Wes brought us his brand new Shadow Black 2019 Ford Mustang Shelby GT350R to get the Voodoo 5.2L breathing a lot better and barking a lot louder!
Up first in the shop, Louis installed an air-intake system from JLT Performance, an aluminum coolant reservoir from Shelby High Performance, a set of long-tube headers from Stainless Works, and then topped it all off with a set of custom fabricated electronic exhaust cutouts utilizing components from Quick Time Performance and Vibrant Performance.
With the mechanical work wrapped in the shop, Charlie strapped her down to the rollers for Vlad to perform a custom calibration via HP Tuners. With 93 octane in the tank, Vlad increased the Voodoo’s output to 503.44whp & 418.95lbft — strong results for this GT350R! See dyno video below to hear all 8,500RPM of the mechanical symphony!
Nothing (literally) brightens up the day quite like a Whipple Superchargers 3.4L W210ax twin-screw equipped 2006 Ford GT twisting the rollers. Check out the video below!
Mike brought us his daily driven 2018 Jeep Grand Cherokee Trackhawk for the first round of modifications! Up first, Justin set the supercharged 6.2L Hemi up with a Metco 2.75″ upper pulley, Metco billet idler, Injector Dynamics ID1050X fuel injectors, Mishimoto Automotive 160° thermostat, all topped off with a JLT Performance air-intake system.
With the mechanical work wrapped in the shop, Charlie strapped her down to the rollers for Vlad to perform a custom calibration via HP Tuners. The result? 784.93awhp & 735.06lbft on 93 octane! That will certainly make the daily commute more interesting…
Check out a few of our other Jeep / Dodge builds below:
Yes, this happened! A little backstory: Patrick absolutely loved his 2006 Ford Crown Victoria, but as most 2-valve 4.6L owners understand, the engine left a bit to be desired in factory form — horsepower, torque, fuel efficiency, etc. So, Patrick had a few options to address the problem: build the 2-valve, swap in a 4-valve 4.6L (either ’98-’01 Cobra, Mach-I/Marauder, Terminator), or spring for a Coyote. Obviously, Patrick wasn’t messing around with his choice!
Up first, John removed the factory power train and then commenced fitting the brand new crate Ford Performance Gen-II Ford Mustang 5.0L Coyote engine & brand new OEM Ford 6R80E transmission. To achieve this, John fabricated custom engine mounts, custom transmission mount/crossmember, and relocated the radiator ~1″ forward — from there, the Coyote looked right at home in the Panther’s engine bay! Then, since no one manufactures long-tube headers for such a swap, we had two options: custom fabricate a set of long-tube headers with 1.875″ OD primaries, or reflange the existing Stainless Works long-tube headers with 1.625″ OD primaries to work with the Coyote engine. In the end, while it did inhibit our power output slightly, the reflange option was selected as the most feasible at this time — and John pulled it off beautifully!
Up next on the list, John turned his attention to all the odds and ends required to bring this build together, and made everything fit & function like it came Coyote/6R80E equipped from the factory, including all functioning electronics & factory gauges, OBDII port functionality, air conditioning, power steering, custom transmission linkage to retain column-mounted shifter, return-style fuel system, all utilizing various components from Power By The Hour Performance, Fragola Performance Systems, and Vibrant Performance, custom driveshaft by Driveshaft Shop, a custom cold-air intake system featuring a Green Filter USA, with a set of Wilwood Disc Brakes brakes providing additional stopping power.
WIth the mechanical work wrapped in the shop, Matt strapped her down to the rollers to get dialed in by Vlad via HP Tuners. The results? 397.39whp & 374.19lbft! In the end, Patrick got exactly what he wanted: a Crown Victoria that looks & drives as if it came with a Coyote from the factory. Overall, an absolutely killer outcome that we are proud to have been a part of!
