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Ford 5.0L V8 in Mustang Uses BorgWarner Variable Cam Timing (VCT) Technology

BorgWarner’s Cam Torque Actuated (CTA) variable cam timing (VCT) technology and timing drive system improve the horsepower and reduce emissions for the 2011 Ford Mustang GT’s all-new 5.0-liter V8 engine. (Earlier post.) A critical element in Ford’s twin independent variable camshaft timing (Ti-VCT) system, BorgWarner’s CTA technology optimizes variable cam timing, making it more efficient at all engine speeds with faster response than traditional hydraulic oil-actuated VCT systems.

Also featuring BorgWarner’s resonance attenuation technology, the timing drive system improves overall engine efficiency, helping the Mustang achieve 412 hp (307 kW) and 390 ft-lb (529 N·m) of torque and a best in class EPA rating of 17 mpg city and 26 mpg on the highway. The new 5.0-liter Mustang is the first to feature both advanced technologies from BorgWarner.

Unlike traditional cam phasing methods, which typically use engine oil pressure to phase the camshaft, BorgWarner’s patented CTA technology harnesses the existing torsional energy in the valve train to accomplish this event, similar to a hydraulic ratchet. CTA cam phasers operate more quickly and under a wider range of engine speeds and temperatures than traditional oil pressure actuated cam phasers, enabling optimal air flow into and out of the engine for most operating conditions.

In addition, CTA cam phasers are fully functional shortly after engine start, the critical time when a large percentage of engine emissions occur and before the catalytic converter is effective. The result: better fuel economy, lower emissions, and more torque and horsepower.

The timing drive system also features BorgWarner’s patented resonance attenuation technology. Designed to reduce chain tension and camshaft oscillation, the technology allowed Ford to use an uncompromised valvetrain in order to achieve peak high speed performance. Driving the entire system are the industry’s best-in-class silent and roller chains, designed for high strength, low wear and quiet operation.

In addition, both the base Mustang and Mustang GT will offer Ford’s six-speed 6R80 automatic transmission for the first time, featuring high-energy friction plates and torque converter clutch discs supplied by BorgWarner Drivetrain Systems to help the 2011 Mustang deliver unsurpassed fuel economy in the segment.



Why use a V-8. The Sonata 2011, 270 hp, I-4, 2.0L could do the job with less weight, less fuel and less pollution.

Allch Chcar

You can't compare a Sonata to a Mustang. They are two very different vehicles. The Mustang does do a job, it's not a Daily Driver like the Sonata. It's a former Pony/New Muscle Car.

Essentially what I've seen of the VCT is that it's an improvement over the Variable Intake Cam technology that was used almost mostly by Mazda and also on the Fusion and Taurus too.

What this bit doesn't describe is that the VCT advances or retards the cam timing as necessary for best engine performance. In the Low RPM it Advances the timing and lowers the torque band for more usable torque whereas for higher RPM needs the cam timing is Retarded for more high end power. It's still just two cams and unlike the Honda VTEC and Toyota Quad Cam system, cam profile doesn't change just the cam timing advance/retard. I'm on the fence as to what is actually faster/efficient/cheaper. I'd prefer having two sets of cam profiles one for low rpm and one for high rpm and there is also the 3 cam systems in the newer Honda VTECs. But the VCT does automatically what many hotrodders have done by hand with single cams in their OHV V8's or Tuners with they're adjustable Cam gears.

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