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 a longtime Ford guy who wanted to build something unique, and this beautiful Mustang II is the result. Fitted with a 396-hp 6.8 Triton V-10 modular engine, the second-generation Mustang required extensive fabrication.
Automotive illustrator Ben Hermance designed the Mustang II. He drew the concept car with the corners widened to fit the driveline, and the build gurus at A-Team Racing in Bend, Oregon, made the designs into reality. Fitting 413 cubic inches into a space barely big enough for a small-block 302 was going to require some major stretching and pulling.
The base frame for this project was the tried and true suspension engineering of a 2008 Corvette, which not only allowed for adequate braking, but with the rear-mounted transmission, gave a close to 50/50 weight ratio. The Mustang’s frame was stretched 12 inches to complement suspension geometry and retain an eye-pleasing bodyline that didn’t take away from the original lines of the Mustang II. Gordon Aram and the group at A-Team started by building a custom frame made from 1⅝-inch DOM steel tubing, and made use of the Corvette front engine cradle and independent rear suspension mounts in the design.
The engine started out as a stock 2005 6.8 V-10, and the team added a custom-made steel-tube intake manifold to which an Accufab 90-mm throttle body was attached. The Iskenderian camshafts were custom reground and 50-psi injectors were installed. A stock Ford computer was re-flashed and installed. The result is a torque monster producing 396 hp and 475 ft-lbs of torque at the rear wheels.
The engine was mated to the torque tube via a custom-made bellhousing, which connects to the rear-mounted Tremec T-6060 6-speed transmission and Corvette independent rear suspension. Custom pieces made for the engine include the valvecovers, intake, and oil pan. The headers were also custom-made and connected to a 3-inch exhaust system that uses Magnaflow mufflers. The exhaust exits from the back via a central exhaust port.
Stopping the stretch MII is the original six-piston front and four-piston rear brakes from the Corvette. The car rides on a set of Forgeline Grip Equipped Laguna rims done in satin black and Toyo tires. The weight of the entire build is equivalent to that of the original Dodge Viper, well under the Corvette and definitely in supercar territory.
Even though the car had to be stretched, the original roofline was not altered and refinements to the body are all custom done in metal. Fender flares from a 2005 Mustang were used to give the body a wide-body treatment, and the fenders were stretched slightly outward. To clear the tall manifold, a 1971 Mustang NASA-style hood center was added, which is functional. The side scoops are also functional, and the rear was originally adorned with a pair of 1970s Celica taillights that fit the pattern and look more like a classic Mustang tribar taillight. The rear spoiler was increased, and the front air dam was modeled after the one found on the 2012 Boss Mustang. The car was covered in 2014 Ford Kona Blue to complement the satin black highlights.
Brett Behrens of Bend, Oregon, has taken two things usually not associated with ultra-high end performance and blended them together to make his own version of the Ford supercar. This 1978 Mustang II is fitted with a 6.8-liter V-10, a torque monster putting out 396 hp, and 475 ft-lbs of tire roasting torque. (Photo Courtesy Brett Behrens)
Mustang Evolution is not quite an accurate name for this car. “Re-Evolution” may be more accurate. After the 2015 SEMA show in Las Vegas, a slight mishap occurred with the car on the return trip to Oregon. Brett decided that perhaps it was time to make some improvements while the car was down for repair. The re-works to the reworks was handled by Mayhem Customs of Portland, Oregon, which includes a revamping of the taillight area, smoother side scoops, and other minor tweaks to an already amazing bodyline. The big changes are happening under the hood, where the tube intake is being replaced with a custom-made stack injection manifold and full Holley computer controls. Torque numbers should be off the charts.
Suspension and drivetrain were transplanted from a wrecked 2008 Corvette. A full tube chassis was built around the suspension underpinnings, and the V-10 engine was installed. The Mustang II would have to be stretched a full 12 inches to mate with the new wheelbase. (Photo Courtesy Brett Behrens)
Don’t think you can afford an over-the-top build like this? Brett Behrens thinks you can. Brett started up Specialty Car Solutions (specialtycarsolutions.com) and is working with top builders in the country to make your over-the-top fantasy ride a reality. Brett drew his inspiration from the little Mustang that was forgotten by the rest of the custom world and made a true giant killer. Your ride can be a reality, too.
The chassis is taking shape, and this shot shows the Tremec T-6060 transmission used in the transaxle position of the Corvette designed suspension. This configuration would give a close to 50/50 weight balance to the much bigger V-10 engine. (Photo Courtesy Brett Behrens)
With the much lower stance of the new chassis, the tunnel was all custom fabricated. Note how far back the V-10 sits in the firewall of this shot. A full roll cage was also incorporated into the design. (Photo Courtesy Brett Behrens)
With the exception of the factory nose, all the outer fabrication is metal. The ram air hood is from a 1971–1973 Mach I, the wheel lip openings are from a 2005 Mustang, and the custom nose was designed after the late-model Boss 302. You can see the stretch done in the fenders and hood, but the original roofline remains untouched. (Photo Courtesy Brett Behrens)
Here is the original configuration for the V-10 showing the custom tube intake