2015 Ford Mustang / Shelby GT350 Official - 5.2L FPC with 500+hp/400+ lb-ft - Page 68 - Toyota GR86, 86, FR-S and Subaru BRZ Forum & Owners Community

SUB-FT86 · 07-29-2015, 04:00 PM

Quote:

Originally Posted by Vracer111

But then an 86 and Mustang got married and had offspring:

Why do I get the feeling this will handle poorly!

Packofcrows · 07-29-2015, 06:29 PM

Back lights are ugly. And there's too many 'racers' switching from FRS and 370z for mustang's here. It's 7/10 for me in terms of looks and a car I'd buy, but still not right for my garage.

Bergen23 · 07-29-2015, 06:47 PM

Reading through this thread is icing on the cake for me. I'm looking to trade my FR-S in for an Ecoboost next summer

Will be following this for future updates

jdmblood · 07-29-2015, 06:56 PM

Holy shit 500whp for a 4 cylinder is impressive. that mustang must move.

keep up the good work.

P@ul · 07-29-2015, 08:12 PM

Can't wait till they send Chris Harris a GT350R to review.

M1K3 · 07-30-2015, 10:34 AM

Quote:

Originally Posted by P@ul

Can't wait till they send Chris Harris a GT350R to review.

Now that's what I want to see!!!

MAPerformance · 07-30-2015, 01:25 PM

Be sure to hit me up! I will take care of you on pricing

Quote:

Originally Posted by Bergen23

Reading through this thread is icing on the cake for me. I'm looking to trade my FR-S in for an Ecoboost next summer

Will be following this for future updates

cdrazic93 · 07-30-2015, 05:41 PM

curious as to wonder what that slight dip is at 4.5k? possible fuel hiccup?

Bergen23 · 07-30-2015, 08:21 PM

Quote:

Originally Posted by MAPerformance

Be sure to hit me up! I will take care of you on pricing

Just finished up reading this thread in more detail, and hooooooooly cow. It has pushed me that extra notch to go this route. Even doing a part out of my car now

. Hook a brother up with a discount on your stuff and I'll spread the word for you guys up in the great white north

MAPerformance · 07-31-2015, 11:43 AM

Pretty exciting man! You will really like the car once you mod it. I will make sure to hook you up sir. We can discuss some options when you are ready

Just wait until we get our built engine in, a 6766, and turn it up!

Quote:

Originally Posted by Bergen23

Just finished up reading this thread in more detail, and hooooooooly cow. It has pushed me that extra notch to go this route. Even doing a part out of my car now

. Hook a brother up with a discount on your stuff and I'll spread the word for you guys up in the great white north

xxBrun0xx · 07-31-2015, 02:25 PM

I had no idea this platform was so robust. Subbed. 2015 Ford Supra?

MAPerformance · 08-04-2015, 01:36 PM

Well, as most of you know we have been hard at work developing cylinder heads, fuel system upgrades, and built shortblocks. All these products are finally coming together and we are getting closer and closer to the testing phases. I will be using this thread to update, as often as possible, our quest for a 700whp, 10 second Ecoboost Mustang.

If you haven't seen our Ecoboost Cylinder Head development thread, I highly suggest you head on over there and have a read. Some really good information over there, and good results. Here is a quick glimpse:

*the surface isn't decked that is how it comes from Ford. We don't deck until we are ready for final assembly*

Now, lets go over what that chuck of ported aluminum is going to be going on. We have been working with Darton for custom sleeves for the 2.3 block over the past month. After 3 revisions we finally settled on a set of sleeves that are going to work for our application. I won't be sharing pictures of the sleeves themselves or the block until it is ready for assembly. Once full machining is done, cleaned, and ready I will get you pictures of under, in, and around the block. For now, we need to keep it underwraps!

Pistons. These play a key part in our quest, so they needed to be exactly what we wanted. JE Pistons delivered, and delivered well. We opted for a full custom piston instead of an off the shelf solution, as off the shelf pistons weren't available in our configuration.

Specs:

10:1 Compression
True Asymmetrical Design
9310 Wrist Pins
Ceramic Coated crown
Skirt coating
Forced Pin Oiling
Provisioned for +1mm valves and higher lift

As you can see in the picture above we kept the factory style fuel cavity in the piston crown for concentrated burn. It has been radiused (radiis) out to eliminate hard edges for potential hot spots, which also offset the compression that was increased when we lessened the volume of the outer crown dish. On the factory piston there was a "moat" style edge just before the edge of the piston. This was another area for hot spot concerns especially because we retained the fuel cavity. We had the depth of the moat decreased a few cc's to help. Also assisting in hot spot protection is the crown coating (light gray film in pictures). Whatever steps I can take to prevent detonation during tuning at this power level, is going to be performed.

