Ford Releases New Powertrain Details On the Upcoming 2020 Shelby Mustang

Lately, the new Corvette C8 might be standing in the spotlight of the automotive world, but fans of performance-oriented cars are also in expectation of Ford to release one of the most tantalizing Mustang models of all time. Since last year, Ford has been gradually providing some bits of information on the new 2020 Shelby GT500. The new model promises to become remarkable for its performance characteristics. Earlier this week, Ford has released new technical info on powertrain characteristics of its anticipated GT500, namely 5.2-liter supercharged V8 and new seven-speed dual-clutch transmission. In this article, we will focus on the transmission solution implemented in the new Mustang model.

Tremec TR-9070

The 7-speed transmission solution named TR-9070 is provided by Tremec and it is notable for being the 1-st time a dual-clutch solution implemented in the Mustang line. Existing Mustangs models are sold with 8 or 6-speed manual or 10-speed automatics. Previously, Tremec also developed manual gear shifting solutions for other performance cars such as Dodge Vipers, Chevy Corvettes and a previous version of Shelby GT500. Now Tremec undertook a challenge to provide a DCT solution, which will be able to deal with the huge load transferred by the 5.2-liter V8 engine, producing 760 hp and 847 Nm of torque.

Rotary Shifter

The new Mustang will be equipped with 2 gear selection mechanisms: a rotary gear controller installed on the center console, and paddle shifters attached to the steering wheel (if the driver wants to be in charge of the gear shifting process). There are also 5 automatic shifting modes:

Every aspect of the Shelby GT500 driving experience changes with the selected mode of operation. Each driving mode has its own transmission shifting characteristics. Normal ensures comfort-drive gear shifting. Sport mode makes it possible to change gears with unbelievably fast shift time (80 ms). Drag slows down the process of gear shifting to make sure that the engine provides a vast amount of torque when the clutch is actuated. Track focuses on steering input and G-effect (acceleration load) to guarantee that torque in the next-to-be-actuated gear won't disrupt the GT500’s balance during turns. Slippery operates in top gears to restrict torque that may provoke slippages.

Ford's design includes a wet clutch system with 5 friction discs in its odd gear package and 6 more discs located in the even gear package, the transmission system supplies transmission oil to the clutches only in case of temperature elevations, while its 7 non-sequential forward gears apply 3-cone synchronizers adjusted to the engine torque diagram to ensure smooth gear shifting. The process of gears engagement is implemented with the help of an e-hydraulic shifting mechanism using energy-conserving low-leak solenoids.

Cross-section of Tremec TR-9070

This mechanism ensures accurate shifting initiated by the transmission control module that specifies the time of gear shifting on the basis of gear synchronization and shaft rotation rates. It is interesting to point out that the car’s paddle shifters do not use the CANBUS for a wired connection to the TCM unit, thereby ensuring extremely fast gear shifting time (80 ms).

One more feature that contributed to impressive gear shifting performance was the use of a single-piece carbon-fiber driveshaft. It links the transmission unit to a Torsen LSD differential. Larger half shafts help to deal with significant torque volumes.

Surely, the implementation of a new transmission solution in the Mustang design required a lot of additional efforts to ensure sufficient lubrication for transmission components subjected to high loads. Previously, when Mustang models were equipped with manual transmissions, Ford engineers did not have to trouble themselves too much with issues of proper lubrication. To keep the new DCT transmission sufficiently lubricated, they designed a pressured lubrication system. This smart system detects situations in which the transmission unit becomes subjected to extreme heat loads and increases transmission fluid flow rate to clutches to keep them cool.

Oil pan used in the upcoming 2020 Shelby GT500

Ford engineers used the latest simulation technologies and a wide range of testing methods to make sure that the main transmission components stay lubed when it is absolutely necessary, as oil starvation can be lethal for such technically-complex unit as the TR-9070. Moreover, Ford Performance engineers used sophisticated engineering tools to develop a wet-sump oil pan with expanded fluid holding capacity.

Radiators applied in the GT500’s cooling system

Great attention was paid to the cooling system too. To make sure that the operation temperature range stays within acceptable limits without any harm to the performance characteristics, the upcoming Mustang is equipped with 6 radiators (heat exchangers), including cooling for both the oil and the transmission. To check the efficiency of cooling and lubrication functions, the new Mustang was exposed to severe endurance tests on race tracks.

Learn more about the 5.2-liter V8 engine used in the new Mustang

Ford hasn't unveiled any official speed characteristics of the upcoming sports car, but engineers blurted out some promising numbers: 10.6 secs from a stop to 100 mph and back to zero. It is claimed that Shelby Mustang fans must be ready to loosen their purse strings, as the price for the 2020 Shelby will start from $73,995. The new sports car is expected to hit the market during the fall of 2019.