Читать книгу How to Swap Ford Modular Engines into Mustangs, Torinos and More - Dave Stribling - Страница 8
ОглавлениеMODULAR ENGINE FEATURES AND IDENTIFICATION
The Ford modular engine has a long, varied, and unique history that has spanned more than 25 years, with many component, year, and factory of manufacture differences. With this storied and distinguished history, you need to recognize that all modular engines were not created equal. The only thing these engines really have in common is that they are all overhead camshaft V-8s (or V-10s). They come in three base varieties: the Single Overhead Camshaft (SOHC) produced with either two or three valves and the Double Overhead Camshaft (DOHC). Three block heights were used: the smaller displacements (4.6, 5.0, and 5.2), the large displacements (5.4, 5.8, and 6.8 V-10), and the “midsize” deck height of the 6.2. After that the similarities start to fade.
Ford Performance Parts offers both a production and modified version of the 5.0 Coyote engine. The M-6007-M50A is rated at 435 hp and 400 ft-lbs of torque. It has an aluminum block and DOHC heads, forged steel crank and rods, and features 11:1 compression. It shares the same mounting pattern as earlier modular engines so it transplants well. (Photo Courtesy Ford Performance Parts)
The two-valve version of the SOHC started out in Ford big cars and was then used in Ford trucks. It was delayed in the new Mustang platform until 1996 and a GT version was used up until 2005. Both 4.6 and 5.4 SOHC versions were installed in Ford trucks up until 2005. The 4.6 and 5.4 2V continued its run in big cars and trucks up through 2014. The 6.2 F-150 Raptor and truck engine uses SOHC heads on the taller block. The three-valve version was introduced in 2005 and was used in the Mustang GT through 2010. The 4.6 3V was dropped in 2010, but the 5.4 3V continued in some trucks until 2015.
The first DOHC engines were installed in Lincolns way back in 1993. The 4V became the basis for all the performance-based modular engines. The First Mustang Cobras got the 4V engine in 1996. A 5.4 version of the DOHC was built for some big Lincoln Navigators, the 2000 Cobra R, and the 2007–2010 GT500s. In 2011, Ford introduced the now famous “Coyote” 5.0 4V, which replaced most of the 3V applications in trucks and replaced all the 4.6 and 5.4 engines in all the Mustangs. The Boss 302 and Cobra Jet performance versions are based on the Coyote, and the Coyote platform is also the basis for the 2013–2014 Shelby GT500 5.8 engines, which use the taller engine block with improved heads. The Coyote is also the foundation for the new 5.2 flat plane crank Shelby engine. For big truck application, Ford made a V-10 that uses modular engine technology. The displacement is 6.8 and it came in 2V and 3V SOHC configurations. It was used in trucks and vans up through 2015.
Later three- and four-valve engines produce far more horsepower and torque than earlier two-valve engines. The later two-valve engines produce much more horsepower than the earlier engines. Keep this in mind when you’re sourcing an engine for your project car.
This chapter gives you a brief history of the modular engine, and it highlights the major differences among engines in the series. I do not have the space to cover all differences because that would require a book all its own, and it would be obsolete once it was written. Because Ford frequently makes changes to this platform, fitment and components often change. And what is true today may very well not be true tomorrow.
This chapter provides a comprehensive guide to the range of modular engines and should help you to identify what you have. And whether you are well-versed in modular performance or a complete novice, remember this one rule: You need to know the engine package you have; it not only determines the suitability for a particular engine swap to a chassis, but with all the changes and inflexibility this knowledge keeps you from making a very expensive mistake.
You would think that an engine labeled “modular” would easily interchange within the engine family and that the parts would interchange between platforms with ease. But nothing is further from the truth. As you will discover, the modular engine family has tremendous variety among parts and little commonality. The “truth” is that unless you are knowledgeable about these engines, very little interchanges. These engines were assembled in different plants, and parts were built differently at the various locations. These engines are matched components to a specific platform. In part because they do not interchange well, Ford put out several Technical Service Bulletins (T.S.B.) to assist mechanics in working on these engines. It is important to know what you have. If you plan on doing performance upgrades, it is important to partner with people who are versed in these engines and read the books recommended in Chapter 1.
Ford manufactured the modular engine at the Windsor, Ontario; Romeo, Michigan; and Essex, Ontario, factories. All of these plants have different specifications or blueprints and, as a result, the modular engines built at the various factories are often different. To give you an idea of how complex these engines are, here are just a few of the many changes between the Romeo and Windsor SOHC engines:
• Valvecover bolts: Romeo blocks use 11 bolts to hold the passenger-side valvecover; Windsor blocks use 14.
