#boostline

[rpmtrish]

New Boostline Rods For GM Duramax & Cummins Diesels

New Boostline Rods For GM Duramax & Cummins Diesels

Owners of 2002-2012 Chevy/GM pickups equipped with the 6.6L Duramax engine, as well as those with 1989-2012 Dodge/Ram pickups with 5.9 or 6.7L Cummins engines, can turn to Boostline’s new diesel connecting rods to handle serious increases in power and boost. Forged from ultra-strong 4340 steel alloy, these rods feature Boostline’s patented 3-pocket design that provides a 60% improvement in…

[itsworn]

This record-setting Mustang GT350 with a turbocharged powerplant, leads the way in domestic road racing performance

Greatness doesn’t come quickly. It took years of talent and determination to be the fastest uni-body Mustang in the country. In 2016, Brian Faessler’s Mustang had 22 wins out of 26 NASA races it competed in, three second-place finishes and six track records. In 2017, this car, along with its teammate, a championship-winning 1965 Mustang, set 10 track records. This GT350R Mustang racecar was built with a combination of talented mechanical engineering, experienced racing history and a strong relationship with Ford Performance. The car is only a couple years old, but its composition has been refined for three decades.

You may not know Paul Faessler’s name (Brian’s dad), but chances are you’ve seen his work. He and his team, which consists of just father and son, currently hold 13 NASA National Championships. Paul has been building Mustangs for over 30 years, previously working as a Mechanical Engineer building Camaros in a GM plant. His shop, Paul’s Automotive Engineering, is comprised of a handful of employees, most of whom have been with him for over 20 years.

When he nabbed his first American Iron Extreme Championship in his 1965 Mustang in 2008, Ford Performance took notice and gave them a task: build the new 2010 Mustang in 90 days for the 2009 Performance Racing Industry trade show (PRI).

A couple years later, he picked up a bone-stock, brand-new 2015 Mustang. Still with that fresh, new-car interior and 6-cylinder powerplant, it didn’t last long. “We drove it for maybe a week, flogged it at a local road course, and by Tuesday it was gutted and the roof was off,” said Paul. Presently, the car has 2017 Ford Mustang GT350R body work, thanks to Ford Performance.

In racing, you can’t let the competition see you sweat, so if you talk to Paul about the Mustang, he’ll convince you there hasn’t been a single significant issue. “We sit in the lawn chairs a lot at the race track,” said Paul, with an audible smirk through the phone as he knows how badly that has to piss off competitors. “We do all our homework at the shop before heading out. It’s just myself, my son and wife – that’s it. No track crew.”

It’s hard to believe this car is licensed, registered and occasionally driven on the street. If the local Sheriff ever runs the tags, he’ll find it’s a 2015 Mustang V6 Coupe, but that’s far from the current reality. This is possibly the fastest road racing, late-model Mustangs in America.

Paul built this Mustang with his son, Brian, who luckily isn’t a high-brow, arrive-and-drive driver. He performs the majority of the maintenance on the car, while also working full time at a local Healthcare company.

After that first week with the Mustang, Brian pulled the glass and cut the A and C pillars out of the car, handling most of the dirty work himself. Anything that had two layers of metal was trimmed to one. He spent a few weeks simply cutting, drilling and removing every unnecessary tab. Then he built the roll cage and tig-welded it together.

The suspension is Paul’s own combination, designed on CAD and then built in house. It’s a short-arm, long-arm style with custom spindles, similar to that of a Trans Am race car. A complete, weld-in K member, that allows the car to constantly pulls two Gs of lateral acceleration. Adjustable points include camber, caster, anti-dive, with adjustable height by ⅛-inch increments, and an adjustable, tubular sway bar. You can also move the instant center around, making for a pretty solid package. “It’s a complete set up we’ve worked on for a long time, fortunately, we don’t have to mess with it much,” said Paul. “We’ve put it on a lot of different cars [including the 1965 Mustang], it’s pretty consistent.”

Naturally [pun-intended], the Mustang dropped the V6 quickly for a turbocharged Coyote 5.0L, that’s been heavily modified in-house. The Mustang has been the company’s link between racing and Ford Performance, as Paul’s engineering background has provided ample real-world R&D.

