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Fully Forged internals
2 year/24k mile warranty!
Forged Crank, Rods, & Pistons
0 Heat Range Plugs
Cobra Jet Intake
FRPP Performance Cams
What's in the Box
(1) 5.0L Aluminator XS Crate Engine
Ford Racing 5.0L Aluminator XS Crate Engine
This Ford Racing M-6007-A50XS 5.0L Mustang "Aluminator" crate engine is a modern 5.0L 32-valve DOHC V-8 that uses advanced features like Twin Independent Variable Camshaft Timing (Ti-VCT) to deliver big power. Every Aluminator is hand assembled by the same technicians that build the Mustang Cobra Jet drag racing engines. Unlike the factory 5.0L engine, the Aluminator is built with Mahle forged pistons and Manley H-beam connecting rods with ARP2000 bolts to meet the demands of rigorous use. Ford Racing engineers have developed a balanced combination of high end 500 horsepower and strong mid-range torque with the Cobra Jet short runner-high RPM intake manifold, 13mm camshafts, and fully CNC ported Boss 302 cylinder heads.
High Quality Construction
This lightweight aluminum 5.0 block features an 11.0:1 compression ratio and puts out an impressive 500+ horsepower. Each Aluminator motor includes the following Ford Racing components:
- M-6550-M50BINT intake camshaft - 13mm lift / 263 degrees duration
- M-6550-M50BEXH exhaust camshaft - 13mm lift / 290 degrees duration
- M-6675-M50BR 12 quart rear sump oil pan
- M-6600-50CJ High Performance billet steel oil pump
- M-9424-M50CJ Cobra Jet tuned intake
- M-9926-CJ65 throttle body
- M-9593-LU47 47 lb. fuel injectors
- 4 Valve Per Cylinder Boss Fully CNC ported aluminum heads
- Roller-finger camshaft followers
- M-6513-M50BR Boss valve springs
- M-12A227-CJ13 high RPM pulse ring
- M-6P067-M50B blue coil covers
- M-12405-M50 heat range zero (0) spark
- M-6731-FL820 oil filter
- M-8600-M50BALT alternator kit
- Production Boss 302 crankshaft damper
We recommend breaking this crate engine in properly. Latemodelrestoration.com will not be held accountable for any damages that may occur due to improper break-in methods. Normal break in conditions consist of 500 miles at normal operating conditions. Headers not included. Assembly plant lift brackets not included. Premium fuel only!
Custom PCM calibration required when installing M-6007-A50XS crate engine
Video: Ford Racing 5.0L Aluminator XS Crate Engine M-6007-A50XS
Published on 2014-05-08
If you want the ultimate 5.0L Coyote Engine for your 2011+ Mustang or Coyote Swap project look no further than the Ford Racing Aluminator XS crate engine (M-6007-A50XS). This 5.0L crate engine is manufactured with the highest quality performance parts from the oil pan to intake manifold.
Some of these parts include Mahle forged pistons and Manley H-beam connecting rods used in the rotating assembly. The Heads feature CNC port and polished Boss 302 Cylinder heads and Ford Racing performance camshafts. To help this beast breathe FRPP included a Ford Racing Cobra Jet Intake Manifold and Throttle Body. To ensure the engine is properly lubricated the engine comes with a MASSIVE 12 qt Boss 302 oil pan.
Click on the link above to see the complete list of performance parts that go into this amazing Mustang crate engine!
The Ford Racing Aluminator XS crate engine is like a boss motor on steroids. It comes with the Cobra Jet Intake, Cobra Jet Intake and exhaust cams, and Boss 302 cylinder heads that are fully CNC ported. It comes with a billet twin blade oval throttle body, the Cobra Jet billet aluminum oil pump gears, the Cobra Jet timing trigger wheel, 47 pound fuel injectors, the Boss road race 12 quart oil pan, the Boss 302 alternator and pulley.
The build consists of a latest production aluminum block loaded with a Boss Ford steel crank, forged aluminum manly rods, and forged aluminum mahle pistons. Compression ratio is kept at 11 to 1. The full TIBCT remains intact. And this engine should produce in excess of 500 flywheel horsepower. It comes out of the crate and ready to bolt into your 2011 to 2014 Mustang GT or Boss 302. You can pick yours up at LatemodelRestoration.com.