• Main caps: Romeo early blocks use a smaller main bearing than Windsors. The Romeo uses a single thrust washer; the Windsor uses two thrust washers. Early Romeo blocks used a jack screw between the main cap and side skirt; Windsors used a dowel system. In 1999 Ford began eliminating the jack screw system in favor of interference-fit main caps on some blocks.
• Crankshafts: Windsor blocks use six bolts to hold the flywheel or flexplate to the crankshaft. Romeo can be either 6- or 8-bolt depending on application. Most performance engines use the 8-bolt crank.
• Connecting rods: Windsor pistons use a floating pin; the Romeo is a press fit pin.
• Camshaft sprockets: Windsor is a press on; Romeo uses a bolt and spacer.
As you can see, it can be difficult to interchange parts between assembly plants.
If you are not purchasing a crate engine or buying from a known source, it’s important to be able to identify what engine you are contemplating. Ford has not been particularly consistent in its means of identifying the modular engines through the years, and what works with some engines doesn’t work with others. An engine cobbled together by someone unfamiliar with the platform can end up an expensive boat anchor. In the end, if you can’t identify the engine, walk away from the deal.
If you are looking at a complete donor vehicle for your swap project, two pieces of information from the Vehicle Identification Number (VIN) help you figure out what you have and what you need. The first is the 8th digit of the VIN that specifies the engine installed in the vehicle. The second is the 10th digit that denotes the model year of the vehicle (not the year it was built). The VIN is found on the plate under the front windshield on the driver’s side of the dashboard, or on the door sticker.
If you are looking at a complete donor car or are shopping for a used engine, the vehicle VIN sticker in the door tells you a lot about the engine and drivetrain. The 8th digit of the VIN is the engine, and on this 2010 Mustang it is an “H,” which is a 4.6 3V engine rated at 315 hp. The 10th digit tells the year of manufacture, here an “A,” which stands for 2010 (note the car build date noted in the upper left-hand corner is 09/09). The transmission is denoted under TR as “K,” which denotes a Tremec TR-3650 5-speed.
These charts list the engine codes for modular engines 1991–2015. The key is as follows: SOHC = single overhead camshaft; DOHC = dual overhead camshaft; 3V = three valves per cylinder; C/R = 2000 Cobra R; R/A = Mach I Ram Air; GT = Ford GT supercar; S/C = Supercharged; B = Boss; FF = Flex Fuel; R = Romeo engine plant; W = Windsor engine plant; E = Essex engine plant; RA = F150 Raptor; CNG = compressed natural gas; NGV = natural gas vehicle; LPV = liquid petroleum vehicle; GFP = gaseous fuel prep
This breakdown shows the year digit, which is in the 10th position of the VIN. Ford used a letter at the end of the 1990s, switched to numbers for the 2000s, and then back to the beginning of the alphabet for the next decade.
The sequence of engine codes for modular engines from 1991 to 2015 was not consistent with letters and numbers, and used the same designators in different years. In some cases, within the same year the code could be for either a 6-cylinder or a modular engine, depending on the vehicle. The horsepower ratings also varied over the course of the engine series build, so it is provided here as a range. Finally, a W-code engine in a Crown Victoria and a Ford F-150 may have come from the same plant (Romeo, Michigan), but have different components mounted on it, such as intake and exhaust manifolds.
The 10th digit designates the year the engine was manufactured. Because of the many running changes in the plants, this may be helpful to you and your engine builder when searching out performance or replacement parts if needed.
The next level of engine ID is the engine tag. The engine tag includes information on engine calibration, date of manufacture, and assembly plant. Ford’s method of identifying engines varied in style and location. Some of them are stickers, others ink. It is possible that they can be switched or fade over time, so the identification of an engine can become difficult. Here are some of the ways to identify an engine.
Ford used primarily vinyl stickers to denote its engines through the modular engine years. The calibration code 2G839AA denotes this engine as a 2003 Cobra supercharged engine. The build date is noted as August 13, 2002, and it was built at the Romeo Engine Plant (REP). This sticker is located on the passenger-side valvecover at the bottom middle of the cover. A similar sticker is located on the driver-side valvecover, but only has the engine calibration code, date of manufacture, and a large bar code.