Starting with a Ford Performance 5.0 Boss 302 engine, Paul’s engine builder, Tim Rovecamp, who’s been with Paul for almost 30 years, added Wiseco BoostLine rods, Wiseco pistons and Cometic head gaskets. It still utilizes the stock crank, and compression remained the same at 11.0/1. Lash adjusters and followers are stock Ford Performance bits, but now accompanied by Ferrea valves, retainers and springs. It’s topped with a Cobra Jet intake and one twin 65mm throttle-body.

Fueling components include: Aeromotive fuel rails, Weldon regulator set to 40 psi, Injector Dynamics ID1000 with a 1015cc/min Nominal Flow Rate, a Weldon Racing Pumps DB2015A fuel pump and an Aero Tech Laboratories (ATL) 22 gallon Bantam fuel cell. “At the time, no single company had all the components we needed for the ratings we required,” said Paul.

Turbocharged-domestics are uncommon for NASA and Trans-Am racing, “I haven’t seen anybody else do it,” said Paul. The turbo is a custom TiAL Sport 84mm unit, designed and built uniquely for the Mustang.

This car was built from the get-go to be turbo charged. Paul did it to make the power they needed, and expressed that with an N/A set up they’d always be at the engine’s stress level. “We can run low boost, and turn it up when we need it. It saves us a lot of wear and tear,” said Paul. The team has run this engine for a season and a half with only regular oil and spark plug changes.

They never run over 13 pounds of boost and a normal race sees seven pounds. Our favorite part of the set up is the huge range of adjustability, the car normally runs 700 hp to the wheels with around 650 lb-ft of torque but with a simple turn of the dial can make 900 hp, at 680 lb-ft. Like Ford Performance, Paul sends back data to TiAL. After a mid-season upgrade, TiAL was able to gain an extra 50 hp while lowering inlet temps. Paul said without help from companies like TiAL, they’d never be able to run as strong of a program.

It’s a 5.0L Boss 302 Coyote crate engine from Ford Performance, with a stock crank, but Wiseco rods and pistons. It’s topped with a twin 65mm throttle-body and Cobra Jet intake. The plumbing is built in house, and the turbo is an 84mm unit built custom by TiAL specifically for the Mustang.

A turbocharged, domestic V8 is uncommon in the word of NASA road racing. The car has never seen over 13 pounds of boost, meaning the turbo’s strong suite is efficiency; it normally around around 7 pounds of boost. Depending on the tune, the car can make as much as 900hp to the wheels.

The 3-piece Forgeline GA3R wheels are 18-inches all around, and 12-inches wide in the front, 13-inches wide in the back. They’re wrapped in Hoosier slicks. Brakes are Brembo brand XB105 4-piston fixed calipers with Hawk pads and Tilton dual master cylinders.

The MoTeC GPA-M150 is a complicated system with huge capabilities, but Paul said their setup only touches the surface. They wired it to the car in order to collect important engine and suspension data, control the Coyote’s electronics including variable valve timing and fueling and even Traction Control (up to 9 variations of intrusion).

The MoTeC system allows for four preset tunes, which can be changed at the simple turn of a dial, even mid-race. Each tune ups the boost level and then automatically changes fueling and timing. “Brian will start a race in one mode, then get the lead and turn it down,” said Paul.

For NASA racing, there’s door-to-door racing as well as time trial racing, for the single-lap fastest time. The team can simply range back the tune for easier door-to-door races and twist it up for the fastest single-lap possible. “We just monitor how fast we need to go,” said Paul about judging the competition and understanding track conditions before the races. He finished with a laugh, “We do like track records, if we haven’t broken it, by the end of the weekend we’ll turn it up and make a run for it.”

“This is the biggest thing we’ve done. We’re putting a Mustang in places that a unibody Mustang hasn’t been. It showcases our engine and tuning capability all in-house, it certainly is a showcase for our shop’s ability,” said Paul. “We’re proud of the fact that we make things look easy.”

This winter the team has a 5.2L V8 in the lineup for a complete main engine build, shifting this current Coyote engine to backup. But like everything before it, the upgrade isn’t about making more power, but instead, making that power more efficiently. “We hope to take advantage of the bigger bore, and bigger flow of GT350 heads, to improve efficiency, looking to make the same power.”