Conner brought us his 2018 Subaru WRX STI to have the wick turned up! Up first in the shop, John installed a Blouch Turbo 3.0XT-R connecting to the existing Invidia Exhaust 3.00″ turbocharger-back exhaust system, GrimmSpeed up-pipe with provisions for TiAL Sport 38mm wastegate, TOMEI unequal-length header, PERRIN Performance turbocharger inlet tube, COBB Tuning SF air-intake system, Extreme Turbo Systems front-mount intercooler, COBB Tuning fuel pressure regulator (remedies 2,800rpm stumble), Fuel Injector Clinic 1200cc fuel injectors, all topped off with an IAG Performance Street air/oil separator.
With the mechanical work wrapped in the shop, Matt strapped her down to the rollers for Vlad to perform a custom calibration via COBB Tuning‘s Accessport. With the 3.0XT-R delivering 18psi, Vlad increased in the EJ257’s output to 404.21awhp & 357.14lbft on 93 octane! Plenty of headroom left with the existing combination, but on 93 octane, Vlad decided to stop at this output level with the stock-bottom-end in mind. Solid performance that Conner is sure to enjoy daily!
Mike brought us his 2015 Chevrolet Corvette Z06 for the first round of modifications! Well over 1,000bhp worth…With optimum reliability and bigger goals in mind for the future, Mike wanted to overbuild & over support this round, so that he has to change as little as possible down the line.
Up first in the shop, Andrew got busy installing the long list of parts Mike provided from Weapon X Motorsports including drop-in pistons from Diamond Pistons, CNC ported cylinder heads from Lingenfelter Performance Engineering, cylinder head studs from ARP, W175AX 2.9L twin-screw system from Whipple Superchargers adapted for the C7 Z06 platform by Weapon X, 5.00″ air-intake system from Cordes Performance Racing, and a 103mm throttle body from Kong Performance. harmonic balancer from Innovators West, Inc., camshaft and valve train, Track Attack heat exchanger, SPI (Secondary Port Injection) system, auxiliary fuel pump, Flex Fuel conversion from DSX Tuning, twin-disc clutch assembly from Monster Clutches, catch can from Mightymouse Solutions, along with all the OEM GM odds and ends to bring it all together and eliminate DOD/AFM, all working with the existing 2.00″ primary OD long-tube headers from Stainless Works connecting to the OEM exhaust.
With the mechanical work wrapped in the shop, Matt strapped her down to the rollers for Vlad to perform a custom Flex Fuel calibration via HP Tuners. With the Whipple 2.9L delivering ~15psi, Vlad dialed in 93 octane first coming in at a strong 755.30whp & 728.66lbft. Then with E85 in the tank and with boost pressure increased to ~19psi, Vlad increased the LT4’s output to a repeatable 920.63whp&874.20lbft, with a best run of 933.21whp & 885.39lbft! Seriously killer performance for a daily-driveable, street-focused C7. We’re looking forward to seeing more from this car in the future!
Zack brought his 2017 Ford Mustang GT back in to have the Coyote 5.0L taken up a notch! And with the results coming in at an additional 300whp, we’d say that qualifies…
Back in July, we set this S550 up with a set of Stainless Works long-tube headers and a custom dyno calibration by Vlad via HP Tuners, resulting in a nice round 428.02whp & 423.45lbft. Solid results! But after just a couple weeks, Zack was already itching for more.
So, Zack brought her back in to have Coyote put under a little pressure! Up first, Alex installed a Gen-III 2.9L twin-screw system from Whipple Superchargers equipped with a 3.625″ upper pulley, billet oil pump gears from Modular Motorsports Racing – MMR, a set of LZTR7AIX-13 spark plugs from NGK Spark Plugs India, along with all the miscellaneous OEM Ford components to bring it all together.
With the mechanical work wrapped in the shop, Matt strapped her down to the rollers for Vlad to perform a recalibation via HP Tuners. The results? 733.39whp & 565.60lbft at 12psi on 93 octane! That’s a peak gain of 305.37whp & 142.15lbft over last round (see overlay graph in picture stack), and over 350whp & 250lbft at redline!
It’s safe to say that the new performance should keep Zack entertained for more than a couple weeks this time.