Ford has stayed fairly consistent with the base specifications of these engines, with only a few custom setups.
Although at least a half dozen displacements exist for the modular engine, the base dimensions are one of the more constant parts of these engines. All the engines share the same bore spacing at 100 mm (3.937 inches), except for the 6.2 engine. The two standard block deck heights are the taller 5.4 and 6.8 V-10 at 256 mm (10.079 inches), and for all of the smaller engines, 227 mm (8.937 inches). The 5.8 was slightly shorter at 225.7 mm (10.0673 inches).
But there are variations within variations. The 6.2 Boss SOHC shares many of the engine features of a typical modular engine, but it has a wider bore spacing at 115 mm (4.53 inches) and a unique deck height at 239 mm (9.41 inches). This allows for bigger volumes than the standard modular engine platforms. The Triton 6.8 V-10 is dimensionally a 5.4 engine with two extra cylinders.
Ford has had dozens of blocks over the years, made either from aluminum or iron. Five plants have made blocks for the modular engine: Romeo, Windsor, Essex, Teksid (Italy), and Cleveland, which manufactured the Boss. Between these engines not much interchanges. Some high-performance builders favor certain blocks, but in general all the blocks are very good, strong pieces. What you have will probably work fine.
All modular engine cylinder heads are made from aluminum and come in three basic configurations: a single overhead cam (SOHC) with two valves per cylinder, an SOHC with three valves per cylinder (two intake, one exhaust), and a dual overhead cam (DOHC) with four valves per cylinder. Ford has changed the intake ports and exhaust configuration frequently through the years, making it difficult to swap cylinder heads on these engines. Ford made some improvements in 1999 and introduced the PI head, which stood for “Performance Improved,” not “Police Interceptor” as older engines were designated. Early heads are referred to as NPI or Non-Performance Improved. Early 4V heads had dual ports, which was changed to a single port in 1999. SOHC and Coyote engines have round exhaust ports, and Cobra and other 4V heads were oval.
All modular engine heads are made from aluminum. The oval exhaust port on this head identifies it as a pre-Coyote 4V DOHC head. Note the added chain to run the second cam, the center-mounted spark plug, and the use of cam followers and valve-lash adjusters.
Crankshafts come in 6-bolt and 8-bolt configurations. The 6-bolt crankshafts were made at the Windsor plant, and the 6- and 8-bolts cranks were used at Romeo. Some special crankshafts were made, such as the forged-steel crank first used in the 2003 supercharged Cobra engines. A lot of performance parts, such as flywheels and clutches, favor the 8-bolt crankshaft.
In 2016 Ford introduced the new flat plane crankshaft for the 5.2 Voodoo engine. The firing order is different from all the other modular engines and gives the engine a unique sound.
Ford turned the performance world on its head with the 2016 5.2 flat plane crankshaft. The flat plane crank allows the engine to fire left right bank evenly, different than normal V-8 engines. This allows for better exhaust scavenging than traditional V-8s. Weight savings is due to not having additional counterweights. Firing order on most modular engines is 1-5-4-8-6-3-7-2, and the 5.2 is 1-5-4-8-3-7-2-6. (Photo Courtesy Ford Performance Parts)
Valvecover ID
The type of valvecover on a modular engine provides a quick identification. In this brief sidebar, the various styles of valvecovers are shown and described to provide a quick and easy indication of the particular engine. To verify the year, factory of origin, and type of modular engine, refer to the engine ID tag.
The 4.6 Romeo two-valve valvecover is a composite cover and has 11 bolts holding it to the head. Like all modular valvecovers it cannot be swapped left to right due to the timing chain and gear bulge in the front of the cover.
This typical early four-cam valvecover is painted black on this Shelby 5.4 engine. The silver center plate covers the four coil packs mounted over each cylinder. Earlier coil pack engines had a similar cover over the spark plugs and wires. The coil pack wiring exits the back of the cover.
The 4.6 Windsor-built 2V engines have a 14-bolt valvecover that cannot be interchanged with Romeo 2V valvecovers. (Photo Courtesy Jim Smart)
The 4.6 and 5.4 3V engines featured scalloped valvecovers to help with the relocation of the coils. The VCT (variable cam timing) system mounts in the front of the cover. These covers came in 10-bolt and 14-bolt designs.
The Coyote 4V engines have a much shallower valvecover and the wiring exits up and over the top of the cover to be hidden by the intake cover. The dual TC-VCT plugs can be seen in the front of the cover. The coil cover is aluminum and interchangeable.
