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Romeo Engine Niche Line - Romeo's DelightTrinity 5.8 Build From the January, 2013 issue of 5.0 Mustang & Super Fords By Steve Turner Photography by Dale Amy
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Walk through the front door of the Romeo Assembly Plant, then travel through the lobby, past the offices, and into the facility. As soon as you hit the floor, you're surrounded by the cacophonous whir of machinery moving and workers assembling. Cylinder heads rush by, part bins fill, and people assemble 6.2-liter Raptor engines. If you are looking for GT500 engines, they aren't here. Keep walking till you reach the back door and hit fresh air. Just a short walk away, the door swings open to a wonderland. Familiar sounds of classic rock music are punctuated by the zip of automated tools and accented by good-natured conversation. This is a special place. This is where the baddest engines are born. This is the Romeo Engine Niche Line. "The Niche Line is flexible and we can adapt to changes in product quickly," explained Team Leader Cary Kramp. "Since 1996, this line has built several different engines based on the 4.6/5.4 architecture. 4.6 Two-Valve (gas and NGV), 4.6 Four-Valve, and 5.4 Four-Valve. Commonization of engine-mount bolt patterns makes it easy for us to build just about any of the new architectures as well. Typical setup time for a new product on this line is totally dependent on the logistics of engine parts and some special tooling that is mandated by the product. Without major changes in product, we can build multiple different engines side-by-side."  Ford's Special Vehicle Team...  Ford's Special Vehicle Team espouses the core values of performance, substance, exclusivity, and value. On the Romeo Engine Niche Line, those values are augmented by the themes of team, pride, quality, and customer satisfaction. When you buy a GT500, you really are getting a special car with a hand-built engine.  The Niche Line builders are...  The Niche Line builders are an elite group at the Romeo plant. Starting at the front, from left to right, they are: Rick Wright, Jim "Chopper" Randall, Phil Pregano, Tim Parrott, Paul Wilhelm, Keith Gustack, Larry Nichiow, Cary Kramp (Team Leader), Mark Schuman, Paul Forcier, Ann Marie Lemay, Carrie Booth, Gary Marston, Doug Deemer, Jeff Hamblin, Chad Wolak, Dave DeClark, John Divo, Kevin Dean, Dan Dunaway, Tim O'Brien (Manager). Missing from the photo are Paula Currier and Derek Deskins.  After its ride through the...  After its ride through the washing machine, the Trinity block requires a bit of disassembly before it is put together. If you are a longtime 5.0&SF reader or a student of Blue Oval performance lore, you know this place is legendary. It was formed in 1996 to construct the then-exotic 305hp Four-Valve 4.6-liter engine destined for the '96 Mustang Cobra. In the following years, the Niche Line has produced a storied assortment of engines, from the Terminator 4.6, the Ford GT 5.4, the Shelby GT500 5.4, and the Ford Racing Cobra Jet 5.4. That is an impressve lineage of horsepower. "The highest-volume engine built on the Niche Line has to be the Terminator engines for '03-'04 SVT Cobras," Cary said. "...It had to be close to 12,000 per year for two years. Then we went into the lowest-production engine ever built out here, the Ford GT. We built 4,075 of them in two model years." While the true stars of the show are the two-person build teams, these days they lavish their experienced touch on the 662hp Trinity 5.8 engines that power the top-of-the-line '13 Shelby GT500. We have covered the latest GT500 ("Make It Rein," Sept. '12, p. 40) and its engine ("Power of Three," Mar. '12, p. 44) in great detail on these pages, so it seemed like it was time to take another trip down Ford's most specialized assembly line. "When a new person comes to the Niche Line, they are placed with an experienced team of builders for a minimum of two weeks for training (30-40 engines built during this period). This is where the two-person team really starts to shine," Cary explained. "The two-person team allows us to do a few things that one person would take a lot longer to do. The two-person team consists of a Builder and a Support Person. The Builder handles all of the tools and torques every fastener. The Support Person collects and sets up all the parts for the engines as they follow each engine from start to finish. When an engine is complete and the team begins the process again on a new engine, they switch positions. This ensures that every Niche Builder learns the entire engine."  Before the assembly process...  Before the assembly process begins, a matched set consisting of a block and crankshaft travel through this washing machine to ensure a clean starting point. A specialized carrier cradles the crank in the engine valley for this ride.  Our build team was Larry Nichiow...  Our build team was Larry Nichiow and Paul Wilhelm. They get down to business as Larry removes the main cap fasteners and Paul removes the side bolts.  With the bearings oiled and...  