Video: Ford Racing Aluminator XS Crate Engine Dyno
Published on 2014-05-06
The Ford Racing Aluminator XS crate engine (M-6007-A50XS) pushes the 5.0L Coyote engine to the extreme! This engine uses some of the top performance mods from FRPP and combines them into one of the most extreme Mustang crate engines ever produced by Ford Racing.
It features Mahle forged pistons, ARP hardware, 11.0:1 compression, aluminum cylinder block, Ford Racing performance camshafts, 12 quart sump oil pan, Cobra Jet intake manifold, Cobra Jet throttle body, 47 lb injectors, Boss 302 CNC ported heads and tons of other performance modifications.
Get FREE SHIPPING and the best prices on Ford Racing Crate Engines at www.LatemodelRestoration.com!!
Video: Mustang Aluminator XS Crate Engine Test Drive
Published on 2014-05-08
Watch as Jmac takes our 2011 Mustang project car for a test drive with the newly installed Ford Racing Aluminator XS crate engine. This 5.0L Coyote motor packs a serious punch with its HUGE list of performance parts. Be sure to click on the link above to see everything that goes into the FRPP Aluminator XS long block including a couple dyno pulls on VMP Tuning's mobile DynoJet Dyno!!!
Latemodel Restoration SVE 5.0Resto
When it came time to upgrade the motor in our 2011 project car, we thought it was pretty appropriate to put the latest, greatest from Ford Racing, the 5.0 XS, Aluminator. We've already covered all of the technical specs in another video.
But, long story short, it's supposed to put down in excess of 500 horsepower to the flywheel and on our own dyno session, it put down 457 horsepower, 388 foot pounds in torque, at peak. Which really doesn't sound like a whole lot but it's pretty impressive. The main deal is that at start-up, idle, normal cruising, you don't notice a difference from a stopped car.
The real difference comes whenever you start laying into the throttle a little bit. And it's very apparent that the extra power is there.
I don't even know how fast we were going there but it was pretty [BLEEP] amazing. My favorite part about this is that it developed a new, big set of lungs, compared to the boss intake stock long block that was in the car previously. Previously, the car would pull about to 7,200 before it started losing power. With this Aluminator XS motor, it goes all the way to 8,000 and feels like it's got more in it.
I can't say enough about how awesome this car feels and really just maintained a stop driveability.
Fuel economy, haven't really stayed out of the throttle enough to see what average fuel economy is going to go to. Whether it's really going to be affected from the stock boss intake motor that we had before. I would seriously doubt that it's going to be much less. If it is, I'd be surprised. The beautiful part is it runs on 93 octane pump gas or 91 octane, if that's all you have in your area. And it's a direct bolt-in.
All in all, I'm very impressed with this engine. And the power it produces. And quite honestly, I can't wait to get it on the open track.
If you're thinking you want to add some of this same power to your Coyote Mustang, or even if you're doing a Coyote swap, go ahead and pick up your engine at latemodelrestoration.com.
Hey Ford fans. Mike D. here, and your product manager at Ford Racing. We're here at PAS-- Performance Assembly Solutions-- in Livonia, Michigan. We're here to take a behind-the-scenes look at the Coyote Aluminator Engine build. You know, the guys here at PAS have a solid track record of building serious Coyote horsepower. These are the same guys that built the 5.0-liter engines for the 2013 Cobra Jet drag cars. Some of these cards have already running in the high 8s at 150 miles an hour. With me is Mike Robinson, engineering manager at PAS. Mike leads the assembly process that transforms these Coyote Mustang GTs and Boss 5.0-liter engines into the Ford Racing Aluminator NA, Aluminator SC, and the new Cobra Jet-inspired Aluminator XS Crate Engines. Mike, get us started on the crate build. I understand there's basically four areas in the build.
That's correct. The process is broken down into four main areas-- teardown and prep, gauging, assembly, and then the line test.
Now, I know that you guys have really put in a lot of high-tech quality controls. Tell us a little bit about that story.
Sure. The assembly process features an operator touchscreen interface at each station, which integrates a set of live, on-screen work constructions together with an electronic fastening system, an in-process torque to turn verification system, a lead tester, and an end-of-line co-test operation, which verifies rolling torque, oil pressure, and compression.
OK. Good. Now, just like a regular production engine, these things are serialized as well and there's an identity to the engine. Tell us a little about that.