Most crankshafts are cast nodular iron and have six or eight bolts to hold the flywheel/flexplate, depending on application and plant. Most performance aftermarket companies design parts for the stronger eight-bolt crankshaft design. When Ford came out with the 2003 Cobra, it opted for a forged steel crank to handle the supercharged engine. Forged steel cranks then started making their way into other production engines.
The intakes vary depending on application. Triton or Ford truck intakes tend to be taller with smaller, longer runners, whereas cars such as the Ford Mustang have the shortest intakes for clearance.
One of the early problems with the intake was a cracking condition with the new nylon designed intake manifold. The intake would crack along the front coolant crossover and the fitting ports would pull out.
Ford solved the problem with these 4.6 intakes by changing the design to include an aluminum crossover tube in 2002. This remained on the 4.6 production engines through the end. The design for later engines was improved and the intakes became all composite again.
Ford used multiple intake port designs on the modular engine, so swapping among different engines is very difficult. Ford had a factory recall late in the 1990s when a problem occurred with the all-nylon intake manifolds; the fix was an aluminum coolant crossover, which carried on through production in the early 2000s.
On the back of this GT engine, this servo arm device is called the Intake Manifold Runner Control Module and sometimes it is referred to as the Charge Motion Control Valve. It shuts off part of the intake runners at low RPM on some engines to help with low-end torque. Performance builders have developed eliminator kits to remove this part for performance builds, as it can rob power in high-performance engines.
With the early engines, Ford found that by adding a dual intake runner design and by shutting off runners at low RPM and idle, it could eliminate some of the low-end torque issues with the intake. Starting with some of the mid- to late-1990s Lincolns, Ford began using a dual port intake system, and this evolved into the Charge Motion Control Valve (CMCV) and/or the Intake Manifold Runner Control (IMRC) systems, depending on which year and engine you have. They both do basically the same thing: At low RPM it closes one of the runners to allow for better low-end torque.
So, which engine is right for your project? It depends on the goals for the project vehicle. The 4.6 SOHC 2V is plentiful and has the smallest dimensions for fitting in the engine bay, but because it is not at the high-end horsepower range, not a lot of new engineering takes place to develop parts for the older platform. As engines such as the Coyote continue to grow in popularity, aftermarket parts will become more difficult to obtain for the 2V as the sources dry up. In fact, while I was writing this book parts that were available became unavailable as they were replaced with parts for the newer platforms.
The older engine combinations may be easier to work with on items such as computers and wiring. The Ford computer controls sold through Ford Performance Parts made a big change on the ease of installing the newer engines, but they are only for use in the later throttle-by-wire setups.
The most popular conversion so far seems to be the Coyote platform. Available since 2011, plenty of used engines are now available, and Ford Performance Parts sells some amazing crate engines. Ford-sponsored PCM computer controls also helps with this platform’s popularity. Surprisingly, the 2003–2004 Cobra Terminator conversion remains a popular conversion engine. Plenty of horsepower, a rugged cast-iron block, and no throttle-by-wire, it was the epitome of cable-throttle engines, and Terminator engines have retained their value because of this.
If the project budget is on the lower side, an SOHC or older DOHC can be used and performance added as needed. Engine platforms such as the Cobra DOHC, Raptor 6.2, Lightning trucks, and Shelbys provide a good foundation with proven horsepower and the ability to go even higher. But the initial cost of these engines will be higher.
If eye candy is what you are looking for, there is nothing more impressive than opening the hood and seeing those DOHC valvecovers staring at you. But the 4.6 SOHC can be dressed out to impress as well. Superchargers, turbochargers, and nitrous are available for all the platforms and most certainly dress up any engine compartment.
The modular engine that fits your project goals, engine compartment, and budget is the right one for you. Read on to gain the expertise to select the right one.
Selecting a suitable transmission for your modular engine and swap project is a little simpler, even though Ford used a variety of automatics and manuals. Except for in the first few years, most of the automatics were electronically controlled, making it fairly straightforward to choose a transmission to tie in to your electronics package selection. In 1999, Ford upgraded from mechanical speedometer cables to an electronic pickup, so older-style gauges don’t work with the new VSS signals on most modular engine transmissions.
All but two modular engines have the same bellhousing bolt pattern. The exceptions are: the very first blocks that were mated to the non-electronic AOD transmissions, which had a small-block Ford pattern, and the 1995–2002 Lincoln Continental, which was a front-wheel-drive, front-sump engine with a different pattern for the transaxle (and carried PN F6OE). The 4.6- and 5.4-bolt patterns are the same.