This image has been resized. Click this bar to view the full image. The original image is sized 1200x575.

Here you can see the rest of our internal selections. Starting from the top left and moving down, then finishing on the right. Here is the list of components:

Pistons
Timing gear for pinned crank
Balance shaft delete kit
Piston rings
Tri-metal race bearings
Wrist pins
I-beam Rods

The timing gear in the picture is a custom piece from a company in IL we collaborated with. We shipped them our crank and they pinned it and provided us the new timing gear, key way, and balance shaft components. The bearings are from King, which we use in every engine that leaves our shop. Last but not least we come to the rods. These are off the shelf I-beam rods from Manley that we lightly machined to provide desired bearing clearance. The engine will go through our normal machining process which is 100% done in our facility. Having all the machines to machine, clean, and assemble our own engines cuts down significantly on time, and allows us to have full control of our quality. We have very high standards when it comes to our shortblock offerings, and we couldn't trust anybody to provide the same level of detail.

This image has been resized. Click this bar to view the full image. The original image is sized 1000x563.

This image has been resized. Click this bar to view the full image. The original image is sized 1000x672.

In some cases this means we have to build our own tooling to achieve the final product we desire. What we have above is our custom cylinder head pressure tester plate, and our torque plate which any machinist can purchase from our site. The pressure tester bolts to the cylinder head with a factory Ford MLS head gasket in between and pressurize the combustion chamber to double check our valve machining. This also helps in making sure the sealing surface is optimal, to a point however as we can't replicate the exact combustion scenario the cylinder head will ultimately see during operation. The torque plate is used during the honing process. It simulates the cylinder head being bolted onto the engine so the cylinder walls are in their "stressed state" during machining. If you machine and engine without a torque plate the taper and round of the bore will be distorted once the head is bolted on, which can cause the piston to wall clearance to be off and potentially cause damage.

This image has been resized. Click this bar to view the full image. The original image is sized 1042x625.

This image has been resized. Click this bar to view the full image. The original image is sized 1000x563.

Now, we move onto the fuel system. We posted in a few other threads we were working on an Auxiliary fuel supplement system. This isn't ground breaking technology at first glance as it has been around for I would say 20 years now, but when you combine old school technology with new school mentality you get, well...this. A complete plug and play, E85 safe auxiliary fuel system. This very kit we have on our build will be available to you in a painless package. It will include throttle body plate, fuel rail, injectors, fittings, pre-assembled hoses, injector driver software/hardware, and instructions. No modifications to your factory fuel system will be needed, simply disconnect, and reconnect. The system is only running when it is needed, as it is boost activated. We will be offering a baseline E85 tune with the kit, but if you are pushing the factory fuel system with any other fuel the ability to tune it yourself or have us E-tune it is available.

We hope this kit will provide enough fuel to reach our goal, but if not a 4-port injection system is on standby to support over 1000whp. With the ability to swap out injectors on the production throttle body plate from 580cc injectors up to 2000cc injectors I think big power is going to come easy, and safely. We will have to keep an eye out for any fuel puddling symptoms if we have to increase injector size. However, I think with our injector angle design, and our atomization strategy we shouldn't run into any issues if we bump up to 2x 1000cc injectors. Time and testing will tell!

The next update will revolve around our suspension, wheels and tires, and driveline upgrades. We have some items on the way, so expect an update soon!
__________________

MAPerformance · 08-04-2015, 06:27 PM

Well, it happened...The stock engine has finally let go. I don't know details as of yet, but I do know fire was involved

I will keep you updated as I find out more info. Time to throw our built block in!

MAPerformance · 08-05-2015, 07:56 PM

So sadly it wasn't that actual engine that hit it's weak point unfortunately. We were messing around with external throttle body injectors controlled by a separate fuel box which failed to shut off the fuel during a dyno run and actually caused it to hydro lock itself, causing a rod to escape. Oh well, these things happen in testing.