With the bearings oiled and installed, Larry uses the Lift Assist to set the crankshaft into place. Then Paul installs the main-bearing caps beginning with the Number 5 cap. Not only are the teams highly trained, but they benefit from each other's experience. "...The rapport that comes naturally over time between two-team members that work together. The teams talk it up much like a sports team during each engine build. They ask each other questions and basically make sure they know that the build is progressing correctly, and nothing looks or feels different or incorrect," Cary added. "Obviously, this takes some time, and eventually it becomes second nature. This rapport really drives ownership and quality in every engine!" Obviously this is a special place, where the engines of our dreams are built. It's definitely worth visiting. So take a walk down this elite line with us to watch the most powerful production engine to date come into the world. Horse Sense: The Niche Line has been a well-oiled machine since 1996, but its engine volume varies based on the number of specialty cars built. These days, eight two-person teams construct up to 30 engines a day. Back in the Terminator days, however, 17 two-person teams delivered up to 55 engines per day.  This QR code on the crankshaft...  This QR code on the crankshaft and the corresponding code on the block tells the assemblers what bearings to install. There are three bearing sizes to choose from, dubbed 1/Blue, 2/Yellow, and 3/Green. Depending on variances in the block and crank, the bearing sizes may be mixed and matched. In the case of the engine we are following, it was designated to receive all Number 2 (Yellow-coded) bearings, which is a rarity.  After removing the main caps,...  After removing the main caps, Paul installs the piston oil squirters. The pair then move the block from the stand to the engine carrier, where Paul torques the squirters and installs the main bearings.  This complex machine torques...  This complex machine torques the main-cap and side bolts, but not before it clamps the block to stabilize it and applies 2,400 Newton meters of forward pressure to the crankshaft to set up the No. 5 main bearing for thrust. After torquing the mains to 40 n•m plus a quarter turn, Paul checks the endplay on the crank. It came in at 0.221 mm, which is in the sweet spot of the spec range of 0 to 0.5 mm. With the bearings oiled and... With the bearings oiled and installed, Larry uses the Lift Assist to set the crankshaft into place. Then Paul installs the main-bearing caps beginning with the Number 5 cap.  Paul rotates the crank so...  Paul rotates the crank so that the No. 4 rod pin is up before running down the main-cap fasteners. He first tightened them with a zero-torque tool before moving to the next station. Meanwhile, Larry preps the piston and rod assemblies for installation.  After installing the oil pump...  After installing the oil pump and ensuring the amount of torque required to turn the engine is within spec, it's time to "stuff" the pistons. The 5.8 pistons are said to stuff easier than their 5.4 cousins, but the install process benefits greatly from the two-person arrangement. Larry checks the parts and orients them for the install. Larry pushes the piston in and Paul installs the cap. The team tests the amount of torque required to turn over the engine before the oil pump, after the oil pump, and after the pistons are installed. Our engine measured at 0.528 Newton meters before the oil pump, 0.633 after the oil pump, and 18.5 after the pistons. All numbers were well within the specified range.  Quality is definitely a hallmark...  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...  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...  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...  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,...  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...  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...  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...  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...  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...  This machine air-tests the freeze plugs to ensure there are no leaks.  As we documented during our...  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...  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,...  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...  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...  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...  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...  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...  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...  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...  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,...  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...  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...  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...  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.
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