Ford Racing 4.6L Aluminator Crate Engine - Alumination Determination

If you're converting from a cast-iron block, you'll need to get a set of screw-in dowels for the cam chain guides. The dowels can be sourced from '98 Cobras as well as '03-'04 Mach 1s.

This piece applies pressure to the chain guides to keep slack out of the chains when the engine is running.

Sevigny torqued the cam gear onto the camshaft. Dez holds the camshaft in place using a wrench. AFM has flat spots in the middle of its mod-motor cams, so a wrench can be used to hold it in place when the cam gear is torqued on.

The oil pan is transferred over from the stock short-block, but a different oil pick-up tube is required. Dez informed us that a Cobra pick-up tube is required. In fact, he suggested buying a complete FRPP Cobra pump and pick-up tube kit, as it's cheaper than buying an OEM-replacement Cobra pick-up tube from the Ford dealer.

FRPP shorty headers were transferred over from the original combination. Other exhaust mods include a Bassani x pipe system and after-cat exhaust system.

In our hastiness, we ordered the wrong Aluminator block. The Two-Valve Aluminator replacement engine utilizes the cast-iron block's 10mm bolt (right) for the two lower bolt holes on the front cover. The Cobra version of the Aluminator uses the 8mm bolts (left). Since we ordered incorrectly, we had to swap out the bolts to the smaller 8mm ones.

The front cover and water pump are installed, along with the valve covers.

ProCharger sent us an eight-rib pulley conversion kit that was just released by the company. The extra two ribs aid in belt traction with the larger blower (D1SC) that will be installed, as well as smaller blower pulleys.

The oil-sender angle is different on this engine block. Dez swapped in a new fitting, and it was all set to go.

There are 10 idlers and pulleys that need to be swapped over to eight-rib style pulleys. Sevigny chose to install only these pulleys and one idler. The rest will be put on when the engine is in the car.

The motor is ready to be dropped into the engine bay.

The backside of the D1SC blower offers a larger inlet area and specially designed impeller. This unit was spun slower than the P1SC, but still produced 3 more psi of boost and 100 more rwhp than the P1SC, thanks to the D1SC being a more efficient supercharger.

The P1SC served us well with 11 psi of boost and nearly 500 hp at the rear tires.

The motor is in place and ready to have everything else bolted back on to it.