The crate engine craze is nothing new--smart builders have been shipping ready-to-go engine combinations for years. Packaged engines have become a legitimate way to get your horsepower fix--someone's already figured out the combination, ordered the parts, done the machining, and handled the assembly.

Last month you read about a naturally aspirated Two-Valve engine that gained 28 rwhp without sacrificing any of the car's street manners. The Trick Flow Specialties camshafts made the idle sound healthy but not overly aggressive, and there wasn't any bucking at low rpm. We return this issue to chart the gains while the same engine is exposed to boost.

Loyal readers of MM&FF will no doubt remember that we started our "Mods for Coyote Mods" in the last issue. Ford Racing was kind enough to offer up not only a new 5.0L Coyote crate motor (PN M-6007-M50), but also a complete stand-alone Controls Pack. The pair essentially gives you everything to swap the 412hp 5.0L into just about anything and get it up and running.

Since the demise of the '04 Cobra, Mustang owners have been limited to the Shelby offerings if they were looking for honest GM-killing power. Lucky for enthusiasts, Ford stepped in to fill the performance void by offering the new 5.0L Coyote motor. Though it lacked the boost we loved so much in the '03-'04 Cobras, the new motor offered some impressive power--and lots of potential. Thanks to the hike in displacement, variable cam timing, and revised intake design, the output of the 5.0L surpassed the previous 4.6L supercharged and non-supercharged Mustang engines!

I'll never forget my first fast (or so I thought at the time) car. It was an '87 GT with an E-cam and exhaust. It had 4.10 gears, a T5, five-lug conversion with Baer brakes--back then it felt like a rocket ship! Times sure have changed, and so has my version of fast.

Throwing boost at a Coyote 5.0L engine has proven to be easy and effective. At press time, we counted approximately nine supercharger manufacturers offering several models, as well as a variety of turbocharger systems. Not to be forgotten are the nitrous oxide kits that give the Coyote a chemically charged kick in the pants, as well as a slew of bolt-on goodies.

If you've been reading MM&FF since 2010, then you've seen project Street Smart Windsor make the transformation from a ragged-out, bone-stock '89 GT to a slick street machine. The budget 359ci Windsor from Latemodel Restoration Supply, coupled with heads from RHS and a Trick Flow Specialties intake, pumped out 312 rwph and 365 lb-ft of torque through the stock T-5. On track, it went 13.06 at 106 mphùall with a stock-sounding, mild camshaft.

It's been documented that the new Boss is set from the factory for some serious on-track antics. In the right hands, it can run 11s stock and cut corners with some of Europe's best.

There's no doubt that the original 5.0L left a lot to be desired in stock form. A mere 225 hp was enough to make the 3,000-pound ponycars a blast to drive, but a few tweaks were always irresistible. Cold-air kits, throttle bodies, gears, exhaust systems, pulleys, and timing have always been staples in the Fox Mustang aftermarket. These few items could help take your stock-as-a-rock Fox from a mid-14-second snoozer to a 13-second, tire-frying ... snoozer.

Over the past year or so, we’ve taken a nearly forgotten project and revived it with a late-model powerplant and a completely reconfigured suspension. The realization that the car was finally running and driving again acted as blinders when the car’s six-year hibernation came to an end earlier this year. Hearing the engine come to life and backing the car out of the shop for the first time was so exciting, it didn’t seem to bother anyone that there was something mechanically wrong and the car only made 212 rwhp.

First impressions are lasting impressions--make yours count.

The Boss 302 is a boss in every sense of the word. It's the leader in the Mustang hierarchy and a dominant force in the performance world. We've already seen the benefits of the CNC-ported cylinder heads, altered calibration, and extended rpm range; and with boost, this thing is an animal!

Over the past year, you may have noticed the increased effort that MM&FF has put into its video production. In this new age of technology, we've been striving to bring you the best Ford performance content, and video has been our newest outlet.

intercooler and intake runners. The E-Force, on the other hand, is mounted inverted in the valley, closer to the engine. Air flows upward into an air-to-water intercooler before making a nearly 180-degree turn into the 15-inch-long intake runners, which offers an almost straight shot into the cylinder heads. The inverted design allows for longer intake runners, which help increase low-end torque production.

