GTR High Performance's co-owner...
GTR High Performance's co-owner and master 'Stang-tech Ricardo Topete prepares our '02 GT's iron-block 4.6 for extraction, while the Pony's new A.R.E. Performance and Machine-built aluminum bullet hangs overhead. The engine features Trick Flow's 4.6 heads and intake manifold, and Anderson Ford Motorsport's F-82 camshafts are sitting below those super-sano Moroso billet rail Two-Valve cam covers (PN 68389; $499.99) that we know you're drooling over.
When it comes to '79-present Mustang technology, bucking tradition or going against the grain with non-conventional (and sometimes non-recommended) modification ideas really is one of the things that helps keep our hobby fresh. Being told "that's not a good idea" or "that will never work" is one of the biggest challenges that can ever be laid down, especially when a particular upgrade is within the realm of doable.
Your tech editor heard plenty of those discouraging remarks when I came up with a plan to outfit my wife's daily driven '02 Mustang GT with an engine and supercharger combination that is better-suited for the dragstrip than street use. But despite the naysaying, a hot Two-Valve 4.6 and ProCharger's F-1A supercharger were installed between the 'Stang's front fenders in 2006.
"Operation Lighten Up" starts...
"Operation Lighten Up" starts with this Aluminator short-block from Ford Racing Performance Parts (PN M-6009-A46SCB; $3,599). We're using the Two-/Four-Valve variant of the Aluminator that's ready for supercharging. The assembly weighs in at 357 pounds, roughly 100-pounds lighter than the iron-block under our 'Stang's hood.
We installed what was then state-of-the-art hardware in our project Pony with hopes that the combination would produce major power without dramatically affecting the 'Stang's street manners. In addition to a fortified iron-block/ported-PI-heads 4.6 long-block, Anderson Ford Motorsport F-62 cams, Professional Products' intake pieces, and House of Boost's eight-rib blower/accessory-drive conversion were put in place, along with the big ProCharger.
Through a lot of trial and plenty of error, a happy medium between race and street Mustang eventually was achieved. However, that included constant tuning, plus belt-alignment and valvetrain challenges, which limited our project from reaching its full potential. This situation left us understandably dissatisfied and determined to stay at it until we got it right.
Fast-forward to 2010 and things are now much, much better! We're happy to report that the same project concept has become a lot more doable, thanks to a host of new products that we wish had been around when we first set out to improve our GT in this manner.
The all-important bottom end...
The all-important bottom end of this blower-ready block contains Kellog's forged '03-'04 Cobra crankshaft and Manley forged rods; Mahle graphite-coated, 16cc forged dished pistons with anodized rings; Ford GT/Shelby GT500 rod bearings; 4.6-liter Three-Valve aluminum select-fit main bearings; and OEM bolts.
This redux of our upgrade is highlighted by an A.R.E. Performance & Machine-prepared 4.6 that is founded on Ford Racing Performance Parts' ultra-light Aluminator short-block (PN M-6009-A46SCB; $3,599), and topped with the same 44cc Trick Flow Track Heat aluminum cylinder heads (PN 5191002-M44; $1,995.95) and Track Heat intake manifold (PN 518B0002; $799.95) that have been detailed in past issues of 5.0 Mustang & Super Fords. The idea to go with a lightweight engine package was spawned when your tech editor decided to run our project Pony in the inaugural Mojave Mile event, a standing-mile, top-speed evaluation that was held in March 2010.
Some of the big differences between the previous setup and changes for this project fall in the supercharger and airflow categories. Replacing the F-1A is a slightly larger F-1C unit and three-core race intercooler. While we're throwing a bit more air at the new engine, that's not the big deal with this effort. The thing we're really excited about is finally getting a chance to end the many frustrating situations we experienced with serpentine belts (misalignment and tensioner issues), as well as tuning the engine so that it met the performance and efficiency standards that we expect to see from such a radical Two-Valve setup.
We were curious about the...
We were curious about the mysterious markings that we found on the pistons and in the valley area of our engine. A query to Ford Racing revealed that we're the owners of a blueprinted short-block, as the marking indicates that a dimensional inspection of each individual component was done prior to everything being brought together for assembly. The numbers 1 through 8 on the block and pistons denote individual matching of the pistons to each cylinder bore for optimal clearance. A 12 written on the rear of the block indicates that these block was matched to the Number 12 piston set after a dimensional analysis of the block and pistons. The deck-height numbers at all four corners are relative to the outside diameters of the front-and-rear main bores; these measurements take into account the tolerances of the main bore and deck profile, as it relates to the nominal dimension for the aluminum block.
To handle this critical leg of the effort, we're returning to our roots and plumbing the new supercharger's ductworks in a "blow-through" configuration (the original F-1A was initially bolted on as blow through, then changed to draw-through in an attempt to get a handle on tuning), and counting on Abaco's DBX 85mm mass air (PN DBX85; $379) to properly measure airflow into the throttle body.
On the belt side of things, just looking at House of Boost's super-slick Two-Valve Renegade bracket system (PN 2VR; $1,675) gives us confidence that our blower-belt-retention problem will be a thing of the past. The stout aluminum "2VR" bracket setup is specifically made for New Edge Mustangs with 4.6-liter, Two-Valve engines. It literally puts ProCharger F-Series blowers on its own eight-rib drive circuit, and keeps a 4.6-powered street-Mustang's accessories on a single, six-rib belt.
After wiping down the deck...
After wiping down the deck surface and installing the Fel-Pro head gaskets (PN 5180901; $43.95) below the Track Heats, Rocco Acerrio of A.R.E. Performance and Machine applies 105 lb-ft of torque to a set of ARP head studs that will keep the castings secure under the cylinder pressure brought on by 20 psi of boost.
