RECEIVE THE “E- HOOFPRINT”

If you are currently receiving the PNWMC’s newsletter, The Hoofprint, by mail and would like to switch to delivery by Email,

you can do that. Simply send an Email request from the address you would like us to use to the Membership Chair, Grant

Culley, at “A93SVTCobra@aol.com”. Your electronic newsletter, The E-Hoofprint, will arrive in PDF format which can be

opened by Adobe Reader. You can also update your membership information at any time by contacting Grant at the same

email address or at (509)628-9219.

A MESSAGE FROM THE PRESIDENT

Dear Member:

I will be placing a lot of emphasis this year on getting the membership to enter more car shows. The Pacific Northwest Mustang Club has a lot of really good cars and some fabulous people. The cars are mostly Mustangs in vintages from the newest to the oldest. We also have some nice Cougars, Thunderbirds, and an Edsel that I can think of immediately. People in other clubs will also be happy to see you and get to know you better. I see some of you and your cars at a few of the shows around the region. I hear about others of you at shows I did not attend. There are a lot of good reasons why many of our members don’t get to other shows. Even so, I wish we could get more of our members out to other shows. I’m asking each of you to enter at least one more show in 2010 than you did in 2009. Don’t worry if you’re not able to do that; nobody will be keeping records of either year. I’m just making a simple request. I hope many of you will be able to attend some of the other Mustang clubs’ shows; they have some good cars and people, too, including those who can’t get over to our shows.

Let’s not forget the other local and regional shows, either. As long as you’re attending a show anyway, some photos and a short story are always appreciated by your newsletter editors and the reading membership.

It’s also still time for dues. Our dues are still, by far, the lowest of any regional car club at just $12/year. Most of you have probably paid them already. We’d like to have the rest be caught up in dues as soon as possible so nobody misses out on the newsletter. You may pay at the February 16th meeting or by mail to PNWMC, P. O. Box 1693, Richland, WA 99352. See you on February 16th!

Submitted by President Jim Compton

Just a year after getting a thorough refresh, the 2011 Mustang is finally getting the new powerplants it deserves. The base

Mustang's new 3.7-liter V6 debuted just before the LA Auto Show, but while the V6 option represents the majority of Mustang sales, the GT's V8 is the motor Mustang fans crave. The new 5.0 really is an all-new engine sharing virtually no parts with the prior 4.6-liter. Only the bore spacing and deck height were carried over, allowing the block and heads to be machined on the same transfer lines with less re-tooling. Ford Racing has also offered a 5.0-liter crate engine for the last several years, but this new engine doesn't share anything with the race-ready mill other than its fundamental architecture.

Unlike the historic 5.0, which was a cam-in-block pushrod two-valve, the new motor has dual overhead cams and four valves

per cylinder.

According to chief engineer Mike Harrison, VP of global product development Derrick Kuzak tasked him with developing a

new engine for the Mustang just over two years ago, and in that time his team has gone from clean sheet to production.

That makes this one of Ford's fastest engine development programs ever. The basic parameters were laid out as such: 5.0

liters of displacement and 400 horsepower. The end result is an engine with 92.2mm bore and a 92.7mm stroke. For the

mathematically challenged, that works out to 4,952 cubic centimeters and now properly rounds to 5.0-liters while still

equaling 302.2 cubic inches. As for the power requirement? Mission accomplished, with 412 hp at 6,500 rpm and 390

pound-feet at 4,000 rpm.

The 5.0 will be built at Ford's Essex engine plant in Windsor, Ontario starting early in 2010. The tighter tolerances, reduced

friction and increased precision in manufacturing will help Ford increase the oil change interval on the new engine to 10,000

miles using conventional 5W20 oil. Fully dressed (minus the A/C compressor) and filled with oil, the new engine weighs in at

430 pounds. That's about the same as the outgoing 4.6 in spite of the extra valve train hardware. By comparison, a non-drysump GM LS3 used in the Camaro or Corvette weighs a bit over 400 pounds, which is not enough to make up the difference in overall vehicle weight between the Camaro and Mustang. The 2011 Mustang GT goes on sale in spring 2010, and based on the engine tech alone, we're itching for our chance behind the wheel.

For the entire article from AutoBlog that has lots of technical detail, please go to

http://www.autoblog.com/2009/12/28/deep-dive-fords-all-new-5-0-v8/

This month’s Under The Shade Tree article was provided by Grant Culley. As always, comments or ideas on this or any