unique fork placement and used a cable clutch. The T-6060 was derived from the T-56, shares some of the same internals as the T-56, and uses a hydraulic throw-out bearing instead of a clutch fork. The T-6060 was used in the Shelby GT500 2007–2014.
MT82 6-speed: The Ford/Getrag co-developed MT82 6-speed became the standard transmission in 2011, replacing both Tremec manuals for use in the Mustang in 2011.
M5OD 5-speed: The Mazda-built 5-speed was installed in a wide range of Mazda and Ford cars and trucks. Two models were offered: the light-duty R1 and medium duty R2. R1 transmissions were slotted into the Ford Ranger, Explorer, Aerostar, and Bronco II. R2 versions have been used in the F-150, Econoline Van, full-size Bronco, and the Cougar/Thunderbird with the supercharged V-6. This transmission is suitable for most applications up to about 450 hp.
ZF Series 6-speed: The S6-650 ZF manual transmission is used in Super Duty trucks and vans 1999–2010. The manual was dropped in the United States in 2011. In addition, GM installed the ZF6 transmission in the 1989–1996 Corvette. The S6-650 is rated to transmit 650 ft-lbs of torque, so they are tough enough for many specialized and high-performance applications. It is important to be sure that the transmission you select matches your application and engine output.
Although Ford has been offering the modular engines through its racing parts programs for some time, it wasn’t until the fifth-generation Mustangs (2005–2014) that it began looking at bundling its performance engines with control systems to install in other types of vehicles such as street rods.
Ford Performance offers both production versions and special-built versions of its engines. Which one fits your project depends on your horsepower needs and budget. Here are a few of Ford’s nonproduction engines from the past few years.
Ford Performance Parts has marketed several different engine variations under the “Aluminator” name, capitalizing on the versatility and lightweight of the all aluminum architecture. The M-6007-A50XS put out more than 500 hp naturally aspirated and benefits from all the development of Ford’s Cobra Jet racing program. It comes with CNC ported cylinder heads, a dual 65-mm throttle body and a slew of high-end Ford racing extras. (Photo Courtesy Ford Performance Parts)
One way to identify the Ford Performance Parts Coyote engines is by the bar code sticker mounted to the back of the driver-side block just below the cylinder head. (Photo Courtesy Ford Performance Parts)
The Aluminator
The Aluminator started out as an all-aluminum version of the famed 2003–2004 4.6 Cobra Terminator supercharged engine, which came from the factory with a cast-iron block. The current iteration of the moniker is an all-aluminum 5.0 GT engine beefed up to handle more than 500 hp.
5.0 Cammer
This was the first 5.0 engine based on a punched out 4.6 DOHC Cobra engine. It was capable of horsepower ratings over 400 and torque of 365 ft-lbs or more. The engine features a Ford Performance 356 alloy aluminum block, high-flow cylinder heads, and 12-mm-lift camshafts. It’s also equipped with 11:1 compression; variable geometry, magnesium long/short runner intake; power steering pump; alternator; and air-conditioning compressor.
The Ford “Cammer” engine started out as a 4.6 DOHC engine that was re-sleeved and bored out and used in Ford FR500C, Grand Am Cup and Koni Sprots Car Challenge cars, among others. Output was in the mid-400 hp range and a punched out 5.3 version in 2010 made more than 665 hp in a GT for the FIA GT1 World Championship. (Photo Courtesy Ford Performance Parts)
You’ll notice the missing emissions systems on this specially prepared Boss 302. The engine is installed in one of the Ford Performance Boss 302S race cars specially prepped by Watson Engineering in Taylor, MI. There were only 50 units built and this engine dyno’d at 520 hp at the crank. The car was provided by Blake Hartman.
Boss 302
The Boss 302 modular is a beefed-up 5.0 Coyote platform pushing 444 hp installed in the 2012–2013 Boss 302 Mustang. It features high-strength components and goodies such as CNC-machined ports, forged connecting rods, forged-steel cranks, and forged pistons. The Boss engine is the basis for many of Ford’s racing-sealed engines, and it’s offered in stroked version up to 5.3 in short-block form. It produces 420 hp at 6,500 rpm and 390 ft-lbs of torque at 4,250 rpm. Until Ford offers the 5.2-liter GT350 engine in crate form, this is one of the best modular Ford crate engines you can buy.
The aftermarket has been cautious when it comes to the production of hard parts such as blocks and heads. Most of the aftermarket crate engines are based on production Ford components. Just when you think Ford has settled into a stable new platform, it goes and improves it again. The Coyote is a good foundation for modular engine builds, but then Ford changed things again when it came out with the flat plane crank 5.2 Shelby GT350 engine, which will probably keep the aftermarket world jumping once again, which will mean a new round of aftermarket components to support the new design.
Modular Motorsports Racing now has its GEN-X Coyote blocks available for the extreme engine builds. Machine from a billet of 6061-T6 aluminum, the blocks are available in short and tall deck heights. Engine displacements up to 6.5 are possible, and these monster engines can reliably produce 1,800 to 3,500 hp. (Photo Courtesy Modular Motorsports Racing)
Sean Hyland Motorsport was the first to come out with an aftermarket racing block for the short 4.6 and tall 5.4 deck height engines. SHM poured all its experience in producing a block that can be punched out to 6.0 and can withstand a mind blowing 2500 hp. It accepts all modular engine cylinder head configurations. Note the extra material cast around the cross bolt main holes. (Photo Courtesy Sean Hyland Motorsports)
Trick Flow Specialties has been building small-block Ford heads for years, and it is the aftermarket choice for racing 4.6 2V heads. The TFS-52910002 heads are designed for bigger bore engine builds and high-horsepower applications. It works with performance-improved (PI) intake manifolds, CNC-ported combustion chambers and patented replaceable cam bearing journals. TFS heads accept either the Romeo or Windsor valvecovers and most Ford front covers and accessories. (Photo Courtesy Trick Flow Specialties)
Swap Spotlight: The Mustang Evolution
Leading the list of over-the-top modular engine conversions is Brett Behrens’ 1978 Mustang II. Brett is