These highlight pieces and many other support components are being swapped in an effort to lighten up our project Pony. We want to see what type of impact a stronger powerplant and less weight will have on its rear-wheel horsepower and torque, overall street performance and agility, and its top-end speed when we let it all hang out on the Mojave Mile.
For years, the amount of horsepower...
For years, the amount of horsepower produced with "pump gas" has been a measuring stick for determining the overall badness of a street car. We've explained the inferiority of California's and Arizona's 91-octane fuel to the 93 octane of other states, and celebrated occasions where 93-octane power is achieved with the lesser fuel. VP Racing Fuel now offers its VP100 fuel at pumps throughout the country. VP100 (formerly known as StreetBlaze 100) is a 100-octane unleaded gasoline specifically engineered for high-performance street vehicles. As we saw on the dyno, the VP100 produced nearly 10 percent more horsepower than the 91-octane unleaded gas made. Since the VP fuel is oxygenated with ethanol, it's totally CARB legal and can be used anywhere. We feed our project Mustangs from a 55-gallon barrel of VP100, but you can look on the company's website to locate a gas station where you can fill up at the pump.
Greg Monroe of Racers Edge...
Greg Monroe of Racers Edge Tuning is a specialist with SCT's tuning software, and created three calibrations for our hopped-up GT. We approached tuning from three angles-Street, Street/Strip, and Mojave Mile-and Greg created settings for each driving and racing style to yield big power with super-tame street manners.
Another thing we learned during...
Another thing we learned during this project is that OEM alternators have "rev limits." Our high-rev antics on the dyno proved to be too much for the factory-pullied alternator. PA Performance offers replacement 130-amp units that are outfitted with 3.25-inch-diameter underdrive wheels. Note the difference between the stock pulley and the larger piece. The increased diameter basically helps lower the alternator speed, which eliminates the chances of over-spinning and frying the alternator when the crank is going wild. The PA alternator is strong enough to maintain charging levels that are more than sufficient for our Pony's electrical needs.
Anderson Ford Motorsport offers...
Anderson Ford Motorsport offers a wide selection of camshafts for modular-Ford engines of all varieties. A pair of Anderson's F-82 hi-Rev cams (PN AF-F-82; $629) were chosen for our aluminum bullet. While the cams boast 0.567 (int)/0.567 (exh) lift and 215 (int)/220 (exh) degrees of duration at 0.050, cam-master Rick Anderson includes so many other tricks (not disclosed in the cam card) in the profile of these camshafts. We strongly recommend you consult with Rick about your engine combination and the manner in which you plan to use it, before ordering a cam. Our heads also are outfitted with Trick Flow's upgrade valvesprings. The springs are similar to the pieces that NMRA 2009 5.0 Mustang & Super Fords Real Street champion Tim Matherly used on the bullet in his high-revving Two-Valve Mustang, and are capable of keeping valvetrain vibration in check well beyond the proposed 7,000-rpm shift point for our engine.
Here's a look at the assembled...
Here's a look at the assembled long-block prior to its final dressing with a Moroso 7-quart aluminum oil pan (PN 20555; $399.99), timing cover, and the valve covers mentioned earlier in this report. While Summit Racing Equipment offers all of the gaskets, rockers, timing chains, and related hardware and fasteners that are needed, specific bolts such as those for the timing cover and oil pan must be sourced from a donor engine (preferably an '03-'04 Cobra or 4.6-powered Explorer) or Ford dealership's parts department.
During the build we experienced...
During the build we experienced a prime example of the conflict that sometime occurs when one killer part comes to be long before another killer part is developed. In this case, the problem centered around the height and thickness of the billet camshaft caps on Trick Flow's heads (greater than the stock girdle) and the Moroso valve covers, which were designed to directly replace factory covers. You can't just grind away here, as each cover features a machined-in channel for a stock-style gasket and damaging it will result in instant oil leaks. A.R.E. has the fix for this and can modify your Morosos for perfect leak-free fitment.
Here is our completed, all-aluminum...
Here is our completed, all-aluminum long-lock assembly, ready for transport to GTR High Performance, where the SN-95/New Edge gurus there will install it in our '02 project car.
Back in 2008, your tech editor...
Back in 2008, your tech editor asked the guys at Centerforce for their thoughts about twin-disc clutch systems for late-model 'Stangs. While twins weren't in the company's plans then, the recent release of Centerforce's all-new, dual-disc clutch is a strong indicator that they're now fully embracing the technology. Kits will be sold as you see it here in this photo-all-inclusive, and ready to bolt-in without any need for modifications or special equipment.
Ya gotta love it when parts...
Ya gotta love it when parts are installed by the folks who make them. Since we were the recipients of one of the first Centerforce Mustang twin-disc clutch systems produced, our buddy Will Baty of Centerforce drove out to SoCal to deliver the unit and personally install it in our Mustang. Centerforce is moving to a full lineup of dual-disc clutch systems for late-model Ponies, all of which are capable of handling massive amounts of rear-wheel torque (our clutch is rated to 1,200 lb-ft of torque). The systems should be available through your local Centerforce dealer by the time you read this.
We're trying Percy's High...
We're trying Percy's High Performance's new Seal-4-Good reusable header gaskets (PN 66033; $44.88) for modular-Ford engines. The "Dead Soft" aluminum gaskets feature 1.625-inch round ports and conform to header flanges for excellent sealing. These gaskets are perfect for applications in which headers are frequently removed.
Percy's also offers trick...
Percy's also offers trick Split-Lock header bolts (PN 20010; $62.99) for 4.6- and 5.4-liter applications. Each 12-point bolt features a pin that drives and locks the bolt into the cylinder heads, ensuring great gasket seal and eliminating the possibility of bolts backing from the stresses of high heat and vibration.