although based on the old “modular” 4.6. The dual-path intake helped this engine make considerably more horsepower – all because of better breathing. If this type of dual intake path was designed into the 2015 Mustang engine compartment, the fusebox and engine computer would have to be moved, but engine breathing would be considerably enhanced. And now imagine how this would help an EcoBoost 3.5 V-6, where free breathing is everything!
How about the engine below as an example: it’s a supercharged all-aluminum DOHC 5 liter V-8 in a 2010 Jaguar XFR. The engine makes 510 HP in this application, 550 in others.
The chassis is an evolution of the DEW98 platform used by Jaguar (Type S), Lincoln (LS) and Ford (Thunderbird). This 4400-pound 12-second Jaguar breaths thru two separate intake tracts, including two MAFS, air filter boxes, and intake tracts. The engine compartment was designed for this from the beginning with a trunk-mounted battery and engine control electronics placed in the back of the engine compartment.
This could easily have been done by Ford for the 2015 Mustang – but given the layout of the engine compartment as shown in the engineering mule, it’s clearly too late.