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" The first 5.0 Mustang debuted over 30 years ago, with a V8 that actually displaced 4.948 liters. So while Ford used unconventional rounding back then, the ruse is no longer needed--the new aluminum V8 displaces 4.951 liters. Nitpicking aside, the new 5.0 has race-spec parts, like four-bolt main-bearing caps and oil-cooled pistons. Unlike the original pushrod motor, double overhead cams operate four valves per cylinder. The cams are offset to the exhaust side to make room for massive, nearly straight intake ports. Gorgeous stainless-steel headers handle the exhaust. &amp;quot;The heart of this engine is in the breathing,&amp;quot; says Mike Harrison, Ford&amp;#039;s V8 programs manager. And boy does it breathe. The peak 412 hp crests at the motor&amp;#039;s 7000 rpm redline. Torque is stout at 390 lb-ft. Plus, this new mill is backed with a six-speed manual gearbox, and Ford promises better fuel economy.  With 540 hp, one could argue that the supercharged GT500 didn&amp;#039;t need more. However, a Slim-Fast plan was definitely in order, especially to trim the porky front end. So Ford swapped the iron engine block for an aluminum one and dropped 102 pounds. The company also patented a cost-effective plasma-transferred wire-arc spray bore (PTWA) process that coats the cylinder walls with a tough form of iron oxide. This reduces friction and makes typical, heavy iron liners unnecessary. The bore, the stroke and the belt-driven blower are unchanged, but there&amp;#039;s a bigger intercooler for consistent power output. A larger exhaust system reduces back pressure and increases max power to 550. These changes increased fuel economy enough (15/23) that the gas-guzzler tax no longer applies. Plus, Ford hinted that more power is in the tank, just in case Chevy releases the long-rumored Camaro Z28.  The cylinder probe (right) coats the cylinder with iron oxide, making liners redundant. High-voltage electrcicity arcs from a consumable steel wire to ground like MIG welder. Compressed air sprays the plasma onto the cylinder walls, forming a tough 150-micron thick coating. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/a5543/long-live-the-mustang-v8/>