07-29-2015, 06:29 PM	#940
Packofcrows hey you, yeah you <3 Join Date: Jul 2012 Drives: 2014 37J FR-S Location: Monterey County, CA Posts: 2,715 Thanks: 905 Thanked 1,259 Times in 809 Posts Mentioned: 38 Post(s) Tagged: 3 Thread(s)	Back lights are ugly. And there's too many 'racers' switching from FRS and 370z for mustang's here. It's 7/10 for me in terms of looks and a car I'd buy, but still not right for my garage. __________________ Got my TRD wheels and TRD louvers. Thanks!!!

07-30-2015, 05:41 PM	#946
cdrazic93 Junior Join Date: Aug 2013 Drives: a car Location: Probably at school Posts: 4,341 Thanks: 3,184 Thanked 2,512 Times in 1,502 Posts Mentioned: 20 Post(s) Tagged: 0 Thread(s)	curious as to wonder what that slight dip is at 4.5k? possible fuel hiccup? __________________ "Ah! What music! They could have never imagined, those pioneers who invented the automobile, that it would posses us like this, our imaginations, our dreams. Men love women, but even more than that, men love CARS!"-Lord Hesketh

08-04-2015, 01:36 PM	#950
MAPerformance Senior Member Join Date: Aug 2012 Drives: Asphalt FRS Location: Cottage Grove, MN Posts: 1,272 Thanks: 669 Thanked 981 Times in 540 Posts Mentioned: 84 Post(s) Tagged: 3 Thread(s)	Well, as most of you know we have been hard at work developing cylinder heads, fuel system upgrades, and built shortblocks. All these products are finally coming together and we are getting closer and closer to the testing phases. I will be using this thread to update, as often as possible, our quest for a 700whp, 10 second Ecoboost Mustang. If you haven't seen our Ecoboost Cylinder Head development thread, I highly suggest you head on over there and have a read. Some really good information over there, and good results. Here is a quick glimpse: the surface isn't decked that is how it comes from Ford. We don't deck until we are ready for final assembly Now, lets go over what that chuck of ported aluminum is going to be going on. We have been working with Darton for custom sleeves for the 2.3 block over the past month. After 3 revisions we finally settled on a set of sleeves that are going to work for our application. I won't be sharing pictures of the sleeves themselves or the block until it is ready for assembly. Once full machining is done, cleaned, and ready I will get you pictures of under, in, and around the block. For now, we need to keep it underwraps! Pistons. These play a key part in our quest, so they needed to be exactly what we wanted. JE Pistons delivered, and delivered well. We opted for a full custom piston instead of an off the shelf solution, as off the shelf pistons weren't available in our configuration. Specs: 10:1 Compression True Asymmetrical Design 9310 Wrist Pins Ceramic Coated crown Skirt coating Forced Pin Oiling Provisioned for +1mm valves and higher lift As you can see in the picture above we kept the factory style fuel cavity in the piston crown for concentrated burn. It has been radiused (radiis) out to eliminate hard edges for potential hot spots, which also offset the compression that was increased when we lessened the volume of the outer crown dish. On the factory piston there was a "moat" style edge just before the edge of the piston. This was another area for hot spot concerns especially because we retained the fuel cavity. We had the depth of the moat decreased a few cc's to help. Also assisting in hot spot protection is the crown coating (light gray film in pictures). Whatever steps I can take to prevent detonation during tuning at this power level, is going to be performed. This image has been resized. Click this bar to view the full image. The original image is sized 1200x575. Here you can see the rest of our internal selections. Starting from the top left and moving down, then finishing on the right. Here is the list of components: Pistons Timing gear for pinned crank Balance shaft delete kit Piston rings Tri-metal race bearings Wrist pins I-beam Rods The timing gear in the picture is a custom piece from a company in IL we collaborated with. We shipped them our crank and they pinned it and provided us the new timing gear, key way, and balance shaft components. The bearings are from King, which we use in every engine that leaves our shop. Last but not least we come to the rods. These are off the shelf I-beam rods from Manley that we lightly machined to provide desired bearing clearance. The engine will go through our normal machining process which is 100% done in our facility. Having all the machines to machine, clean, and assemble our own engines cuts down significantly on time, and allows us to have full control of our quality. We have very high standards when it comes to our shortblock offerings, and we couldn't trust anybody to provide the same level of detail. This image has been resized. Click this bar to view the full image. The original image is sized 1000x563. This image has been resized. Click this bar to view the full image. The original image is sized 1000x563. This image has been resized. Click this bar to view the full image. The original image is sized 1000x672. In some cases this means we have to build our own tooling to achieve the final product we desire. What we have above is our custom cylinder head pressure tester plate, and our torque plate which any machinist can purchase from our site. The pressure tester bolts to the cylinder head with a factory Ford MLS head gasket in between and pressurize the combustion chamber to double check our valve machining. This also helps in making sure the sealing surface is optimal, to a point however as we can't replicate the exact combustion scenario the cylinder head will ultimately see during operation. The torque plate is used during the honing process. It simulates the cylinder head being bolted onto the engine so the cylinder walls are in their "stressed state" during machining. If you machine and engine without a torque plate the taper and round of the bore will be distorted once the head is bolted on, which can cause the piston to wall clearance to be off and potentially cause damage. This image has been resized. Click this bar to view the full image. The original image is sized 1042x625. This image has been resized. Click this bar to view the full image. The original image is sized 1000x563. Now, we move onto the fuel system. We posted in a few other threads we were working on an Auxiliary fuel supplement system. This isn't ground breaking technology at first glance as it has been around for I would say 20 years now, but when you combine old school technology with new school mentality you get, well...this. A complete plug and play, E85 safe auxiliary fuel system. This very kit we have on our build will be available to you in a painless package. It will include throttle body plate, fuel rail, injectors, fittings, pre-assembled hoses, injector driver software/hardware, and instructions. No modifications to your factory fuel system will be needed, simply disconnect, and reconnect. The system is only running when it is needed, as it is boost activated. We will be offering a baseline E85 tune with the kit, but if you are pushing the factory fuel system with any other fuel the ability to tune it yourself or have us E-tune it is available. We hope this kit will provide enough fuel to reach our goal, but if not a 4-port injection system is on standby to support over 1000whp. With the ability to swap out injectors on the production throttle body plate from 580cc injectors up to 2000cc injectors I think big power is going to come easy, and safely. We will have to keep an eye out for any fuel puddling symptoms if we have to increase injector size. However, I think with our injector angle design, and our atomization strategy we shouldn't run into any issues if we bump up to 2x 1000cc injectors. Time and testing will tell! The next update will revolve around our suspension, wheels and tires, and driveline upgrades. We have some items on the way, so expect an update soon! __________________

