Nuclear Powerplant

For over a decade, the Ford modular engine program has been with us (in both Two-Valve and Four-Valve configura-tions). In 2005, Ford added a Three-Valve version to the Mustang mix. With regard to its Two-Valve and Four-Valve brethren, the aftermarket has moved forward to overcome many hurdles when it comes to dissecting the Mustang's modular powerplant and making it better.

With the introduction of the all-new '05 Mustang, we were faced with the next evolution of the performance modular engine in the form of a three-valves-per-cylinder setup on the cylinder heads. This was Ford's answer to better performance, increased fuel economy, and lower emissions. The camshaft is controlled electronically through sensors and oil relief valves--further complicating development of performance-enhancing aftermarket parts. The computer advances and retards the camshaft timing. One good thing out of all this is that Ford gave us 300 hp from the factory. That makes this the most powerful base Mustang GT of all time.

While variable cam timing is nothing new to the automotive world, it's weird science to crazy Mustang owners. To make matters more difficult, we have been burdened with a complex computer system to control the variable camshaft timing, among other elements. Would the aftermarket be able to overcome or enhance this new technology? The answer to that ques-tion is a resounding "yes." A few companies have already broken down the electronics barrier and have made great strides in tuning the computer system. Alas, as more enthusiasts modify their '05-up Mustangs, more parts get broken. But that is when we learn how to fix the Stang and make it better.

We hooked up with Justin Burcham of JPC Racing (Glen Burnie, Maryland) to get an inside look at his new engine combination. While most S197 Mustang owners at this point will not be replacing the engine, Burcham's move into this area will lay the groundwork for future projects.

Truth be told, the swap was necessitated after Burcham nuked the stock engine. One night this past August, the Maryland shop owner was on his way to a 9-second run when he missed Fourth gear. He got the transmission back into Fourth and screamed through the traps at 7,500 rpm. The car did run 10.29 at 136, but the severe horsepower (estimated 700-plus at the flywheel with the nitrous) did not bode well for the stock short-block. One of the connecting rods decided it wanted to see daylight, which effectively made the short-block a pile of junk within a few tenths of a second.

To be honest, we were surprised the stock bullet lasted for so long in a consistent 10-second ride. It made it through the spring and summer months with weekly trips to the dragstrip and chassis dyno, and let's not forget the street miles logged in that time. The unmolested engine performed quite admirably under such harsh conditions--read 560-plus rear-wheel horsepower with a ProCharger D1SC and a little nitrous to keep things insane. At the time, it was OE from the throttle body to the exhaust manifolds.

The Three-Valve short-block is extremely similar to the modular engines in the '96-'04 models, and the chain setup seems to be a direct carryover, as well. But the camshafts, cylinder heads, and intake manifold are vastly different. The bottom half of the engine was handled by Rich Groh Racing (RGR) Engines.

Groh used a '97 Cobra engine block, as they are supposed to be nearly identical to the Three-Valve engines, though a bit lighter and stronger. They were close enough, albeit there were a few minor issues with the motor mounts. JPC is working on motor mounts to retrofit the earlier modular blocks into your '05-up Stang. Custom CP pistons were chosen for their high quality and forged casting. They are custom-designed for a supercharged/turbocharged combination. The crank was sourced from an '03 Cobra engine and is made of steel. Eight Eagle rods connect the Cobra crank with the CP pistons.

Fox Lake Power Products handled the porting and polishing of the Three-Valve heads. Ron Robart and his crew already have a CNC program specifically designed for the Three-Valve heads. "I think there is more potential in these heads than the Four-Valve heads. The port shape is nice and it's raised up," Robart says. He also mentioned the angle of the ports make it more like a motorcycle head, and the exhaust ports are efficient as well.