2015 Season 6 – North American Road Race Association track records, including: Mid Ohio, Watkins Glen and Pitt Raceway

2016 Season 4 – National Auto Sport Association track records including: Mid Ohio, Virginia International Raceway, Pitt Raceway, Road Atlanta 1 – Global Time Attack at Road Atlanta

2017 Season 2 – NASA records at Pitt Raceway 1 – Global Time Attack at Road Atlanta 5 – Grid Life Time Attack records including: Mid Ohio, Autobahn, Road Atlanta.

Total: 19 records over 3 seasons

Photos by Luke Munnell

The post This record-setting Mustang GT350 with a turbocharged powerplant, leads the way in domestic road racing performance appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/this-record-setting-mustang-gt350-with-a-turbocharged-powerplant-leads-the-way-in-domestic-road-racing-performance/ via IFTTT

[shitpostmusic432]

Maple Meme Rag played by Scott Boostlin

[justthatcarguy]

Wiseco Toyota 2JZ 142mm – BoostLine Connecting Rod Kit #TY5591-866 & Single Kit #TY5591-866S

http://dlvr.it/P3mBMv

[partzup-blog]

Wiseco Chevy LS / Gen V LT1 6.125in - BoostLine Connecting Rod Kit #partzup #Anationofparts #wiseco #ls #chevy #vettes #corvette #lt1 #lt1engine #wisecopistons

[horsepowerdirect-blog]

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[horsepowerdirect-blog]

BBC Chevy Owners!!! 1 set at a great price. #bbc #bigblockchevy #bigblock #454bigblock #chevy350 #horsepower #boostline #chevrolet #383stroker #chevyperformance #chevroletcamaro #chevelless #chevroletnova #superchevy (at Horsepower Direct) https://www.instagram.com/p/B2YD4HOl6IO/?igshid=w7o7fn7ytswm

[horsepowerdirect-blog]

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[crazy4tank]

Street Stang: Russell James’ Twin Turbo 8-Second 2018 Mustang

New Post has been published on https://coolcarsnews.com/2020/03/06/street-stang-russell-james-twin-turbo-8-second-2018-mustang/

Street Stang: Russell James’ Twin Turbo 8-Second 2018 Mustang

A friendly rivalry within a family is not anything new, but Russell Wayne is taking it to a completely level. James just wanted to defeat his dad with his Mustang yet that has spiraled out of control thanks to the group at Limitless Performance and Manufacture (LPF). Now, Adam is knocking on the door from the 7-second zone with his street-driven 2018 Ford Mustang.

Prior to James was even in kindergarten he or she was handing his father equipment, and by the time he was simply nine years old he pulled the particular engine out of his dad’s 928 Porsche. Playing with tools was only the beginning for James — whenever he was a teenager his loved ones went to the NHRA SpringNationals within Baytown, Texas and that got your pet completely hooked on drag racing.

James’ desire to go quicker compared to his father spilled over in to the build of his 2018 Mustang. Not being one to take matters slowly, James went right for the particular kill by adding a twin-turbo package from LPF to the car, and hasn’t looked back.

“On the very first pass with the share driveline and an LPF twin-turbo kit I went 6. twenty in the 1/8-mile — dad’s vehicle is only running in the 6. sixties. That was all I needed and am was hooked on trying to go actually faster. I ended up going almost eight. 95 at 156 mph using the stock motor in the quarter-mile which still wasn’t enough. I decreased the car off at LPF plus told them to build me a badass engine — three months later the vehicle was done, ” James states.

The Mustang’s motor still sports the stock prevent, but it has been upgraded with Darton sleeves to handle all the boost James throws at this. Inside the engine, the stock crankshaft rotates a set of Boostline connecting fishing rods from Wiseco which have a set of Diamond 2K pistons attached. LPF also additional a billet oil pump equipment set and crank sprocket to offer more strength. The cylinder minds are factory units with manufacturing plant valves inside; the only thing LPF additional was a set of MMR valve springs. ARP mains and head studs keep everything together.

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A couple of Comp turbos are what supply the boosted air that flows with the LPF twin-turbo system that’s managed by an Eboost2 boost control. To give the car some extra kick in the very first 60 feet of the track, Adam added a Nitrous Express plate kit that’s utilized in conjunction with a Nitrous Express Maximizer 5 nitrous controller. Applying the strength to the tires is an LPF Phase 2 10r80 transmission and Group D Specialties rpm converter.