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07-29-2015, 06:47 PM	#941
Bergen23 Banned Join Date: Dec 2014 Drives: '15 Halo FR-S Location: Ontario, Canada Posts: 1,317 Thanks: 922 Thanked 950 Times in 492 Posts Mentioned: 22 Post(s) Tagged: 0 Thread(s)	Reading through this thread is icing on the cake for me. I'm looking to trade my FR-S in for an Ecoboost next summer Will be following this for future updates

07-29-2015, 06:56 PM	#942
jdmblood Senior Member Join Date: Jun 2013 Drives: white subaru brz Location: miami Posts: 825 Thanks: 158 Thanked 289 Times in 183 Posts Mentioned: 14 Post(s) Tagged: 2 Thread(s)	Holy shit 500whp for a 4 cylinder is impressive. that mustang must move. keep up the good work.

07-29-2015, 08:12 PM	#943
P@ul Apostle Join Date: Apr 2013 Drives: JesusMobile Location: SoCal Posts: 282 Thanks: 276 Thanked 83 Times in 48 Posts Mentioned: 1 Post(s) Tagged: 2 Thread(s)	Can't wait till they send Chris Harris a GT350R to review.

08-04-2015, 06:27 PM	#951
MAPerformance Senior Member Join Date: Aug 2012 Drives: Asphalt FRS Location: Cottage Grove, MN Posts: 1,272 Thanks: 669 Thanked 981 Times in 540 Posts Mentioned: 84 Post(s) Tagged: 3 Thread(s)	Well, it happened...The stock engine has finally let go. I don't know details as of yet, but I do know fire was involved I will keep you updated as I find out more info. Time to throw our built block in!

08-05-2015, 07:56 PM	#952
MAPerformance Senior Member Join Date: Aug 2012 Drives: Asphalt FRS Location: Cottage Grove, MN Posts: 1,272 Thanks: 669 Thanked 981 Times in 540 Posts Mentioned: 84 Post(s) Tagged: 3 Thread(s)	So sadly it wasn't that actual engine that hit it's weak point unfortunately. We were messing around with external throttle body injectors controlled by a separate fuel box which failed to shut off the fuel during a dyno run and actually caused it to hydro lock itself, causing a rod to escape. Oh well, these things happen in testing.

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