The vehicle VIN tag tells you which type of transmission was installed in your vehicle, and it’s usually listed under “TR” on the tag. Earlier cars carried a five-digit code; the first two digits of the number tell you what type of transmission was installed in the vehicle. Later, Ford went to a single-letter code for transmission identification.
Listing each type of transmission is difficult. Much like with the original Ford Toploader, there are variances in the cases and the input/output shafts, depending on the car or truck the drivetrain was installed in. Transmissions can be grouped together, and Ford mated the modular engine to an array of automatics and manuals. Following is a list of transmissions (with the exception of some heavy-duty trucks). I discuss more about fitting transmissions in Chapter 8.
In the late 1990s, Ford discontinued the old-style mechanical speedometer gear in favor of an electronic pickup called the Variable Speed Sensor, or VSS. A spoke wheel passes through a magnetic field and the computer counts the triggers and calculates the speed of the vehicle. Calibrating the speedometer is a snap any time you change gears or tire size. The downfall may come in some older street rods that still use a mechanical speedometer, but there are ways around it. Aftermarket transmissions are available in mechanical or electronic versions.
The modular bellhousing pattern (right) is similar but different than the small-block Ford pattern. The most significant change is that the center two mounting bolts now run through the transmission dowel alignment pins rather than just above them. Note the size of the mini starter and its position on the bellhousing. The modular also has an extra bolt on the driver’s side for a seven-bolt pattern.
Automatics
Most modular engine applications use an automatic transmission. Except for the transaxle found in the Lincoln Continental, all are robust transmissions derived from earlier transmissions. As the transmissions added gears, their size increased as well. The earlier 4-speed overdrive transmissions may not be in fashion, but they have the advantage of robust design, and the aftermarket has developed them to handle huge horsepower loads. Another advantage of earlier transmissions is that they fit into tighter transmission tunnels, making them easier to install than the latter units. (See Chapter 8 for specific information on all of these transmissions.)
AOD/AODE: This is a 4-speed automatic with overdrive. Released in 1980, the first automatics were vacuum-operated and fully actuated. The stock overdrive transmission is rated at 300 hp and 275 ft-lbs of torque. The “E,” or electronic, versions were released in 1992, and the PCM controlled the shifting duties on these transmissions. The AODE has stronger internals than the vacuum-operated AOD. The AOD was installed in the first few years before the AODE arrived in 1994. The AODE was used for a couple of years until it was replaced by the 4R70 series transmissions. The AODE was also used in the 1994–1995 Mustang GTs. An AODE is a much better option than the AOD, and certainly if the transmission came with the modular engine.
4R70W/4R70E/4R75E/4R75W: The 4R series of overdrives was an upgrade of the AOD platform. The “4” stands for four forward gears, the “R” stands for rear drive, and the “W” stands for a wider gear ratio. The “E” version designates throttle-by-wire technology. The 4R series transmissions began replacing the AOD transmissions about 1994 and were used up through 2011 in large cars such as the Ford Crown Victoria.
E4OD/4R100: This heavy-duty 4-speed overdrive incorporates some of the older C6 automatic internals, but this new-generation transmission was installed in bigger vehicles and trucks. While the 4R70W was used with the smaller 4.6 blocks, the E4OD was used behind the 5.4 and applications where additional torque was needed. These transmissions were used in Ford trucks and vans 1996–2004.
5R Series: Primarily the 5R55S, this is a 5-speed automatic used to replace the 4-speed. A 5R100 version was used in Super Duty trucks and was different from the 5R55 series because it was derived from and replaced the heavy-duty 4R100 4-speed automatics. This light-duty transmission had been around a couple of years until it was fitted into the 2005–2010 Mustangs, and the 5R100 replaced the 4R100 in 2005–2010.
6H and 6R Series: The 6HP26 was developed by ZF and was used behind some 2005–2008 Lincoln Navigators. The 6R80 and other 6R series 6-speed automatics were developed from the ZF transmission and built under license by Ford. The 6R series replaced the 5R series in 2011. The 6R140 series replaced the 5R100 in Ford heavy trucks and vans in 2011.