As soon as the Mustang was ready after the engine improve, James had it at the monitor making laps and setting information.

“I had this particular car built to be one of the baddest modern street cars on the road but still get 22-24 mpg on our one-hour commute to work when I carry it. The car was finished two evenings before Mod Nationals so we going out with no testing. At the Imod Nationals, I entered the car in to the 6r80 versus 10r80 class. Upon my fourth pass with the constructed motor in the car I was the very first 10r80 to go of 170 with in the 1/4-mile, ” James states.

The Mustang lately ran an 8. 01 in over 170 mph and it has a lot more left in it. James plans on taking car to Street Car Takeover events where it will be entered into the particular Nitrous Outlet Boost and Fruit juice class. The Mustang will also show up at TX2K20, where James may compete in the Street Car class.

“I’m going to keep pressing the car further and further. The end objective for this car is to show precisely what LPF can do in the Coyote planet. They do 95-percent of the work in-house and don’t need to outsource very much at all when it comes to builds. I nevertheless plan on being faster than my father for the foreseeable future, too, ” Wayne says.

Russell Adam and the team at LPF possess created a Mustang that could embarrass the majority of supercars at a stoplight. This vehicle is capable of pushing deep in to the sevens while still being powered to a local car show. Do not be surprised to see James and his Mustang in the winner’s circle at a couple of events in 2020…after beating their dad on race day of course.

[crazy4tank]

Street Stang: Russell James’ Twin Turbo 8-Second 2018 Mustang

New Post has been published on https://coolcarsnews.com/2020/03/06/street-stang-russell-james-twin-turbo-8-second-2018-mustang/

Street Stang: Russell James’ Twin Turbo 8-Second 2018 Mustang

A friendly rivalry within a family is not anything new, but Russell Wayne is taking it to a completely level. James just wanted to defeat his dad with his Mustang yet that has spiraled out of control thanks to the group at Limitless Performance and Manufacture (LPF). Now, Adam is knocking on the door from the 7-second zone with his street-driven 2018 Ford Mustang.

Prior to James was even in kindergarten he or she was handing his father equipment, and by the time he was simply nine years old he pulled the particular engine out of his dad’s 928 Porsche. Playing with tools was only the beginning for James — whenever he was a teenager his loved ones went to the NHRA SpringNationals within Baytown, Texas and that got your pet completely hooked on drag racing.

James’ desire to go quicker compared to his father spilled over in to the build of his 2018 Mustang. Not being one to take matters slowly, James went right for the particular kill by adding a twin-turbo package from LPF to the car, and hasn’t looked back.

“On the very first pass with the share driveline and an LPF twin-turbo kit I went 6. twenty in the 1/8-mile — dad’s vehicle is only running in the 6. sixties. That was all I needed and am was hooked on trying to go actually faster. I ended up going almost eight. 95 at 156 mph using the stock motor in the quarter-mile which still wasn’t enough. I decreased the car off at LPF plus told them to build me a badass engine — three months later the vehicle was done, ” James states.

The Mustang’s motor still sports the stock prevent, but it has been upgraded with Darton sleeves to handle all the boost James throws at this. Inside the engine, the stock crankshaft rotates a set of Boostline connecting fishing rods from Wiseco which have a set of Diamond 2K pistons attached. LPF also additional a billet oil pump equipment set and crank sprocket to offer more strength. The cylinder minds are factory units with manufacturing plant valves inside; the only thing LPF additional was a set of MMR valve springs. ARP mains and head studs keep everything together.

[embedded content]

A couple of Comp turbos are what supply the boosted air that flows with the LPF twin-turbo system that’s managed by an Eboost2 boost control. To give the car some extra kick in the very first 60 feet of the track, Adam added a Nitrous Express plate kit that’s utilized in conjunction with a Nitrous Express Maximizer 5 nitrous controller. Applying the strength to the tires is an LPF Phase 2 10r80 transmission and Group D Specialties rpm converter.

As soon as the Mustang was ready after the engine improve, James had it at the monitor making laps and setting information.

“I had this particular car built to be one of the baddest modern street cars on the road but still get 22-24 mpg on our one-hour commute to work when I carry it. The car was finished two evenings before Mod Nationals so we going out with no testing. At the Imod Nationals, I entered the car in to the 6r80 versus 10r80 class. Upon my fourth pass with the constructed motor in the car I was the very first 10r80 to go of 170 with in the 1/4-mile, ” James states.

