"The 1970 Mustang Mach 1"

"The 1970 Mustang Mach 1"

The Mach 1 was the performance package, fitted with the 2.8 L V6 rated at 105 hp (78 kW). The 1974 Mach 1s outsold the previous 4 years with the V6 in the light for its size 2700 pound II. Next year the 302 was brought back into the Mustang, giving a much needed performance boost. At 140 hp (100 kW) and 240 lbf路ft (325 N路m) of torque, the MII was available with a 4-speed manual. It formed the top end of performance in the Mustang IIs. With 1976 came the introduction of another "performance" model, the Cobra II. In 1977 little changed but the grille of the Mustang and 1977 proved to be the lowest selling year of the Mach 1 yet, selling only 6,719 cars. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs ever. Nothing changed for 1978 other than Ford adding yet another performance model to the lineup, the King Cobra. This became the final year for the Mustang II as well as their performance models. The Mach 1 name was discontinued.

Originally it was dubbed "TwinForce", in a Lincoln prototype, but the name was later changed to EcoBoost. The EcoBoost V6 used 2 Garrett T15 turbochargers that generate up to 12 PSI of boost, making it use up to 25% more air than normal, and direct gasoline fuel injection into the cylinder instead of any premixing. As a result, it generates 365 HP with regular unleaded gas, and still delivers 25 mpg highway. The EcoBoost concept is to provide the power of a much larger engine, such as a 6.0L V8, without consuming more fuel. The concept was successful that the engine received "Ward's Top 10 Engines 2010", and the concept is being pushed out to other Ford Duratec engines as well. EcoBoost I4 has already been demonstrated. For more information on EcoBoost engines, see wikipedia: Ecoboost. In an "interference engine" the cylinder head can hit the valves while the valve is "open" because the valves "pop" into the cylinder. In normal operation, this would never happen because the the cams would keep everything synchronized.

However, should a catastrophic failure of the chain that keeps the cams synchronized occur, or if the camshaft breaks, the result is destroyed valves and complete engine failure. Many smaller engines use "interference design" as it is more efficient and achieves higher compression. The original Ford SHO has a specially built Ford/Yamaha V6 for the power. When Ford decided to make Taurus SHO generation 2, they have a hard time finding the right engine, as the engine bay of a Ford Taurus, being Front-Wheel Drive vehicle, is crowded already. They finally introduced a new 3.4L V8, in cooperation with Cosworth and Yamaha, which is essentially a Duratec 2.5L V6 with one extra pair of cylinders. The cylinders are almost identical to the 2.5L V6, and it also shares the 60 degree angle. Due to vibration issues, a set of counter-rotating balance shafts was added. Unfortunately, this engine was rushed and turned out to have some design flaws that caused some catastrophic failures.

The camshaft was not bonded adequately and a breakage can result in destroyed engine valves, because the SHO V8 is an interference design. The Aston Martin V12 shares many designs with the Duratec 2.5L, but contrary to some reports, it is NOT two Duratec 2.5L engines linked together. The Aston Martin V12 was used in the Aston Martin Vanquish. It generates 454 HP, very impressive for an engine that required rather minimal development. The Vanquish S pushed the engine up to 514 HP, a true supercar engine. In "honor" of the Duratec name, all of Ford's European gasoline engines are now under the Duratec name. Even the older "Zetec" engines and really old OHV "Endura" engines have been renamed as Duratec engines. In North America, only the 4-cyl and 6-cyl DOHC engines use the Duratec name. Ford was the only Detroit "Big 3" that did not require government bailout or a merger. The little engine that could has quite a bit of contribution to that.