Manuals
Manual transmissions are found in the Mustang and Ford trucks, but keep in mind that the shifter location on these transmissions dictates the use or application of the transmissions. Ford mounts the truck engine up and under the chassis cab, so the shifter position is typically midpoint on the housing. Mustang transmissions are generally found at the end of the tailshaft or even remote behind the shaft. The earlier manual transmissions were a bit weaker and went through some warranty issues, and the latest versions tend to have issues with the shifting. The T-56 series, while bigger and bulkier than the earlier transmissions, is very robust and is still favored by the aftermarket community. It can also be found in both clutch fork and hydraulic throw-out bearing versions from Ford. (See Chapter 8 for more information.)
Tremec 5-speeds: Starting with the 1996 Mustang GT, Ford began using the Tremec T-45 5-speed, which was upgraded to the TR-3650 in 2001 and was used up through 2010s. The T-45 suffered from shifting issues and the 3650 corrected some of those problems. Ford issued numerous service bulletins to remedy the shifting problems on the 1996–2000 transmission. These primarily focused on fifth/reverse gear forks, which were jamming and breaking, so upgraded forks were offered to resolve this problem.
Tremec 6-speeds: The T-56 was first installed in the 2000 Cobra R, and then the 2003–2004 Terminator Cobra. It’s a stout transmission that’s also been installed in the Corvette Z06, Dodge Viper, and Aston Martin Vanquish. This transmission can handle a lot of torque. These transmissions can transmit up to about 700 hp, which is suitable for most high-performance street cars. These were fitted with a unique fork placement and used a cable clutch. The T-6060 was derived from the T-56, shares some of the same internals as the T-56, and uses a hydraulic throw-out bearing instead of a clutch fork. The T-6060 was used in the Shelby GT500 2007–2014.
MT82 6-speed: The Ford/Getrag co-developed MT82 6-speed became the standard transmission in 2011, replacing both Tremec manuals for use in the Mustang in 2011.
M5OD 5-speed: The Mazda-built 5-speed was installed in a wide range of Mazda and Ford cars and trucks. Two models were offered: the light-duty R1 and medium duty R2. R1 transmissions were slotted into the Ford Ranger, Explorer, Aerostar, and Bronco II. R2 versions have been used in the F-150, Econoline Van, full-size Bronco, and the Cougar/Thunderbird with the supercharged V-6. This transmission is suitable for most applications up to about 450 hp.
ZF Series 6-speed: The S6-650 ZF manual transmission is used in Super Duty trucks and vans 1999–2010. The manual was dropped in the United States in 2011. In addition, GM installed the ZF6 transmission in the 1989–1996 Corvette. The S6-650 is rated to transmit 650 ft-lbs of torque, so they are tough enough for many specialized and high-performance applications. It is important to be sure that the transmission you select matches your application and engine output.
Although Ford has been offering the modular engines through its racing parts programs for some time, it wasn’t until the fifth-generation Mustangs (2005–2014) that it began looking at bundling its performance engines with control systems to install in other types of vehicles such as street rods.
Ford Performance offers both production versions and special-built versions of its engines. Which one fits your project depends on your horsepower needs and budget. Here are a few of Ford’s nonproduction engines from the past few years.
Ford Performance Parts has marketed several different engine variations under the “Aluminator” name, capitalizing on the versatility and lightweight of the all aluminum architecture. The M-6007-A50XS put out more than 500 hp naturally aspirated and benefits from all the development of Ford’s Cobra Jet racing program. It comes with CNC ported cylinder heads, a dual 65-mm throttle body and a slew of high-end Ford racing extras. (Photo Courtesy Ford Performance Parts)
One way to identify the Ford Performance Parts Coyote engines is by the bar code sticker mounted to the back of the driver-side block just below the cylinder head. (Photo Courtesy Ford Performance Parts)
The Aluminator
The Aluminator started out as an all-aluminum version of the famed 2003–2004 4.6 Cobra Terminator supercharged engine, which came from the factory with a cast-iron block. The current iteration of the moniker is an all-aluminum 5.0 GT engine beefed up to handle more than 500 hp.
5.0 Cammer
This was the first 5.0 engine based on a punched out 4.6 DOHC Cobra engine. It was capable of horsepower ratings over 400 and torque of 365 ft-lbs or more. The engine features a Ford Performance 356 alloy aluminum block, high-flow cylinder heads, and 12-mm-lift camshafts. It’s also equipped with 11:1 compression; variable geometry, magnesium long/short runner intake; power steering pump; alternator; and air-conditioning compressor.