The Mustang lately ran an 8. 01 in over 170 mph and it has a lot more left in it. James plans on taking car to Street Car Takeover events where it will be entered into the particular Nitrous Outlet Boost and Fruit juice class. The Mustang will also show up at TX2K20, where James may compete in the Street Car class.

“I’m going to keep pressing the car further and further. The end objective for this car is to show precisely what LPF can do in the Coyote planet. They do 95-percent of the work in-house and don’t need to outsource very much at all when it comes to builds. I nevertheless plan on being faster than my father for the foreseeable future, too, ” Wayne says.

Russell Adam and the team at LPF possess created a Mustang that could embarrass the majority of supercars at a stoplight. This vehicle is capable of pushing deep in to the sevens while still being powered to a local car show. Do not be surprised to see James and his Mustang in the winner’s circle at a couple of events in 2020…after beating their dad on race day of course.

[itsworn]

How to Build A Bullet-Proof Coyote Engine For 1000-Plus Horsepower

With the release of the Coyote, Ford perfected the modular engine platform. Available for the past seven years, enthusiasts have done virtually everything there is to do with the powerplant. It has run 6s in the quarter-mile, won numerous road racing championships, and piloted drifters to podium finishes.

In earlier segments, we covered the block prep needed to reliably make more than 1,000 horsepower in a Ford Coyote engine. That was but a sneak peek of the intentions for this engine. Now, HOT ROD’s first Coyote engine build is ready to be assembled.

A final hone gets the block to the proper piston-to-wall clearance.

We turned to longtime Mustang engine builder, Tim Eichhorn, of MPR Racing Engines in Boynton Beach, FL, who has a successful history building big-power Coyote.

Machining

Tim balanced the brand-new, Ford Performance Boss 302 crank for the rotating assembly. There are currently no affordable aftermarket cranks for the Coyote because the factory 4340 forged steel stocker is plenty strong. Tim mentioned that even the old crank would be fine, but there is peace of mind in a zero-mile unit.

MPR swaps out the stock valve guides for a proprietary, bull-nosed, bronze guide.

MPR is segregated into three shops under one complex. One shop is reserved for disassembly and hot tanking, another for machine work, and the third for final assembly. Both the machining center and assembly room are climate-controlled to hold everything to tolerance. Ari Birchfield handled the finish hone on the sleeved block to assure the piston-to-wall clearance would come in at the required .005-inch. Next, the crank was placed on the lathe to get a second keyway cut.

The final block-machining operation was to clean up the mains with an align hone. Once the hone was completed, Tim spent a good 30 minutes deburring the block. “There’s a ton of sharp edges on the Coyote block and we make sure to knock them all down,” he explained. “We even find casting flash in the oil galleys and make sure they are all cleaned out.” After deburring, the block was hot tanked, installed on an engine stand, and rolled to the assembly side of the shop.

Tyler works on hand-honing the bronze guides to fit our Ferrea valves.

Tim’s son, Tyler Eichhorn, prepped the GT350 heads, pounding the factory valve guides out and installing proprietary, bronze valve guides along with Ferrea 1.470-inch, stainless intake valves and 1.250-inch exhaust valves. Next, he installed the COMP Cams valvesprings and lightweight tool steel retainers. Tool steel retainers have an increased fatigue life over titanium variants, and since the retainers are small on this overhead cam configuration, there were minimal weight savings to be had.

Assembly

With the cylinder heads complete and the block cooled down to room temperature, the short-block could be assembled. First, Tim assembled the main caps with the ARP main studs and standard Clevite MS-2292H bearings to check main bearing tolerances. Since this was a brand-new crank and only a slight cleanup was required on the block’s main journals, the standard diameter bearings fit perfectly.

Our new, stock Coyote crank with a second key added.

Now it was time to file fit the JE Pro Seal 1.0/1.2/2.8mm ring pack. While a 1.0mm ring might seem small for a big power build, the ultra-strong, carbon-steel ring will be durable and reduce engine friction. After fitting, the rings were mated to a set of JE custom pistons with a 10:1 compression ratio and some additional material engineered into the symmetrical skirt, FSR (forged side relief) due to the quadruple digit power goals.