That's correct, Mike. Each engine is serialized with a bar code and a part-type identifier. Well, that bar code is scanned then in each operation, and it's used to define the specific assembly-- or build recipe-- that is required to be completed at each station. Every step of that process is monitored and its recorded in the database and an engine birth/history report can be generated at any time as required.
That's great. Tell you what. Let's head inside and take a look at the line.
We start with a factory fresh engine. We disassemble it down to the bare block, which is then inspected, deburred, cleaned in a high-pressure jetwash, and then followed with a rinse with fresh water. We then dry it with compressed air and wipe the bores down with light oil to prevent rust and corrosion. The gauging operation is completed on the block, crank, rods, and pistons. All critical dimensions are measured and clearances calculated and recorded against the engine's serial number on an assembly traveler.
All key features on the rotating group are also measured to ensure they meet specification prior to subassembly.
The factory piston and powdered metal rod is replaced by a Manley H-beam forging also featuring ARP 2000 rod bolts and a Molly forged piston dished for the 9-and-1/2-to-1 application or a flat top for the 11-to-1 application. Main bearings are individually sized to specification. They are then installed into the main caps and the block. The rebalance crankshaft is then installed into place followed by the main bearing caps, ensuring they are placed in the correct positions and orientation.
The main bearing cap bolts are then installed and tightened in sequence per specification using an electronic torque gun. The torque and angle results for each fastener are recorded into the traceability system.
A fixture is mounted to the block. The crank is then rotated. Peak breakaway torque as well as average rolling torque are then measured and recorded in the traceability system. The piston and rod assemblies are lubricated with oil, then installed into the block. The connecting rod caps and bolts are then installed. Finally, the rod bolts are then torqued to specification using the electronic torque gun.
After the piston and rod assemblies are installed, the torque-to-turn fixture is once again mounted to the front of the block. The crank is again rotated, and we measure peak breakaway torque and average rolling torque once again. The oil pan, baffle, and gasket, and oil pump pickup tube are then installed followed by the multi-layer steelhead gaskets and, finally, the cylinder heads.
The intake and exhaust camshafts are then lubricated and installed--
-- followed by the cam caps ensuring the correct placement and orientation.
At the second assembly station, the camshafts and VCT phasers are reinstalled and the engine is timed by aligning the ID marks on the gears with those on the chains. The engine assembly is completed by installing the cam covers, front cover, and intake manifold before proceeding to the end of line test operation.
End-of-line test begins with a coolant cavity leak check. Each engine is tested to verify no leaks are present, and the leak test results are recorded in the database. The engine is then rolled into a cold test stand primed with oil and spun over to verify oil pressure, torque-to-turn, and compression of each cylinder. Before the engine is spun, it is primed for two minutes with heated oil. It is then tested at two different RPMs to verify oil pressure and rolling torque.
Ford Racing has taken the Mustang GT 5.0-liter Coyote engine and created another in a series of Aluminator crate engines built to deliver even more performance in either naturally0aspirated or supercharged form. The 5.0-liter Aluminator NA, SC, and XS engines are built with extreme-duty Manley connecting rods and Mahle pistons designed specifically for high-performance applications. The 5.0-liter Aluminator engines are a direct bolt-in for 2011 to 2014 Mustang GT and are also becoming one of the more popular engine swaps for street rods, vintage muscle cars, or restomods using Ford Racing's 5.0-liter engine controls pack. Go to FordRacingParts.com to find a Ford Racing dealer and learn more about the full lineup of Ford Racing parts.
Ford Racing Performance Parts - Mustang Ford Racing Parts
Ford Racing is the leader in performance parts and accessories for Mustang and Ford Lightning.
LatemodelRestoration.com is proud to offer Ford Racing Performance Parts for your project. Ford Racing is dedicated to manufacturing the highest quality products offered in the industry. Choose from suspension, exhaust, wheels, and other performance parts at LatemodelRestoration.com. If you want the best for your Mustang or SVT Ligtning, look no further than FRPP!
2006 Mustang GT. I bought the car new in 06 with 1 mile. It has a steeda suspension, JBA exhaust, C&L CAI, U/D pullys, Ford Racing: Heads, cams, 3vlv intake. Braided hoses, and moroso tanks. It rides ...