A while back, we tested a Track Heat engine kit from Trick Flow Specialties on a high-mileage 5.0L. The Track Heat engine kit was designed as an upgrade that could be applied to anything from a bone-stock 5.0L to a wilder stroker application. For Part 1, we tested the merits of the system on a stock '94 5.0L, pulled from the engine bay of a high-mileage Mustang.

Belt-driven boost-makers, better known as superchargers, go with Mustang performance like hot dogs and baseball. The popularity of supercharging is evident by the sheer numbers of systems and configurations, especially those for the '11-present Mustang GT and Boss 302. Last we counted, there was no less than eight manufacturers offering varying levels of superchargers for that genre of Mustang. And there are even more kits for the Three-Valve.

Smart phones have become part of our everyday lives. People can't go anywhere or do anything without their iPhone or Android in hand. From plain-old cell phones 10 years ago, these hand-held devices have progressed into handheld computers that serve as portals to our entire lives. Facebook, Twitter, email, texting, paying bills, and even getting directions are all done on our smart phones. Well, now you can communicate with your car through yours.

Modifying our Mustangs often involves trade-offs: adding top-end horsepower could sacrifice low-end torque, a high-flow exhaust may bludgeon your eardrums, and a stiffer suspension can be just that--stiff.

Nitrous oxide is just plain fun. That kick-in-the-pants feeling when it hits is unmistakable and adds excitement to any ride. Additional horsepower at the push of a button gives you a different feeling of acceleration than any forced-induction or high-power N/A engine. The idea of power-on-demand at an affordable price is appealing to many, and can be a viable option for the street and track.

Renewable energy sources—it was once the hottest topic in the media when gasoline prices were soaring uncontrollably, and politicians weren't worrying about the falling economy. The price-per-gallon peaked in mid-2008, further motivating the need for an alternative fuel at the time, and the popularity of ethanol-based fuels increased.

Last month we showed what gains were available from three aftermarket Three-Valve intake manifolds in naturally aspirated trim. This month we're going to try the same three intakes, only now we'll see what the C&L, FRPP, and JPC intakes can do with a little boost behind them.

Looking back at the two previous installments of "Mods for 5.0L Coyote Mods," we see that the Four-Valve motor has come full circle. Starting with a 5.0L Coyote crate motor (PN M-6007-M50) and complete Controls Pack from Ford Racing Performance Parts, we first applied a few simple bolt-ons, then went whole-hog in Part 2 with boost from a Kenne Bell supercharger.

The shop is silent as the garage door opens and the drafty night air enters into JPC Racing's chassis dyno room. It is judgment time for the company's flagship Coyote 5.0L front-runner as it enters the testing cell. The day had been spent modifying the Paxton NOVI 2200 supercharger system with a new 8-rib Drive Upgrade for better belt-traction as more boost and ultimately more power is on order for this late-night testing exercise. Justin Burcham, shop owner and driving force behind the JPC moniker, makes it quite known he wants to elevate the standards of Coyote 5.0L performance. Maximizing the NOVI 2200 supercharger output will help achieve that goal as the '11 Mustang GT shop car has already run 9.34 at 150 mph and cranks out 843 rwhp at 15 psi of boost and 6,600 rpm--any higher rpm resulted in belt slippage. The elimination of belt slip coupled with a smaller supercharger pulley was going to send boost north of 15 but no one knew exactly what to expect.

Originally introduced in the Mustang in 1996, the Four-Valve modular motor recently gained a new lease on life when Ford introduced the latest and greatest 5.0L version. With the new Mustang sporting a 5.0L and the Shelby offering the supercharged 5.8L, you have to ask—where does that leave the old 4.6L?

We've tested almost every power adder for the '11-up Mustang GT. From wet nitrous kits, to turbo kits, and nearly a dozen superchargers—we figured we'd tried them all. Depending on your budget and how much power you want to make, there's something for everyone. But we haven't tried a dry nitrous kit yet.

There is no question that the DOHC 5.0L Coyote engine has taken Mustang performance to new levels, and the spotlight, but if you have a Three-Valve 4.6L, there are still a lot of performance options available to increase the fun factor. Ported heads, larger camshafts, and boost can all take you to the next level—but even with an intake manifold as efficient as the stock one, performance can be limited.

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.