Additional options included JE Pistons’ Tuff Skirt coating and Electroless Nickel (EN) coating, which hardens the piston, reflects heat like a thermal barrier, and helps prevent micro welding in the ring grooves if detonation occurs. A thicker-wall wrist pin with a DLC-coating was used for even more strength.

The pistons were hung on Wiseco BoostLine connecting rods––the first set of the new line of boost-ready 5.933-inch modular rods to leave the factory. The rods are not an H- or I-beam design but rather a new, three-pocket design that offers a claimed 60 percent increase in bending strength over an H-beam. As the name implies their application is big-horsepower, power-adder engines. Clevite CB-1442HXNK coated bearings, with plus .001 extra clearance were installed, and 75 ft-lb of torque provided the correct .052-inch of rod bolt stretch. MPR’s oil squirter block-off plates rounded out our short-block assembly.

Before continuing to the cylinder head work, there were a few bits needed for the front of the engine. The F-150 oil pump assembly is different from the Mustangs and needed changing. Both pumps come from the factory with powdered-metal gears that are prone to fail under a variety of conditions. To alleviate this problem, Livernois Motorsports supplied a set of billet gears. Another component that has been known to fail in high horsepower (primarily supercharged) applications is the main timing gear that drives both the left- and right-side bank’s timing gears. MPR has its own billet version that is a direct swap for the weak, stock part.

Tyler cuts the CNC’d Coyote heads for the larger diameter Ferrea valves. Each chamber is inspected to ensure the valves seal properly.

Proceeding to the deck of the block, Tim installed 11mm, ARP head studs. This engine was from a 2013 F-150 where Ford reduced the size of the head studs from 12mm to 11mm for that model year. They have since gone back to the 12mm variants. The heads were installed with JE Pro Seal MLS head gaskets. Because the block and heads had been decked, final compression calculated in at 10.68:1

COMP Cams supplied CR-series, stage-three blower cams that are plenty aggressive by mod-motor means. The CR-series requires the use of stiffer valve springs and uses a lobe design similar to 2015 and newer Mustangs. On naturally aspirated engines we’ve seen the CR-series cams pick up over 50 horsepower at the crank over factory Mustang cams!

New or old, MPR decks every head to assure they are completely flat.

Under the cams are a host of kits from Ford Performance. Previously, buying components for the Coyote was a pain. Now, Ford Performance has come out with a variety of kits designed for new and rebuilt Coyote engines. One includes all 32 rockers; another, all 32 lash adjusters; even a front drive kit includes everything from cam gears and chains to guides.

An MPR lock-out plate was used to remove all the unnecessary components from the VCT gears. All in all, a reduction of about four pounds was removed from the valvetrain! The cams were locked out at a 110-degree intake centerline and a 113-degree exhaust centerline. This will ensure the engine remains streetable. Livernois Motorsports supplied a set of billet aluminum primary chain guides as the stock, plastic guides can deflect and cause over a 10-degree variation in cam timing.

The zebra has mostly been skinned. The permanent marker clearly shows how much more the heads need to be decked.

The Final Bits

After degreeing the cams, Tim removed the soft, checking springs and install  COMP Cams valve springs and cams. New, Boss 302 timing tensioners were installed, and the front of the engine was sealed up with a Ford Performance Mustang front cover. An ATI damper, already cut for two keys, was installed on the crank snout. It features a 20-percent overdrive and 10-rib configuration that will spin accessories faster than stock. Finally, a Ford Performance oil pan installation kit, and a Moroso increased-capacity, fabricated-aluminum oil pan, closed off the bottom end.

With the engine complete, it will soon be time to head to Westech Performance’s engine dyno to see how much power it can make!

Tim checks the main journals for adequate clearance.

Most MPR Coyote builds have factory oil squirters deleted; they are typically only left in for road race builds.

The gold standard: Coyote ARP main studs.

Hold that pose! Every engine builder’s nightmare when it comes to shooting the photo of the crank being dropped down in the block.

Tim step torques the ARP main studs and side bolts to a final torque value of 60 ft-lbs.

Tyler works on installing oversized stainless Ferrea valves.

COMP Cams provided an 26125CTS-KIT, which included valvesprings with 120 pounds of seat pressure, lightweight tool steel retainers, locks, and valvespring seats.

The MPR CNC’d Coyote heads are fully assembled and ready for installation.

