Rounding out the short-block is a set of Ford Performance billet-steel oil pump gears and the factory 10-quart composite oil pan with a Ford Performance oil filter spun on. It's then fitted with a Cobra Jet short runner-high RPM intake manifold, 1517 CFM dual 65mm Cobra Jet throt… Whether you want a 12.0:1 screamer, or something with a milder 9.5:1 compression ratio, the Gen-3 Aluminator will fit the bill. The Ford Performance Control Pack contains all the wiring, PCM and an installation kit with part number M-6017-504V for use with a manual transmission. Additionally, it features a slightly larger 93mm bore and the Predator’s Plasma Transfer Wire Arc (aka “spray bore”) cylinder liner. For induction, the Aluminator uses the OEM composite intake manifold, which has been tuned to work with the dual-fuel system and the higher powerband of the Gen-3 Coyote. Once everything is complete and validated, the engine builder signs his name to a build plaque with an electro-pencil, very similar to the SVT Niche-Line plaques Cobra owners are familiar with. For the pistons, there weren’t any proven off-the-shelf options available, both due to the desired compression ratio of 12.0:1 and the new 93mm bore size. Buckle up. The connecting rods are premium Manley ® H-beam with ARP® 2000 bolts. M-6007-A52XS – ALUMINATOR XS CRATE ENGINE. There is a version of the Gen-3 Aluminator dubbed the “SC” or “supercharged Aluminator” (P/N: M-6007-A50SCB) with a reduced dome volume for a 9.5:1 compression ratio, which is a little more forgiving on the tuning side, if you want to run big boost from whatever power-adder you choose. Curious as to what recipe Ford Performance follows to build such a powerplant, we decided to dive into the production of the engine from start to finish. But, they become a weakness when you start adding power to it,” explains Ewert. This crate engine carries Ford Racing's 2 year - 24,000 mile Warranty from the date of purchase for replacement or repair only. “We didn’t have to target a bowl, and then work around that to create a crown. For those of you who prefer a lower compression ratio for use with forced-induction, worry not. From there, each component is labeled with a unique barcode that will track that component and all the related specifications throughout the assembly process. Always interested in how things work, he enjoys sharing his passion for automotive technology with the reader. It's then fitted with a Cobra Jet short runner-high RPM intake manifold, 1517 CFM dual 65mm Cobra Jet throttle body, and high RPM pulse ring used on the Coyote motor found in the Cobra Jet drag car. Also, it gets the same plasma-spray cylinder liner as the current GT500 Predator engine. You gain the increased compression ratio from direct injection and can swap to larger port fuel injection fuel injectors for more fuel.”. “On the Coyote dual-fuel engine, they don’t have a DI pocket like the four-cylinder GDI engine family does. 75mm pulley (16 psi) with 1-3/4 primary headers – 946.4 hp / 770.1 lb-ft. 75mm pulley (16 psi) with 1-7/8 primary headers – 946.4 hp / 781.2 lb-ft. 69mm pulley (19 psi) with 1-7/8 primary headers – 986.0 hp / 831.6 lb-ft. Pawlak’s Aluminator is completely stock internally. This 5.0L 32V DOHC Coyote Aluminator Crate Engine fits 2015-2017 GT Mustangs and is designed for supercharged applications. At its core, the Gen-3 Aluminator starts with a production Gen-3 Coyote block. In order to handle the power Ford Performance knows will be run through the Aluminator engines, they upgraded the rotating assembly to include Manley forged H-beam connecting rods, and Mahle forged pistons. It's equally at home under the hood of an old T-bucket, 50's-era vintage rod, 60's muscle car or more modern sleeper. The Gen 3 5.0L Aluminator NA is a direct bolt in for 2018-2020 Mustang GT. Once the engine is completely assembled, a process known as a “cold test” takes place. Application. Improved valvesprings resulted in the factory rev-limiter being raised over Gen-2, and are good for occasional jaunts to the 8,000-rpm mark. The connecting rods are premium Manley H-beam with ARP 2000 bolts and fitted with BOSS 302 high performance bearings. “Some of the components in the production engine are designed just for production. Born and bred New Yorker, bon vivant and raconteur. We promise not to use your email address for anything but exclusive updates from the Power Automedia Network. Because the engine has had oil run through all of its systems prior to shipping, it helps with pre-oiling on the first start. The rotating assembly, like the rest of the engine, gets OEM-level assembly, with the OEM crank rebalanced to a 1,670-gram bobweight, and everything torqued using the high-tech Pin-Point system and marked with a paint pen to indicate that it has been torqued. For automatic transmissions you'll have to get the M-6017-M50A Control Pack. For connecting rods, the design team turned to an old standby, Manley Performance, using off-the-shelf Manley forged H-beam rods, with the ARP2000 rod-bolt upgrade. But with the necessary kits and the added items, it can be used in any build that you're bold enough to swap it in to. The 5.0L Aluminator NA is a direct bolt in for 2011-2012 Mustang GT. A Detailed Look At The Motorcycle From Dumb And Dumber, Voodoo Meets Cobra Jet: Ford 5.2 Aluminator Crate Engine Packs 580 HP, Old School, Big Power: Roush 511 FE Sideoiler Crate Engines, Lingenfelter LSA 378 CID 900 HP 58x Supercharged Crate Engine, A Detailed Look At The Subaru WRX From Baby Driver, Here's What We Expect From The 2022 Audi A4 Wagon, Here's How The Chevrolet Camaro Crushed The Monte Carlo, Here's Where The Cast Of Orange County Choppers Are Today, Watch DriveTribe Go In-Depth With The Long-Lost Connaught Type D, Hear This V10-Swapped E46 BMW Drifter Bellowing Around The Track, Witness Sheer Mayhem When A 1000+ Horsepower Fleet Of The Fastest Donks Rule A Drag Strip, Deutsche Viper: The AMG GT R Is Germany’s Super-Serpent, A Detailed Look At Brad Pitt's WWII Motorcycle, Watch The 1400-HP Hoonicorn Go Up Against The Worlds Fastest Donk. Key parameters such as oil pressure and cylinder compression, among others, are monitored and evaluated during the run. You can put it anywhere of course! All rights reserved. You don’t want to have to build an engine from scratch, or as in the case of a Gen-3 Coyote, buy a core engine and change it into what you want. “Hot testing is very expensive from an investment point of view and in addition, there are many external regulations involved. What are your ultimate hp goals? “Cold test” technology has evolved to the point where they don’t need combustion to test the performance of various engine systems in order to validate the build. Traveled extensively throughout the continental U.S. torque at 4,600 rpm NEXT: Lingenfelter LSA 378 CID 900 HP 58x Supercharged Crate Engine. The Gen-3 block (right) saw a number of differences over the Gen-2 model, including larger and deeper head bolt holes (identical to the GT500), a more open deck design that allows for a straighter bore, and additional knock sensor locations. “You can add boost to this one, but you have to be really careful with the higher-compression and boost.”. Obviously, the production rods and pistons aren’t up to the task of handling greatly elevated power levels.