The machined area at 5 o'clock...
The machined area at 5 o'clock to the main bearing bore-next to the cylinder-is where Saleen clearances the GT block to allow the company's fully counterweighted crankshaft. Saleen also rehones the cylinders to a fine, plateau-style finish to work with its moly rings. The align-hone is checked-but it is nearly always spot on-and the oiling system is left alone as it works fine as-is.
While the official power level for the 281-E engine is 425 hp, the inside word is that number could be slightly conservative. Underrating power has not been a Saleen tradition, but the E's power rating is said to cover the worst tolerance stack imaginable. Who says chassis dynos don't keep things honest?
Starting with the cover of our February issue, we were hyperventilating about the spanking-new 281-E Saleen, the major portion of our excitement bulging from under the E's hood. Composure regained, we're now daring an even closer look at the new Saleen engine this month. Why? Well, the blown Two-Valve is definitely a high and newly set benchmark in the modular market thanks to its combination of power, tractability, and emission certification. Furthermore, Saleen says the engine will also be available aftermarket as a crate engine, so let's add accessi-bility to that list.
As we approached the new Saleen engine, we were obviously interested in discovering how it made such great power, but we were also rather curious about the engine's notable smoothness and broad range. For a "little" 281-incher, the E-engine sure has a muscular bottom end. Furthermore, there is always the question of longevity-at such elevated power levels, can the Two-Valve engine take the heat?
Reciprocating parts are the...
Reciprocating parts are the modular engine's Achillies' heel, and Saleen takes no chances here. A 4340-steel H-beam rod with ARP bolts; a super-strong piston pin; and a stout, forged piston table any discussion about reciprocating parts failures in the 6,500-rpm Extreme engine.
A central answer to many of our questions is found in the E engine's cast-iron block. As Saleen Development Engineer and chief engine man Bill Tally told us, the Four-Valve Cobra engine's aluminum block is not his first choice for boosted power in a street engine warranteed for 100,000 miles. For thermal stability, cylinder-wall rigidity, and all-around toughness, the Two-Valve's cast-iron block is definitely superior-a major reason the E engine begins life as a plain-old Mustang GT mill.
Given the modular engine's block doesn't allow meaningful stroke increases, it is well gusseted and dis-tributes loads evenly, so there is little to do with the stock 4.6 GT blocks with which Saleen begins. Minor clearancing of the main bearing bulkheads is necessary to clear the fully counterweighted crankshaft. The cylinders are honed to a finer finish and the align-boring is checked, but other than that the E blocks are pure Dearborn.
Crankshafts for the E are sourced directly from Ford's supplier of Cobra cranks, allowing Saleen-specific balance and hardening. This gives the Saleen crank a general Cobra aspect, including the eight-bolt flywheel attachment, along with full counterweighting, nitriding, and bal-ancing for Saleen's rod, piston, and pin combination.
Saleen's Extreme crank is...
Saleen's Extreme crank is based on the forged steel, eight-bolt flywheel pattern unit from the Mustang Cobra. However, it is supplied to Saleen with its own balance and heat-treating specifications.
If you can break this 0.140-inch-wall...
If you can break this 0.140-inch-wall piston pin, you could break an anvil in a sandbox. Saleen specified this tool-steel wonder to absolutely ensure this modular weak link was bolstered. The chamfered pin end is used as a wedge against the wire pin locks; the grooved piston pin bore provides 360-degree pin oiling.
Ford's hypereutectic modular...
Ford's hypereutectic modular piston can claim a tight, quiet, 0.002-inch piston-to-wall clearance, but not a stellar reputation for longevity. Saleen's answer is a high-silicone forging that runs a still-quiet 0.003-inch clearance and can stand up to anything the supercharger pumps out. The metric ring package is the now-standard 1.5 mm compression and 1/16-inch oil ring. Piston weight is an all-muscle 430 grams-much of that is in the dome as detonation armor.
Ford's dished piston promotes...
Ford's dished piston promotes mixture swirl, while the Extreme QD piston does just the opposite with its Quench Dome. That little knob of extra material fits close to the cylinder head on the far side of the combustion chamber, away from the spark plug. This agitates, or tumbles, the mixture for more even burning. Saleen says benefits include better exhaust-side ring cooling and higher piston strength precisely where the stockers so often fail.
Saleen doesn't have to do...
Saleen doesn't have to do much to the GT's Two-Valve cylinder heads to easily reach beyond the 400hp level. A kiss from the sanding drum in the valve bowls, some spring pocket machining, and much better stainless steel valves are it. Coupled with Saleen blower pistons, compression is 9.6:1 with the '02 Ford heads used. Saleen goes one step colder on the spark plug and uses the standard Ford coil-on-plug ignition.
Saleen says that unlike the...
Saleen says that unlike the '01 heads, the '02 Ford valve jobs are good, with great power production and machining quality. The company still finds a touch of clean-up work in the bowls worth the bother, however. The guides are production Ford.