Romeo Engine Niche Line - Romeo's Delight

Quality is definitely a hallmark of the Niche Line, as there are numerous checks and balances to ensure the engine is in tip-top shape. After gauging the rear carrier seal for proper depth, Paul tests it for leakage.

Teamwork comes into play again as Larry and Paul drop the massive Four-Valve DOHC aluminum cylinder heads atop the fresh Trinity 5.8 short-block.

After passing the test, the engine is rotated so that Paul can apply RTV sealant to the rear of the block and bolt down the rear seal carrier.

All the torque wrenches on the line are computerized to ensure the proper torque rating and number of hits are applied. In the case of the cylinder head bolts, they are torqued twice. First they are torqued to stretch them out. Then they are loosened and given their final torque of 50 n•m plus a 3/4 turn. The pattern starts in the center and alternates its way out to finish on the rear two bolts.

While Paul torqued the heads, Larry retrieved the timing chain kit and printed out the barcode stickers for the engine. Paul installs the primary timing chains and tensioners, then torques their fasteners, while Larry works on the secondary chains and tensioners. Then the duo torques the fasteners. Larry also sets up the build-sheet paperwork at this station. The Engine Serial Number on the barcode and build sheet are assigned to the VIN of the GT500 at the Flat Rock Assembly Plant.

After the timing chains are installed, Paul installs the timing cover and Larry applies RTV to the T-joints at the block and cylinder head.

Things are starting to come together, and the team is in a groove as Larry taps in the front seal and Paul runs down and torques the cam covers.

This is the moment of truth--cold test. This machine "runs" the engine without firing it. At this station, the computer receives information from a fuel connection, a vacuum connection, and electrical connection, as well as a connection to the oil pressure switch and a physical oil pressure connection. If everything is where it should be, you'll get green lights and the engine is ready for a few final pieces.

After installing the spark plugs, coil packs, and dipstick tube, Paul uses the hydraulic press to push on the damper while Larry torques down the oil-cooler plate. The damper is torqued in a four-stage process: Stage 1: tighten to 120 n•m (89 lb-ft); Stage 2: loosen one full turn; Stage 3: tighten to 40 n•m (30 lb-ft); and Stage 4: tighten an additional 180 degrees.

This machine air-tests the freeze plugs to ensure there are no leaks.

As we documented during our in-depth look at the Trinity engine, the 5.8's cast oil pan is much larger than the stamped pan on the outgoing 5.4. Here Larry installs the pan, while Larry torques the pickup tube fasteners. Then Paul moves over to torque the pan bolts.

Next the engine is rotated "post down," and Larry installs the flywheel and hand-tightens the fasteners. The Paul moves Big Bertha over to torque the flywheel to 80 n•m.

A clever piece of engineering, the oil pan gasket and windage tray are one unit, which speeds up the installation process for Larry.

When the Trinity engines leave the Niche Line, they are ready to install in a Shelby, right down to the clutch assembly.

Even the oil filter has its own tool on the Niche Line. The engine we followed happened to be assigned with the standard water-to-oil cooler arrangement rather than the more elaborate Track Pack setup, which features air-to-oil cooling.

This engine star is almost born. After removing the air test mechanism, Larry places the intake gaskets on the cylinder heads, and the pair use the lift assist to lower the supercharger assembly onto the engine. As you can see, the blower, manifold, fuel injectors, rails, and other hardware are already installed on the lower manifold. The intake manifold is torqued to 10 n•m.

Larry cleans and scuffs the cam cover before adhering the plate to the cover. If you thought the order of the names was random, that's not the case. The Builder's name is listed first; the Support Person's name follows.

With the oil system buttoned up, this assembly air-tests the oil cavity for leaks. Like at every other station, this engine passed with flying colors at 84.98 cc's per minute.

While Paul adds the wiring harness and finishes up the installation of the water pump, heater tube, throttle body, and other small parts, Larry moves over to stamp the highly coveted engine nameplate for the engine.

It looks like a handle you might see at the gas station, but this nozzle dispenses the required 8.5 quarts of Motorcraft 5W50 into the belly of the beast. After the oil is filled, Larry double-checks the measurement on the dipstick.

Having passed its cold test, this Trinity engine is ready for its Front Engine Accessory Drive. Paul installs the air-conditioning compressor, while Larry bolts on the alternator. Then they add the 10-rib blower belt, six-rib accessory belt, and their corresponding idler pulleys.

If you see this tag in the bay of your '13 Shelby GT500, your Trinity 5.8 engine is famous--you saw it built on these pages.

The engine is moved to a stand that puts the exhaust ports at a comfortable working height. There Larry and Paul install and torque the exhaust manifolds. The engine is now complete.

The engine we followed joined this rack with four other 662hp Trinity 5.8s. They are all ready for transport over to the Flat Rock Assembly Plant.