Technical presentation and details
After arrival and check in we were treated to a technical presentation on the Sprint program and walk around.
Before touching on the car itself one of the overriding elements of this program has been the people.
Let me say the passion and overriding willingness the folk from Ford have to talk about their baby was simply amazing.
i've listed some of those key people who were present to help put names and roles to them.
David Burn – Chief Program Engineer – Dave is accountable for the entire program and sign off of the program.
Justin Capicchiano – Program Manager, responsible for the delivery, timing and total program management.
Nick Eterovic – Design, Design Manager, Nick is accountable for ALL visual interpretation of the car
Bernie Quinn - Premcar, Bernie’s team were accountable for the Carbon duct design, delivery of both engine cal’s, all durability work and homologation signoff.
Kris Muscat – tyre engineer – Kris’s was the key person for the tyre selection, validation and implementation.
Arnold Codina – Exterior engineer – Accountable for all the engineering of the punch for the front bumper, the new foglamps, lip spoiler, badges, the lot
Alex de Vlugt - Dynamics group, responsible for overall vehicle dynamics.
Proud Parents: David, Justin and Nick.
The brief.
David and Justin shared their thoughts on the brief for the project, there were 3 key elements for Sprint:
Appearance
Power
Grip
Appearance
Nick spoke at length with great passion about his vision of Sprint, "Sprint had to be different, it had to be sporty in appearance but subtle".
Justin expanded "We didn’t want to re-create a GT Justin enthused. We wanted a more subtle approach, a more European influence to the car, that might sound odd for an “Aussie muscle car” but there has been a real trend in our enthusiasts taking off wings, putting on lip spoilers, vinyl wrapping the roof. This movement was a real departure from what had been the norm. The key though was cohesion."
"The car, front to back, had to be identified as a Sprint. Not an XR8, a Sprint. It was actually funny. When we stepped back at the end of the design process and we looked at how this car measured up to the 94 ED Sprint, it was nearly uncanny how we had captured the theme of that car and modernized it. We never looked back though, only forward and the multi spoke rim from the 5th Anniversary was decided on, you can see in cars like the Focus RS, multi spoke rims are what we as a company are adopting on all our performance offerings and we wanted to capture that theme as well."
Power
Sprint had to have the best engines they could do.
"Power, for the turbo we wanted to target a higher number than 310. Everyone expected the 310kw engine, we had an opportunity to improve on that number and produce a vehicle that exceeded customer expectations.
For the XR8: There was never any discussion about using the 351 calibration, it wasn’t even debated, but we did want to create a unique position for that car. 335kw is already right up there, but we thought a revision to the total power with an increase in overboost and a focus on driveability were the keys for the XR8.
Grip.
Grip, (combined), "given that the last real revision for the turbo was in 2007/2008 and the XR8 was effectively a 2011 revision we wanted to focus on bringing the whole car forward. With ride improvements, handling improvements and overall grip to be improved, it was pretty clear we needed a tyre. The tyre was the key if you like, without the tyre we don’t get the other improvements, we felt like even if we further revised the suspension with the Dunlop’s we wouldn’t get the step change we were looking for. Once we locked in a tyre as the key direction, we added springs, dampers, jounce bumpers to that list. Later on some other items were added, but these were the key “ingredients”.
I asked Justin how had the I6T and Miami V8 changed compared to their previous 270 and 335 spec engines?
"The original program goal was to make more power than 310kw. With the changes made and the efficiencies explored in the engine development process we were able to go further and produce the most powerful version of our I6 engine ever.
Part Changes: XR6 Sprint vs XR6
For the XR6 Turbo to achieve the program target, the following changes were made:
• F6 Turbo – GT3582 vs GT 3576 – (82mm exhaust housing vs 76mm) 8% larger
• F6 Intercooler – 35% Larger than the XR6 turbo
• F6 injectors –47lbs vs 36lbs Increase of Flow Rate over XR6 turbo – 23%
• XR6 Pistons – Higher Compression Ratio – 8:7:1 vs 8:5:1 for F6
• New Carbon Fibre Air Intake – Surface area increases by 34%
• Reduced exhaust backpressure – change in catalyst assembly.
• F6 Engine Oil cooler
• Transmission oil cooler from the F6 – 5% larger
• New engine Calibration (includes trailer tow, launch control functionality)
• New Transmission calibration
• New black engine cam cover
• XR8 Transmission mount
F6 V Sprint 6 Boost Map
Going further.
A number of other new features are present in the Sprint calibration.
• Launch Control – This enables us to provide optimal acceleration using the Bosch DSC 9.0 system. It is also specifically created for the XR6 Sprint, it is not the same system as the one in the XR8.
• Gear dependent maps for boost – F6 had a single map and subsequently the pedal response, torque delivery and driveability suffered because of this. The Sprint has the ability to tailor the boost dependent on transmission ratio, which improves driveability and enables a strong, refined and responsive performance feel in all gears.
• Trailer tow function. Restricts torque inputs when combined with a factory fitted towbar. Using the trailer tow plug, a hall-effect sensor detects when the trailer is fitted and reduces power and torque to provide safe levels of power and torque when towing.
• Transient Overboost – An overboost function exists to increase power and torque dependent on engine intake temperature. Up to 370kw and 650Nm are available during optimal engine conditions, but never less than 325kw and 576Nm.
