Flat Plane V8 Exceeds 100 HP per Liter with TREMEC Transmission

Flat Plane V8 Exceeds 100 HP per Liter with TREMEC Transmission

Dearborn, MI / June 2, 2015 / Ford Motor Company Media Center

Ford announced the most powerful naturally aspirated road-going engine in its history. The all-new Ford 5.2-liter flat-plane crankshaft V8 will produce 526 horsepower and 429 lb.-ft. of torque in Shelby GT350 Mustang and Shelby GT350R Mustang – an engine unique to the two models set to go on sale this fall.

“The Shelby GT350 program began with a clear objective – create the most balanced, nimble and exhilarating production Mustang yet,” said Jamal Hameedi, Ford Performance chief engineer. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant. The high-revving, naturally aspirated 5.2-liter flat-plane V8 delivers on every target we set – high horsepower, broad torque curve, aggressive throttle response and light weight.”

The all-new 5.2-liter V8 is not only Ford’s most powerful naturally aspirated engine ever, but also its most efficient in terms of specific output. Without turbocharging or supercharging, the flat-plane crankshaft V8 produces 102 horsepower per liter of displacement. The new engine is also the highest-revving V8 in Ford history – with a redline of 8,250 rpm.

Unlike traditional V8 engines, the all-new 5.2-liter uses a flat-plane crankshaft more typically found in a Ferrari sports car or in racing applications. The design of this new engine for the Shelby GT350 was optimized using computer-aided engineering and fully digital performance simulations. Millions of intake, cam and exhaust configurations were iterated before arriving at the optimal combination.

The result in the new 5.2-liter V8 – in addition to a uniquely exotic, delicious engine note – is 526 horsepower at 7,500 rpm and 429 lb.-ft. of torque at 4,750 rpm. Even more impressive is the track-tuned flexibility of the engine’s exceptionally wide powerband. It produces 90 percent of peak torque from approximately 3,450 rpm through 7,000 rpm, and features a racetrack-friendly spread of nearly 3,000 rpm between its torque and horsepower peaks.

In both Shelby GT350 and Shelby GT350R, the all-new 5.2- liter will be paired with a six-speed manual transmission as its only gearbox option. The TREMEC TR-3160 six-speed manual is specifically engineered for less mass and high-rpm application in the new Shelby Mustangs. The six-speed features a lightweight, die-cast aluminum case and clutch housing for increased overall powertrain stiffness. Gear cross-sections, the dual-mass flywheel and dual-disc clutch are all optimized for an overall reduction in inertia and weight.

Read the complete release: http://ford.to/1fmN2YR

About the TREMEC TR-3160 6-Speed Manual Transmission

The TR-3160 six-speed transmission was designed to be used in light truck, SUV, and performance applications. It can be configured as either single or double overdrive. Centerline distance (the distance between the input shaft and the countershaft) is 81mm. This dimension is what typically drives torque capacity, hence its relevance here. A higher number means greater strength potential with respect to torque load as larger diameter gears can be used. Each gear (and shaft) is of SAE 4120H steel. All gears are hard finished with laser welded clutch teeth.

The aluminum cased TR-3160 weighs 112lbs (dry, with “mass reduction”) and is an end-load design. Externally, the unit consists of an integral clutch housing, main case, and tailshaft housing. The multiple shift rail system allows for both direct mount or semi-remote shifters. The detent notches, springs, and bullets, have been designed to allow the best feel possible in terms of shift quality. Coupled with low friction linear shift rail bearings, the unit provides exceptionally smooth gear shifting.


Double and triple cone synchronizers feature hybrid as well as sintered bronze friction material. They are the same size as used in the TREMEC TR-6060 transmission. The greater the friction surface, the easier the transmission is to shift.

First and second gear synchros are triple cone while the remaining gears (including reverse) are double cone. The cone rings use what is referred to as a hybrid arrangement since one side uses a carbon friction material and the other side uses sintered bronze.

The TR-3160 also features a “reverse inhibiting solenoid” system that prevents shifting into reverse if the vehicle is moving forward at 3 mph or higher.

For additional information, please contact Michael Kvicala, Marketing | Tel: (734) 456-3731 | michael.kvicala@tremec.com