The Ford “Cammer” engine started out as a 4.6 DOHC engine that was re-sleeved and bored out and used in Ford FR500C, Grand Am Cup and Koni Sprots Car Challenge cars, among others. Output was in the mid-400 hp range and a punched out 5.3 version in 2010 made more than 665 hp in a GT for the FIA GT1 World Championship. (Photo Courtesy Ford Performance Parts)
You’ll notice the missing emissions systems on this specially prepared Boss 302. The engine is installed in one of the Ford Performance Boss 302S race cars specially prepped by Watson Engineering in Taylor, MI. There were only 50 units built and this engine dyno’d at 520 hp at the crank. The car was provided by Blake Hartman.
Boss 302
The Boss 302 modular is a beefed-up 5.0 Coyote platform pushing 444 hp installed in the 2012–2013 Boss 302 Mustang. It features high-strength components and goodies such as CNC-machined ports, forged connecting rods, forged-steel cranks, and forged pistons. The Boss engine is the basis for many of Ford’s racing-sealed engines, and it’s offered in stroked version up to 5.3 in short-block form. It produces 420 hp at 6,500 rpm and 390 ft-lbs of torque at 4,250 rpm. Until Ford offers the 5.2-liter GT350 engine in crate form, this is one of the best modular Ford crate engines you can buy.
The aftermarket has been cautious when it comes to the production of hard parts such as blocks and heads. Most of the aftermarket crate engines are based on production Ford components. Just when you think Ford has settled into a stable new platform, it goes and improves it again. The Coyote is a good foundation for modular engine builds, but then Ford changed things again when it came out with the flat plane crank 5.2 Shelby GT350 engine, which will probably keep the aftermarket world jumping once again, which will mean a new round of aftermarket components to support the new design.
Modular Motorsports Racing now has its GEN-X Coyote blocks available for the extreme engine builds. Machine from a billet of 6061-T6 aluminum, the blocks are available in short and tall deck heights. Engine displacements up to 6.5 are possible, and these monster engines can reliably produce 1,800 to 3,500 hp. (Photo Courtesy Modular Motorsports Racing)
Sean Hyland Motorsport was the first to come out with an aftermarket racing block for the short 4.6 and tall 5.4 deck height engines. SHM poured all its experience in producing a block that can be punched out to 6.0 and can withstand a mind blowing 2500 hp. It accepts all modular engine cylinder head configurations. Note the extra material cast around the cross bolt main holes. (Photo Courtesy Sean Hyland Motorsports)
Trick Flow Specialties has been building small-block Ford heads for years, and it is the aftermarket choice for racing 4.6 2V heads. The TFS-52910002 heads are designed for bigger bore engine builds and high-horsepower applications. It works with performance-improved (PI) intake manifolds, CNC-ported combustion chambers and patented replaceable cam bearing journals. TFS heads accept either the Romeo or Windsor valvecovers and most Ford front covers and accessories. (Photo Courtesy Trick Flow Specialties)
Swap Spotlight: The Mustang Evolution
Leading the list of over-the-top modular engine conversions is Brett Behrens’ 1978 Mustang II. Brett is a longtime Ford guy who wanted to build something unique, and this beautiful Mustang II is the result. Fitted with a 396-hp 6.8 Triton V-10 modular engine, the second-generation Mustang required extensive fabrication.
Automotive illustrator Ben Hermance designed the Mustang II. He drew the concept car with the corners widened to fit the driveline, and the build gurus at A-Team Racing in Bend, Oregon, made the designs into reality. Fitting 413 cubic inches into a space barely big enough for a small-block 302 was going to require some major stretching and pulling.
The base frame for this project was the tried and true suspension engineering of a 2008 Corvette, which not only allowed for adequate braking, but with the rear-mounted transmission, gave a close to 50/50 weight ratio. The Mustang’s frame was stretched 12 inches to complement suspension geometry and retain an eye-pleasing bodyline that didn’t take away from the original lines of the Mustang II. Gordon Aram and the group at A-Team started by building a custom frame made from 1⅝-inch DOM steel tubing, and made use of the Corvette front engine cradle and independent rear suspension mounts in the design.
The engine started out as a stock 2005 6.8 V-10, and the team added a custom-made steel-tube intake manifold to which an Accufab 90-mm throttle body was attached. The Iskenderian camshafts were custom reground and 50-psi injectors were installed. A stock Ford computer was re-flashed and installed. The result is a torque monster producing 396 hp and 475 ft-lbs of torque at the rear wheels.