XR8 Sprint
The XR8 Sprint utilises the Boss 5.0 litre, supercharged DOHC 32 valve all-aluminium V8 engine that is familiar to the XR8 range. In Standard guise, the XR8 produces maximum power of 335kW @ 5750 rpm and maximum torque 570Nm @ 2200-5500rpm. The maximum speed is limited at 230 km/h (FPV GT-F is limited at 250 km/h).
For the XR8 Sprint we have utilised the lessons learnt from the GTF program and have been able to produce 345kW @ 5750 rpm and maximum torque 575Nm @ 2200-6250rpm. The maximum speed is limited at 230 km/h. We have used the same logic from GTF which introduces the following features over and above the XR8.
The utilization of the Trailer Tow function, which is key to the vehicle retaining its durability. Should the vehicle be in a situation where it is towing – the car will detect the trailer and limit power to 345kw to ensure the driveline isn’t overloaded. It does this through a signal being sent via a Hall Effect sensor in the trailer plug which senses a trailer connection, a message is sent through the CANBUS to the PCM which then applies a specific trailer tow engine map.
Transient Overboost, under optimal engine temperatures – specifically cooler inlet temperatures (less than 120 degrees), no trailer attached and that the engine operating temperature is normalised, the engine can access up to 15% more power than the 345kw. This is carried over from the current GTF however it is increased from a higher baseline. At hard cut in 2nd gear (6250rpm) and over – Up to 400kw is available from the engine and 650nm of torque.
Both cars have access to transient overboost for upto 10 seconds at a time per gear and WOT.
"370/400 kw is available all the time once up to operating temperature, its only when the engine see's IAT's above an acceptable limit that the engine will progressively pull power back to the minimum numbers".
Suspension (Both cars).
Spring rates have been changed. Springs are the same for the front of both vehicles, but the rear spring rates are different on both cars. All designed to improve the primary ride and allow the changed damper settings to be effective.
"We didn’t want an overly sprung vehicle. It would have detracted from our handling goals. While this could be construed as softer springs, it has to be taken into context with the damper changes."
Damper Changes
The Rebound and compression rates were changed as part of the program. The existing suspension system had not been changed in the XR6 Turbo since 2008. There are a number of improvements over not only the base car, but the F6 as well.
Front Damper Changes
The dynamics team tuned the dampers using a different damper than the existing XR Dampers. The existing XR6 Damper has twelve chambers where the damper fluid passes through. In the Sprint, this has been reduced to three.
There are two distinct areas of change. Low speed and High Speed Rebound and Compression:
Low speed – The low speed changes have improved primary ride, isolating surface imperfections and improving resilience to pothole damage. The major criticism leveled at the R-Spec suspension system is its rough low speed ride and the tendency to identify small surface imperfections. This change has improved this aspect of the current vehicle.
High Speed – Significant increase in rebound damping, with a moderate increase to compression at higher damper speed. The change was made as the current R-Spec suspension system has a tendency to understeer at speed, with a significant amount of push being felt through the steering. The current vehicle does not allow you to maintain corner speed as the vehicle tends to exhibit roll onto the outside rear tyre at higher speed. This is at odds with the ride penalty at lower speed. Increasing rebound damping has enabled the vehicle a flatter, more planted ride, with the added benefit of braking can now be used to adjust the line the vehicle is taking through the corner. This is a significant benefit of the new system.
Rear Damper Changes
The rear suspension is similar to the current XR8, however low speed (ride) rebound has been reduced, to improve the primary ride and to improve power down out of corners.
Compression has been changed, although not as dramatically. Changes to the compression have made the car very responsive to change of direction. It has also improved the handling, and ability of the vehicle to get the power down to the road on rough roads.
Jounce Bumper changes
The front Jounce Bumper was changed due to the changed spring and damper rates. A shorter jounce bumper has been engineered, it is stiffer than the current part and contains a spacer that assists in the jounce bumper durability.
Steering Gear changes
The steering has been revised in the turbo, with a revised boost cure to assist in off centre torque build up and feel. Both cars feature a revised stopper to compensate for the larger tyres.
Tyres.
Tyres were a crucial part of the suspension changes, without one the other couldn't exist. After an exhaustive search and R+D program conducted the Pirelli P Zeros were the BEST tyre they could find.
Sprint 6 tyre pressures 38F, 38R
Sprint 8 tyre pressures 38F, 42R
Vehicle dynamics.
A key element of the revisions revolved around the driving experience. The Sprint had to be as close as possible to the Ford Global DNA.
Erik expanded: "we wanted to create a vehicle that had much improved agility and stability". "We wanted to make the Sprints feel lighter and inspire confidence".
Alex went on to talk about the improved turning "yaw" of the vehicle handling thanks to the suspension revisions and Pirelli's.
"The 6/4 Brembos were a must if we were to match the braking performance with the revised engine and handling improvements".
It was also revealed that cars were sent to Germany and the US for testing and validation of key program elements.
"We were able to draw on the Ford global network to leverage support for Sprint program that spanned 22 months, 16000+ hours, 1000 dyno hours, 200,000 test KM's".
Tyres.
A visual comparison of the 265/35/19 Pirelli V 275/30/19 Dunlop.
The Pirelli has a 3% greater contact patch,
Over the coming days ill publish part 2) of the launch.
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