Roush Performance Powertrains And Engines

Its top and bottom air breather...

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The point here is that much thought, engineering experience, and expertise have gone into these engines and engine/tranny packages, a statement backed up by the 2 year/24,000 mile warranty. "We actually perform oil consumption testing, transmission durability testing, and more on our packages," Todd explained. Time spent in one of Roush's powertrain-development cars, Bob Corn's '63 Galaxie XL ragtop, wowed us not just with king-of-the-hill power and instantaneous torque, but also with the refinement and utter driveability of its powertrain. It's the sort of musclecar that could comfortably be driven daily because it is simultaneously potent and well-mannered. And that modern driveability is a primary focus of this whole package idea. If this sounds interesting, our photos and captions will tell more of the story, but your best bet is to call the folks at Roush Performance and discuss the specifics of your project or wish list. Odds are they'll have something you can plug in and play with--and live with every day.

Each crate engine is assembled;... read full caption Each crate engine is assembled; start to finish, by an experienced Roush Performance builder. In the foreground is a 302-based powerplant nearing completion, while a 351 block stands waiting just behind.	Proven H-beam rods, forged... read full caption Proven H-beam rods, forged pistons, and CNC-ported aluminum heads are standard throughout the crate engine lineup, whether small-block, FE, or 385-series. Right now, about 35 to 40 engines per month are crafted in these assembly stations that are well equipped, brightly lit, and cleaner than my kitchen. A lot cleaner, in fact.	We mentioned that as many... read full caption We mentioned that as many as six different FEAD assemblies may be available for any given engine. One such option is Billet Specialties' Tru Trac serpentine setup, carved from large chunks of 6061-T6 aluminum.
Roush being Roush, the company... read full caption Roush being Roush, the company has a stereolithography apparatus (SLA) to produce 3D prototypes directly from a CAD model. Seen here in yellow resin is a prototype bottom-plenum manifold for the FE eight-stack injector setup.	Here's a production, as-cast... read full caption Here's a production, as-cast version of that manifold awaiting its turn on one of Roush's collection of CNC machines.	Many components, such as these... read full caption Many components, such as these FE timing-chain covers, are custom-cast to Roush specifications. But any and all necessary machining is done in-house in order to maintain quality and consistency.
Every Roush crate engine gets... read full caption Every Roush crate engine gets run-in and tested in one of the company's various dyno cells. Note the compact front dress (FEAD) on this small-block. It was originally created for the tight engine compartment orientation of the Superformance and Backdraft GT40 replicas, and is now popular in street rods wanting A/C.	By now, many of you are no... read full caption By now, many of you are no doubt wondering how Roush bolts the modular-engine-pattern 4R70W up behind an FE. The answer is: "with a lot of modification." First, some old bolt holes are filled, then new chunks of aluminum are welded in place, and new holes drilled in the proper orientation. Obviously, this one isn't yet finished.	Here, the same unfinished... read full caption Here, the same unfinished 4R70W case set on an FE block illustrates how the tranny must be clocked roughly 6 degrees off horizontal for proper starter orientation. The modular three-bolt starter is retained. This clocking eliminates the need for a spacer plate, allowing standard converters and flywheels to be used (not the case with spacer plates.)
The final piece of the puzzle... read full caption The final piece of the puzzle in the FE/4R70W marriage is this engine rear cover plate, manufactured by Roush, with an FE bolt pattern and modular starter port. Incidentally, the flywheel used on the FE/4R70W application is a neutral-balance 184-tooth part from the 385-series big-block.

The World's Nicest R&D Mule
The whole idea of the Roush combos is to provide kit builders, hot rodders, and classic Ford owners a means of buying a powertrain that fits the first time, needs no further tuning or tweaking, and is powerful, tough, and utterly driveable and reliable, right out of the crate. Roush chose to put the theory into practice on this Galaxie. We drove this black classic, and can report that it personifies the "Velvet Brute" tagline that Ford once used to describe the full-size R-code cars. It idles in Drive with just the right amount of bumpstick attitude, but at a ridiculously low and even rpm, and then responds as you might expect 575 lb-ft of torque to respond: with grin-inducing alacrity and the squeal of overwhelmed rear tires. The transmission shifts according to throttle input; gently and early when demand is light, and firmly, but never harshly, when the right foot gets anxious. This XL has racked up plenty of development miles, and Bob Corn reports that it returns a frugal 15 highway mpg thanks, in part, to its overdrive automatic allowing a peaceful 2,300 rpm at 70 mph.

The Galaxie was the first of the Roush powertrain project cars, and behind the mighty FE it has a 4R100, a stout but physically imposing truck trans. The effort, and clearancing, involved in fitting it into even something as large as the Galaxie was part of the reason why the much smaller 4R70W has since become the transmission of choice--with suitable internal, external, and programming upgrades, of course.