Quote:
Originally Posted by olddog
The FPC in and of itself does not give up low end torque, but in a conventional pushrod engine the duration required to take advantage of the higher rpm would give up low end torque. However this is a 32 valve, variable cam timing engine.
The modular engine was able to turn a lot of rpm with moderate duration, without variable valve timing. The 4 valve per cylinder head design flows very well. They also put a butterfly on one intake port of each cylinder that was closed at lower rpm. This gives higher velocity at low rpm, which keeps the torque up at lower rpm.
This engine has all the knowledge of the modular development plus the new variable cam technology and some more tricks, I'm sure I have no idea of. From what I have read the torque curve is fairly flat, but I have not seen any dyno data.
I suppose the lighter crankshaft gives up inertia, so you may notice it is easier to stall if you let the clutch out too quick without stepping on the loud peddle.
|
I have seen dyno graphs, and low end torque is a major disappointment. I have also seen dyno results of Coyote engines with old old school manifold/head changes that resulted in both better HP (at lower rpm's) and torque ( throughout the range).
And, the large-displacement FPC, DOHC, Ford engine is not new...they made an 1,100 cu inch tank engine back in the day.
It's all a marketing ploy, literally sound effects.