Who among us doesn't want more power? Where we differ is in the chosen route. When you think of improving performance, power adders immediately come to mind-after all, there is big power to be had from nitrous, a blower, or turbo system. Bolt-ons constitute yet another route, as heads, cam, and intake can dramatically improve the power output of even a stock short-block.

Whether it's on the street or at the track, traction is immensely important. Spinning your tires will get you nowhere fast, and as high-horsepower Ponies become more and more popular, getting your power to the ground becomes more difficult.

If you’ve been following with this little V-6 project of ours, you’ve probably been just as impressed with the performance as we are. Parts 1 and 2 consisted of modifying this ’11 V-6 Mustang with almost every basic aftermarket performance part available. First, we installed a C&L Performance cold-air kit and an SCT Performance tune. The combination of extending the redline and maximizing airflow and tuning helped our V-6 achieve high-13-second quarter-mile e.t.’s

Appearance is everything. Here's how to improve yours!

March 26, 2005, is a significant date in the life of our Sonic Blue and Satin Silver '88 Cobra clone-it was the last time this Fox ran or moved under it's own power. Between then and now there have been countless daydreams about the "perfect combination" or what direction the car would take. A big-inch small-block with massive turbos, big-block Ford power with a healthy amount of nitrous, and a centrifugal-supercharged, stock- displacement 5-liter setup have all been past "plans" for our two-tone hatchback.

Forty years ago, a London man named Rod Stewart co-wrote and composed a song titled "Maggie May." The first line of that song will forever be ingrained in the memory of millions of people, including your author. So when I heard "Maggie" to describe a car for the first time, immediately my mind began to sing: "Wake up, Maggie, I think I got something to say to you." To my surprise, the term "Maggie" is widely used in Brand-X vocabulary to describe a supercharger made by Magna-Charger, a part of Magnuson Products. Since Magnuson has only released one other kit for Mustangs (for the Three-Valve), the company isn't on a nickname basis with Mustang enthusiasts just yet. But that's all about to change. MagnaCharger's new product is for the '11-12 Mustang GT equipped with the new 5.0L Coyote V-8. Based on the Eaton R2300 TVS Roots-style supercharger, the MagnaCharger is made with production quality in mind, and is 50-state legal and CARB-approved.

Performance Boost Cooler water/methanol injection.

Unibody vehicles such as Mustangs offer many benefits to the manufacturer and consumer, like affordable price, lightweight construction, and increased fuel economy. However, the things that can make the unibody design desirable can also make it weaker. Lack of complete framerails gives the lighter, less-rigid body opportunity to flex. The effects of this flexing can be felt immediately (especially in drag racing and road racing applications) and can also create long-term problems like metal fatigue. This fatigue is what causes Fox-bodies to creak and squeak over the years. Thankfully, Ford has greatly improved the design in its S197 platform. In true Mustang aftermarket fashion, many companies have developed subframe connectors, strut/shock tower braces, and chassis-stiffening kits to remedy Fox flex. Some racers just weld their rollcage through the floor to the subframe connectors, but for most, a bolt-in or bolt-and-weld-in chassis-stiffening kit is plenty.

In the search for more power on a supercharged vehicle, one way to improve performance is by increasing the capabilities of the heads and cams. Though the Three-Valve cylinder heads flow much better than the Two-Valve, there's still some power potential left on the table to be remedied by porting and/or installing larger valves.

Last month, we broke into the 13s with a cold-air kit and tune on a 3.7L-equipped '11 Mustang. With its TiVCT, like on the new Coyote, the DOHC V-6 is a league ahead of any V-6 previously found in a Mustang. Heck, it's rated at only 10hp less than the '10 GT with a Three-Valve V-8.

I turn the key and the engine comes to life. The door closes, I pull the belts tight, and as I shift the transmission into First, the world seemingly goes quiet as my attention is consumed by the task ahead. A bead of sweat runs down my face as I roll into the burnout box. First gear. Second gear. Tire smoke consumes the back of the car, and as I release the brake, our Amsoil GT rolls out of the cloud it just created.