We have been waiting from a year for all new wonder from Ford. The first photos of the Ford 5.0 came almost a year ago, and we are confident that the new 2011 Mustang to the vast majority will be an interesting concept and a different stage in the stage of the mustang

To achieve 412hp and 390 ft-lb of torque goes in large part to what Ford calls Twin Independent Variable Camshaft Timing (Ti-VCT) technology. The system give precise variable and independent control of timing for both intake and exhaust valves.

Independent adjustment of intake and exhaust valve timing allows maximum fuel economy at part-throttle, while delivering optimized power in full-throttle situations.

An added benefit is improved drivability and responsiveness across the torque curve because the cam timing can be instantly dialed in at any given time.

Ti-VCT rotates the camshafts to advance or retard the cam timing, based on several measures including throttle opening. An element unique to the Mustang GT 5.0-liter V-8 application is that Ti-VCT is actuated by camshaft torque, with assistance from pressurized oil. Using camshaft torque energy provides faster throttle response and maximizes use of existing energy, to aid fuel economy. Working like a ratchet, the one-way valves allow precise timing of camshaft events, continually optimizing timing to provide maximum thrust or fuel economy, based on driver input.

All-new aluminum four-valve-per-cylinder heads feature a compact roller finger follower valvetrain layout leaving more room for high-flow ports for free-breathing performance. Head structure was designed to support higher cylinder head pressures and cross-flow cooling for sustained high-rpm use. Head bolt size was increased from 11 to 12 millimeters to contain the higher combustion pressures.

The tubular exhaust headers that will come standard on the 2011 Mustang 5.0 GT. Not seen since the small bock-5.0 engine left us in 1995, the headers offer additional power and a sound all their own to the new 2011 Mustang. It was not easy for the engineers who fought hard to make them part of the new engine.

The greatest obstacle faced on the 5.0-liter was getting the fabricated exhaust manifolds into the program, said Adam Christian, Intake, Combustion, and Exhaust engineer.

Christian’s handcrafted manifolds were instantly installed on a development engine and dynamometer-tested, yielding an incremental increase of 6 horsepower and 14 additional ft.-lb. of torque. The home-grown headers became benchmarks for production pieces. The entire process took two weeks.

The aluminum block was developed for optimized windage and oil drainback under lateral conditions and high rpm. Increased main bearing bulkhead widths and nodular iron cross-bolted main bearing caps with upsized bolts were also employed to accommodate the significant performance increase.

An additional element is the increased capacity and baffling of the deep-sump stamped steel oil pan to enable sustained high-rpm use and offer the convenience of 10,000-mile oil change intervals. Piston-cooling jets also were incorporated for performance-minded customers and for faster oil warm-up on cold start.