Wiseco’s first set of 5.933-inch modular BoostLine connecting rods will take the big power planned for this engine.

JE Pro Seal piston rings are file fitted and deburred. They feature a carbon steel 1.00mm top ring.

These custom, JE Pistons featured an Electroless Nickel coating added material for strength, and a thick-wall, DLC-coated pin.

The pistons and rods are connected to the crankshaft via ARP 2000 rod bolts and torqued to 75 ft-lbs.

The completed short-block is Tim’s favorite part of the engine build because most of the hard work is completed.

The JE Pro Seal head gasket is slid over the 11mm ARP head studs. With the heads installed, the nuts are step-torqued to a final value of 85 ft-lbs.

Livernois Motorsports supplied a set of billet oil pump gears to replace the weak stockers. A new, Mustang oil pump is required on an F-150 engine.

In front of the oil pump is another gear that often fails, the powdered metal chain drive. MPR offers a billet steel version for this.

When making a lot of power with a lot of cylinder pressure, the majority of Coyotes will have the cams locked in place. MPR designed a lockout plate that gets rid of the unnecessary bits of the VCT system, saving around four pounds of steel in total. When running valvesprings with high seat pressures, upgraded secondary chains add another level of insurance.

Tim uses checking springs on the front two valves to degree in the Comp Cams CR-Series camshafts. These cams feature 239/245 degrees of duration at .050-inch with .516 intake and .514 exhaust lift. They installed at a 110-degree intake centerline and 113-degree exhaust centerline.

Once the cams are degreed they are removed and the four checking springs are swapped out. The Ford Performance lash adjusters and rockers are installed. Tim reinstalls the Comp camshafts and torques down the ARP cam cap fasteners.

Livernois billet chain guides eliminates deflection normally found in the stock guides. With deflection comes a change in cam timing. Ford Performance Boss 302 primary and secondary tensioners are used as they are stiffer than the standard Mustang/F-150 versions.

With the pick-up tube clearance checked, the Moroso fabricated-aluminum oil pan is installed. The pan is designed to hold two more quarts than stock, while also being able to fit into Fox body and S197 chassis Mustangs.

The Mustang front cover is installed first, followed by a 20 percent overdrive ATI damper. This piece comes with a second keyway cut into the hub and is standard issue on the Cobra Jet Mustang drag cars.

Tim poses with our completed Coyote. Next stop? Westech’s engine dyno!

Boost To Come

Wait, what? Yep, there will be a CSU blow-through carb atop this Coyote. And, to help support our 1,000hp plus power goals, a Vortech YSI-B will add copious amounts of boost.

Specs:

Short-Block

F-150 used block

Darton sleeves by Race Engine Development

Ford Performance Boss 302 crankshaft

Wiseco 5.933-inch length BoostLine connecting rods

Custom JE pistons with EN coating, skirt coating, and DLC pin

MPR Engines oil squirter block off plates

Livernois Motorsports billet oil pump gears

MPR Engines billet chain drive gear

ARP main studs and damper bolt

Clevite main and rod bearings

Moroso fabricated aluminum oil pan

ATI Cobra Jet 20 percent OD damper

Long-Block

JE Pro Seal head gaskets

MPR Racing CNC’d cylinder heads – factory F-150

Comp Cams valve spring kit with tool steel retainers

Comp Cams Stage III CR-Series blower cams

Ferrea oversized stainless intake and exhaust valves

ARP 11mm head studs and cam tower bolts

Ford Performance lash adjusters, rockers, chains, tensioners, and front cover

MPR Engines camshaft lockout plates

MPR Engines heavy-duty secondary timing chains

Livernois Motorsports primary chain guides

Sources:

MPR Engines Mprracingengines.webs.com 561-588-0188

JE Pistons Jepistons.com 714898-9763

Wiseco Wiseco.com 440-951-6600

Ford Performance Fordperformance.com

COMP Cams Compcams.com 901-795-2400

ARP Products Arp-bolts.com 805-339-2200

Livernois Motorsports Livernoismotorsports.com 313-561-5500

Ferrea Valves Ferrea.com 888-733-2505

Moroso Moroso.com 203-453-6571

ATI Performance Products Atiracing.com 877-298-5039

Mahle Clevite www.mahle-aftermarket.com 248-347-9700

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