Popular Posts Blown 414 cid Small Block Chevy Engine Twin-Turbo 427 cid LS Next Engine Single Turbo 6.0L Powerstroke Engine Turbocharged 6.4L Cummins Engine Blown 540 cid Hemi Engine Connect with us advertise with us

Blown 414 cid Small Block Chevy Engine

Twin-Turbo 427 cid LS Next Engine

Single Turbo 6.0L Powerstroke Engine

Popular Posts Blown 414 cid Small Block Chevy Engine Twin-Turbo 427 cid LS Next Engine Single Turbo 6.0L Powerstroke Engine Turbocharged 6.4L Cummins Engine Blown 540 cid Hemi Engine Connect with us advertise with us

Blown 414 cid Small Block Chevy Engine

Twin-Turbo 427 cid LS Next Engine

Single Turbo 6.0L Powerstroke Engine

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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

ByEngine Builder Staff on Aug 12, 2020

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CPR Engines and Coast High Performance are two shops that do high-quality engine work in a shared 12,000 sq.-ft. space in Gardena, CA. The facility features a machine shop, an engine shop, an engine dyno and chassis dyno, overflow storage, a metal working area, and three installation bays.

For the past few years now, we’ve had a good rapport with the guys at Custom Performance Racing Engines (CPR) and Coast High Performance in Gardena, CA. Shop owner Martin Marinov has been a resource for us on a number of occasions and has shared a few of his engine builds as well. We keep our eye on CPR because they’re always doing high-quality engine work and are a great example of a shop that shares what they have going on through social media. That’s how we’ve come to know CPR’s sales and operations manager Nathan Bush.

If you follow CPR on social media, there’s little doubt you’ve seen Nate on video or in photos showcasing what CPR is up to or giving you his thoughts on what’s happening around the industry. We reached out to Nate to discuss his new engine build – a 406 cubic inch, twin-turbo LS for his ‘85 Mustang. Much more on that in a minute.

If you’re unfamiliar with CPR Engines or Coast High Performance, the two shops share 12,000 sq.-ft. of space in Gardena, CA. The facility features a machine shop, an engine shop, an engine dyno and chassis dyno, overflow storage, a metal working area, and three installation bays.

“We’ve been in business since 2003,” Marinov says. “Little by little, we just kept adding equipment. We now have an in-house 5-axis mill to bring CNC cylinder head porting in-house. We make parts with it as well. Most of our engine shop equipment is Rottler and Haas equipment. We do have a Sunnen align hone and Sunnen rod hone, a Hines digital balancer, a Rottler valve grinder, a SGF8 seat and guide machine, a surfacer, an HP6A diamond hone, a Rottler S65A block and machining center, and a DTS engine dyno.”

The two shops build engines for hot rodders, off-road racing, trophy trucks, sand buggies, boats, and pretty much anything you can think of. They also do a lot of machine work for other shops in the area. While the capabilities of CPR and Coast are endless, the focus has been on building small block Ford and LS engines.

When it came time for Nate to update the engine in his ‘85 Mustang, he chose to build up a 406 cubic inch LS combo that features twin turbos. 

“The idea of the project was to have a car I can drive to the track, run a 7.70 in the quarter mile and drive it home and make videos of my mom driving it and take it to all the Cars and Coffee events,” Bush says. “I originally had an aluminum LSA block, but the scope of the build changed. It’s a 406 cubic inch combo featuring a Dart LS Next Pro block with ½˝ head studs, Frankenstein heads, a custom Cam Motion billet turbo cam with 242 degrees duration at .050˝ on the intake and 248 on the exhaust, a 3.900˝ stroke crankshaft, heavy-duty rods, a FAST LSX HR intake that is going to be rearward facing, a single roller Rollmaster timing chain, and a hand-ported Melling M365 oil pump. 

“A lot of prep work went into the block in terms of augmenting the oil return and deburring everything. The lifters are hydraulic roller Johnson lifters with axle oiling. The rocker arms are stock LS3 rocker arms that have bronze bushings that are an upgrade for the trunnion. We’re also going to be running three-piece Manton pushrods that are restricted oil, so we can restrict the oil to the top end because I have a high-volume pump, so we don’t need to fill the cylinder heads up with oil. It’s got a very efficient oiling system.”

To add strength to the entire build, Nate opted to send out most of the engine components and the internals of the 4L80E transmission for cryogenic treatment and micro-polishing. 

“Everything in the engine looks like it’s chrome because it was micro-polished when it got cryogenically treated in San Diego,” he says. “I sent them the cylinder heads, rocker arms, engine block, the entire rotating group, camshaft, lifters, and then everything internal to the transmission for that treatment.”

Helping the engine make some serious horsepower are a set of twin 76mm Garrett GT4294R turbos that Nate sent to Forced Induction to put custom billet 76mm compressors on. In addition, Nate is keeping the engine running cool in a few different ways.

“It has a giant intercooler in the backseat area,” Bush says. “It’s a big Pro Mod air-to-water intercooler that’s literally like a 12˝x12˝x12˝ twin core set up that’s meant for 5,000 horsepower. I’ll have intake temperatures that are like freezing – just blowing cold air into the engine with 30-lbs. of boost.

“It uses an ice box and I’ve embedded an AC evaporator core, a very large one, so I have a normal heat exchanger upfront, but I flip a switch and click the compressor on, and then I start making ice water. I have a series of pumps, so I can use the ice water to provide additional cooling to the engine oil, the heat exchanger for the radiator, as well as the transmission.

“The oil pan is a factory CTSV Gen II oil pan. The reason I use that is it’s a rear sump that fits the Foxbody cross member, but it also has an integrated oil cooler. The integrated oil cooler is something I’m going to use to pump the intercooler water through whenever I want. I’m either going to set the computer up to monitor the temperatures of all the fluids and then intermittently turn on water pumps to add additional cooling or just have toggle switches. That’ll take the heat out of the engine bay and put it in the back of the car.”

As it stands now, the twin-turbo LS engine, as well as the ‘85 Mustang are both getting some final touches done, but Nate says the setup is capable of 2,000 horsepower!

“It’s going to be the ultimate sleeper,” he says. “I’m not going to put drag wheels on it. It’s going to have some 17˝x13˝ wells on the back, so it’s more like a road course wheel, but it’s got a full drag race anti-roll bar set up. It’ll be the same thing on the front and it’ll just appear like a clean Foxbody. I’m trying to design an X muffler set up where I can keep the true 4˝ exhaust, but put like a MagnaFlow 3˝ X muffler between the two pipes and just integrate it without interrupting the airflow. 

“Again, the idea with the car is to have it appear and sound like a clean Foxbody. That’s the reaction I’m going for. If I pull into a car meet, I want people to say, ‘Hey, look at that. That’s clean, man. It’s probably got a cam in it.’ Then, you pop the hood and people will say, ‘Oh shit.’”

We can’t blame Nate one bit for wanting to show off this badass LS build done by a badass shop. EB

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