With the 2015 Ford Mustang easily the star of the show at this year’s SEMA event, COMP Cams took the initiative to jump right onto the wagon and hit the ground running with an all-new lineup of camshaft cores for the highly-regarded 5.0L Coyote engine platform.
The company’s brand-new CR Series of race lobes for the 2015 Mustang are based loosely on the company’s XFI lineup of camshafts, proven in the 2011-14 Coyote engine, but take a number of steps forward for more improvement. Currently there are five grinds available; three for naturally-aspirated engines, and two for boosted applications, and are of the no-springs-required variety, meaning easy installation for the end user.
The company does offer a pair of spring upgrade kits as well for those running high boost or higher-than-stock RPM levels. The camshafts all work with the new mid-lock camshaft phaser system and do not require phaser limiters or any other phaser modifications, unlike past designs. The new lobes feature faster ramps, more lift, and more area under the lift curve than any previous Coyote designs for better performance.
Also hot off the presses (literally!) was a pair of 3D-printed designs showing off brand-new cylinder head castings from the company’s Racing Head Service division for the Chevrolet LT1 engine as found in the new Corvette Stingray. The first casting, the Pro Elite LT1, is a factory-replacement item that’s designed to slide right onto the LT1 base powerplant, with ports cast right in to accept the LT1’s direct fuel injectors and a set of optimized valve locations to promote performance. Larger valves and custom port profiles are also standard, and the heads have designed to accept all stock components on the front of the engine for easy installation.
The company has also designed the head to accept aftermarket shaft rocker arm systems, and the larger spring pocket will handle bigger springs to allow for better performance.
“The second casting is a retrofit hybrid LT-style head designed to work on the LS engine platform, and it’s worth 20-30 horsepower over the LS7 casting, which is already a great head. We’re going to have a fuel rail kit to work with it, and the head is set up to allow stock LT1 intake manifolds to bolt right on,” says RHS’ David Page.
“Now you can take the 2015 engine technology and take it all the way back to work on all LS engines. We’ve got the latest technology with the airflow from the LT1 that works on LS engines,” adds COMP’s Brian Reese.
They have also added a timing gearset to work on the LS engine; you can find out more info by checking out the video.