When Anthony’s 1986 Toyota Corolla GT-S rolled into the shop as a rolling shell, we all shared one thing: unmitigated enthusiasm that only a blank-canvas project like this can bring. The goal was to build something with street-focused manners paired with track-attack capability, all while maintaining reliability, and drivability. The best part? A green light to throw convention to the wind, in the interest of delivering the best result.
During the conceptualization process, everything was on the table: Formula Atlantic 4A-GE N2 (11,000RPM and all), TRD Group-A AE101, Ecotec LNF, Nissan SR20DET, Mazda 20B, 300whp+ NA K-Series hybrid, NA RB26DE (from Autech HNR32), etc. What direction did Anthony choose? A 2.0L, I4, 9,000RPM platform with unrivaled reliability, augmented with a turbocharged variable 400-600whp. He chose a modified F20C from AP1 Honda S2000.
This amazing AE86 is now back home with Anthony in Georgia, being thoroughly and properly enjoyed (and thrashed). While that’s the most fulfilling part of all to us, it still never gets any easier to bid farewell to these incredible projects. We hope you are enjoying it, Anthony!
So how do we ensure our full builds will withstand their intended usage? We simulate it. In this case, Tony’s 460whp F20C Honda S2000 swapped 1986 Toyota Corolla, which he intends to thrash around the road course.
Sit back, crank the volume, and enjoy the sights and sounds of Vlad putting the F20C engine through its paces, controlling everything via AEM Performance Electronics Infinity-6.
George brought his brand new Championship White 2019 Honda Civic Type-R in for the next round of modifications! Already equipped with an Injen Technology SP air-intake system, Jackson installed a PRL Motorsports, LLC front-pipe & down-pipe combination to get the K20C1 breathing out a bit better — then it was time to get the new setup dialed in! Up next, Charlie strapped the FK8 down to the rollers for Vlad to perform a custom calibration via Hondata FlashPro.
Fighting an uphill battle with 96° ambient air temperature, Vlad was still able to extract 330.68whp & 375.69lbft on 93 octane! Solid outcome.
Steve brought his 2015 Subaru WRX STI back in for the next round of work! First round, Steve came in with a goal of a super-responsive 400awhp & 400lbft on pump gas, while also laying the groundwork for more power down the line if (when) he wanted.
With his end goal of 500awhp+ in mind, Steve jumped straight to an IAG Performance Stage 2.5 Closed Deck short block, along with all the necessary supporting modifications for the immediate and future goals, including Garrett – Advancing Motion GTX2867R Gen-II turbocharger packaged for stock-placement by ATP Turbo, TiAL Sport MV-R wastegate, IAG Performance Street Series air/oil separator, PERRIN Performance turbocharger inlet tube, COBB Tuning SF intake system, Process West top-mount intercooler, COBB Tuning down-pipe, ARP cylinder head studs, JE Pistons Pro Seal cylinder head gaskets, AEM Performance Electronics 320lph in-tank fuel pump, Injector Dynamics ID1050X fuel injectors, all transmitting through an Advanced Clutch Technology HDSS clutch kit & Streetlite flywheel, with all the miscellaneous OEM and aftermarket gaskets, seals, and fluids needed to bring it together, all dialed in with a custom dyno calibration by Vlad via COBB Tuning’s Accessport, resulting in 400.96awhp & 412.29lbft!
After a few months ripping around at 400awhp/400lbft, Steve started getting the itch for more power. Willing to make some sacrifice on response for more top-end performance, he opted to upgrade to an ATP Turbo packaged stock-placement Garrett GTX3076R Gen-II turbocharger, along with a Killer B Motorsport equal-length header and up-pipe. Once Alex wrapped the mechanical work in the shop, Matt strapped her down to the rollers for Vlad to perform a recalibration via COBB Tuning’s Accessport. The result? 456.91awhp & 443.19lbft on 93 octane, picking up 55.95awhp & 30.90lbft at peak, and ~100awhp & 75lbft in the top-end! While low-end and responsiveness did take a hit as expected, Steve reported that the increase in top-end performance was well worth the sacrifice!
Up next, Steve will be making the switch to Flex Fuel, and gunning for his end goal of 500awhp+! Stay tuned for more to come from this STI.