The engine was mated to the torque tube via a custom-made bellhousing, which connects to the rear-mounted Tremec T-6060 6-speed transmission and Corvette independent rear suspension. Custom pieces made for the engine include the valvecovers, intake, and oil pan. The headers were also custom-made and connected to a 3-inch exhaust system that uses Magnaflow mufflers. The exhaust exits from the back via a central exhaust port.
Stopping the stretch MII is the original six-piston front and four-piston rear brakes from the Corvette. The car rides on a set of Forgeline Grip Equipped Laguna rims done in satin black and Toyo tires. The weight of the entire build is equivalent to that of the original Dodge Viper, well under the Corvette and definitely in supercar territory.
Even though the car had to be stretched, the original roofline was not altered and refinements to the body are all custom done in metal. Fender flares from a 2005 Mustang were used to give the body a wide-body treatment, and the fenders were stretched slightly outward. To clear the tall manifold, a 1971 Mustang NASA-style hood center was added, which is functional. The side scoops are also functional, and the rear was originally adorned with a pair of 1970s Celica taillights that fit the pattern and look more like a classic Mustang tribar taillight. The rear spoiler was increased, and the front air dam was modeled after the one found on the 2012 Boss Mustang. The car was covered in 2014 Ford Kona Blue to complement the satin black highlights.
Brett Behrens of Bend, Oregon, has taken two things usually not associated with ultra-high end performance and blended them together to make his own version of the Ford supercar. This 1978 Mustang II is fitted with a 6.8-liter V-10, a torque monster putting out 396 hp, and 475 ft-lbs of tire roasting torque. (Photo Courtesy Brett Behrens)
Mustang Evolution is not quite an accurate name for this car. “Re-Evolution” may be more accurate. After the 2015 SEMA show in Las Vegas, a slight mishap occurred with the car on the return trip to Oregon. Brett decided that perhaps it was time to make some improvements while the car was down for repair. The re-works to the reworks was handled by Mayhem Customs of Portland, Oregon, which includes a revamping of the taillight area, smoother side scoops, and other minor tweaks to an already amazing bodyline. The big changes are happening under the hood, where the tube intake is being replaced with a custom-made stack injection manifold and full Holley computer controls. Torque numbers should be off the charts.
Suspension and drivetrain were transplanted from a wrecked 2008 Corvette. A full tube chassis was built around the suspension underpinnings, and the V-10 engine was installed. The Mustang II would have to be stretched a full 12 inches to mate with the new wheelbase. (Photo Courtesy Brett Behrens)
Don’t think you can afford an over-the-top build like this? Brett Behrens thinks you can. Brett started up Specialty Car Solutions (specialtycarsolutions.com) and is working with top builders in the country to make your over-the-top fantasy ride a reality. Brett drew his inspiration from the little Mustang that was forgotten by the rest of the custom world and made a true giant killer. Your ride can be a reality, too.
The chassis is taking shape, and this shot shows the Tremec T-6060 transmission used in the transaxle position of the Corvette designed suspension. This configuration would give a close to 50/50 weight balance to the much bigger V-10 engine. (Photo Courtesy Brett Behrens)
With the much lower stance of the new chassis, the tunnel was all custom fabricated. Note how far back the V-10 sits in the firewall of this shot. A full roll cage was also incorporated into the design. (Photo Courtesy Brett Behrens)
With the exception of the factory nose, all the outer fabrication is metal. The ram air hood is from a 1971–1973 Mach I, the wheel lip openings are from a 2005 Mustang, and the custom nose was designed after the late-model Boss 302. You can see the stretch done in the fenders and hood, but the original roofline remains untouched. (Photo Courtesy Brett Behrens)
Here is the original configuration for the V-10 showing the custom tube intake and reversed throttle body design. Not much exists for the V-10 dress up, so the intake, valvecovers, oil pan and headers all had to be custom fabricated. (Photo Courtesy Brett Behrens)
The factory V-10 computer was used and reprogrammed to bypass the PATS. Wiring was tucked behind the apron panels for a cleaner engine compartment. Note the angled corvette-style radiator. Forgeline Laguna rims were selected along with Toyo tires. (Photo Courtesy Brett Behrens)
This is an original custom tube intake and Accufab throttle body mounted under the tubes. This system is being replaced with a custom stack injection setup with Holley computer controls to increase the horsepower level. (Photo Courtesy PDXcarculture.com)
