|This cutaway version of Eaton's supercharger reveals the inverted layout, with the rotors at the bottom and the intercooler's air-to-water heat exchanger at the top. (Image source: Ford Motor Co.)|
That supercharger is Eaton’s latest, and it provides a maximum boost of 12 psi. It is an inverted design, placing the spinning rotors at the bottom of the device and the air-to-water heat exchanger for the intercooling system at the top. This helps tuck the blower more compactly into the valley of the engine’s vee, and it puts the heavy rotor shafts lower, contributing to a lower center of gravity.
Down at the bottom of the engine, oil drains into a conventional wet sump oil pan rather than a racing-style dry sump, as is used by the new C8 Corvette. With more space available beneath the engine in the taller Mustang body, Ford engineers simply upgraded the oil pan with side-saddle reservoirs featuring active hinged doors that trap oil to ensure a consistent supply during hard cornering maneuvers.
This all requires a huge amount of fuel, and Krenz tells us that while the GT500 was held to all of Ford’s regular durability tests, it got special dispensation for failing to complete the mandatory 30 minutes of full-power track testing. That was because the car emptied its 16-gallon fuel tank just 25 minutes into the test!
We similarly found that during track testing, the car’s fuel light warning of only 50 miles of remaining driving range illuminated very shortly after filling the tank, which translates to something in the neighborhood of 3.5 miles per gallon during track testing. The EPA says the Shelby is good for 12 mpg in city driving and 18 mpg on the highway.
|The GT500's cast oil pan contributes to the engine's structural rigidity and employs a maze of baffles and hinged doors to preserve a continuous oil supply even in high-g corners. Image source: Ford Motor Co.|