“Let me start by saying Roush Yates is actively developing our EcoBoost application in motorsports,” he said. “And it did run briefly in the P2 as part of that effort by Roush Yates. But when it comes to Ford being actively involved with the race team and with Roush Yates to bring the power plant into its application, we’re focused on a DP application as one of our team initiatives of development that obviously all four teams are going to be able to run Eco application(s) in DP.”

2012 Rolex 24 At Daytona-winning team owner Michael Shank was selected to spearhead the EcoBoost installation, and will also lead the upcoming testing program on behalf of the series and Ford.

As one of Ford’s top DP teams, the longtime GRAND-AM supporter was a natural choice to take on the turbo project, which will also keep the team plenty busy between Rolex Series rounds.

“We’re looking at 10 to 12 test days this year,” said Shank. “Our plan is to run it throughout the year for Ford and GRAND-AM so everybody can learn about it and to see how it compares in lap times. We need to be completely transparent in all of this because we’ll be competing with [naturally-aspirated] engines next year.”

As seen at Daytona, the Riley-Ford EcoBoost installation carried a number of expected differences from the Riley-Ford V8s.

Ford's EcoBoost turbo sports car engine first appeared in a P2 car, and has since been developed specifically for DP installation. (Photo: John Dagys)

Side-mount intercoolers with large NACA ducts atop the doors was a giveaway that something new was under the engine cover, and with all of the ancillaries in mind, Shank says the turbo engine has the Riley tipping the scales close to the V8 it’s replacing.

“It’s a small engine, and the block and the heads and throttle body are straight off the assembly line,” he said. “From a weight standpoint, it’s basically a push. It’s also fly-by-wire, and that’s new for DP. There’s a number of new things to DP, you could say, but I think sports car teams and sports car fans won’t be taken aback by these kinds of developments.

“This is about relevancy on a global basis. Turbocharged engines, direct-injected engines. The motor has been across the NASCAR tech dyno at least once so far, and as everyone within the organization gets familiar with these kinds of production-based turbos, I’m sure it will become normal in time. It’s an exciting time, I can tell you that.”

GRAND-AM made two smart changes to its DP regulations to start the 2012 season as it moved away from its unsightly wide-cabin prototype bodies to narrower cockpit enclosures. It also invited manufacturers to design OEM-specific bodywork.

So far, General Motors has been the only taker with its Corvette DP body, but Allison also confirmed Ford will go up against its arch rival next year with a custom body—one that isn’t necessarily tied to an exact Ford production model--for its teams to use.

“I think the framework that I would share with you is that, obviously, what was done on the Corvette is directly applicable from the racecar from which it's formed, could apply to a DP form,” he said. “I think what we're looking at would be more of a primary brand, more of a Ford brand versus a specific name-plate brand. We’ll leave it at the fact that I think it's more directly applicable for the Corvettes to apply something to DPs, and we can focus on primary brand promotion without styling our body after any one car.”

Marshall Pruett is SPEED.com's Auto Racing Editor, covering IndyCar and sports cars. Now in his 27th year in the sport, Pruett was an open-wheel mechanic, engineer and manager before joining SPEED. He also contributes to RACER, Road & Track and Racecar Engineering. Follow him @MarshallPruett.