Today 2/3/2021 Ford Performance released their latest and 3rd generation of the Raptor F-150 pick up truck.  One of Ford's best selling platforms (out sold Corvette in 2020!) the Raptor has a 10+ year heritage in the Ford Performance world. Others have imitated but this latest version of Raptor proves to be the best off-road capable truck yet.  Although many enthusiasts, ourselves included were upset with no mention of the much awaited Supercharged V8 Predator engine Raptor "R" to shove a sock in the mouths of Mopar fans and owners of the TRX 702 HP 6.2L Supercharged Pick up that Dodge released in 2020.  The Raptor R though has been un-officially "promised" to debut shortly as a  2022 model vehicle. Check out the new 2021+ Raptor section on our website for updates on Performance Upgrades when these trucks are released this Summer 2021!

https://www.teamjdm.com/2021-raptor-coming-soon/

2021 Raptor F-150 Updates:

3.5L HO Ecoboost twin turbo V6 3rd Generation 

5-Link Rear Suspension 

24" Coil Springs longest in class

NextGen Fox Live Valve Shocks

35 or 37" Optional tires from factory

25% more travel than Gen 2 Raptor

ProPower On board Generator

3" equal length exhaust with "Trombone-loop" and X pipe

7 Selectable drive modes

360* view camera

Jet Fighter inspired appearance 

Available Rigid Industries Fog Lights

Visit Ford Performance for the full write up on the all-new 3rd Generation 2021 Raptor F-150 

https://performance.ford.com/enthusiasts/media-roo...

The Holley NMRA Ford Nationals is proud to welcome JDM Engineering to the most popular all-Ford motorsport event series as the sponsor of Limited Street. In its third year of competition, the JDM Engineering Limited Street eliminator is one of the most popular heads-up categories in NMRA with 19 racers confirmed for the season opener in less than two weeks. The diverse engine combinations in Limited Street deliver high 8/low 9-second performances, which resonate with hardcore enthusiasts.

JDM Engineering has been on the forefront of the Modular engine platform since its inception in the mid-1990s and today it is a popular late-model Ford performance shop in New Jersey. On the racing circuit, JDM Engineering has been highly active and successful with the Cobra Jet program dating back to the launch of the modern factory race car era in 2007. Numerous national records and event wins in NHRA has helped them develop packages for its booming street-legal customer-base.

Moving back to its roots in an all-Ford series, JDM Engineering offers the perfect blend of race experience and street-legal based combinations that are prevalent in the booming Limited Street heads-up category.

“We are thrilled to welcome Jim D’Amore and his JDM Engineering shop back to the NMRA series. Jim was a longtime supporter of the Super Stang category, a street car class designed for 2005 and newer Mustangs. The new sponsorship makes total sense as Super Stang has proven to be a big stepping-stone into Limited Street,” stated Rollie Miller, General Manager and National Event Director at ProMedia Events and Publishing, the parent company of the NMRA Ford Nationals.

The Holley NMRA Ford Nationals kicks off its 2020 season February 27-March 1 at Bradenton Motorsports Park with the legacy event known as the Nitto Tire NMRA Spring Break Shootout. For more information on JDM Engineering, visit www.teamJDM.com and for more information on Limited Street and the NMRA, cruise over to www.NMRAdigital.com

There is always power to be had with a camshaft swap in all vehicles on the road today, but since the inception of the old “3/4 race cam” of many years ago — cam manufacturers inch ever closer to making more power with less lift and duration with in recent years. So, what is the difference between a no spring required “NSR” cam, and a spring required cam?

No spring required (NSR) cams are a designed to consider the strength of the stock valvetrain components and their designed limit from the factory. NSR cams are often smaller in lift and duration to keep the valvetrain components stable but can either change overlap (such as a 2V or 3V Modular) or slightly increase lift and duration for more power. NSR cams can lead to decreased valve spring and valvetrain life along with valve float occurring at lesser RPM’s in tired high mileage applications or heavily raced vehicles. Also keep in mind, when increasing boost with a no spring required cam in a forced induction application boost pressure is pushing against the valve when closed on the seat as well making the valve springs job that much harder from more lift and duration.

Spring Required cams obviously require a valve spring change to keep all parts in the valve train stable. These cams allow for more lift and duration than an NSR cam could dream of, with the strict intention of making more power. Often stock valve springs are unable to survive or even compress as far spring required cams are designed to do. There is more labor involved installing new valve springs, and added cost, but valvetrain safety and stability is retained under all situations which is crucial in heavily raced applications..

We at JDM adhere to a safe and simple policy: With every performance camshaft install when seeking more power, install a set of upgraded valve springs at the time of the cam install regardless of spring requirements for peace of mind. Every custom camshaft kit JDM Engineering sells includes at a minimum an appropriate spring set to be installed at the time of cam install. With this method of upgrading, you shouldn’t have to worry about valve float, or valvetrain parts failures under the toughest of conditions for many years to come, unless finding new ways to push your combination past the limit is your goal.   Being cheap with engine internals never pans out in the end, so why not get your car built right the first time and never worry about it again.

Notice in the above photo; this set of Kooks headers stays far away from the factory plastic oil pan in this mustang to avoid the pan conducting any heat.

Without quality material for your headers such as 304 Stainless, warpage and corrosion can occur easily over time leading to air leaks and poor driving around town from perpetually skewed oxygen sensor feedback. Also, if the header flanges are not machined flat and true to the surface of the cylinder heads or the header flanges are cheaply made and thin you will have a very hard time getting proper sealing as well.

Another factor to think about when installing headers is fitment. Here at JDM, we normally use Kooks or ARH headers due to reliable and repeatable quality fitment. The cost of these brands of headers are normally greater than the competition but you end up saving money in the long run when it comes time for the job of installation. All mod motors, coyotes, and 6.2’s tend to have very tight engine bays and require a lot of time when installing due to tight clearances and little working area. Headers that have poor fitment or are hitting parts in the vehicle may have to be removed and replaced on the vehicle multiple times in order to allow for proper modification. Why not get it right the first time and use quality pipes that fit without issues?

One thing to address in modern vehicles with headers is the catalytic converters. Running cheap quality cats marketed as “High Flow” that often come with cheap headers can lead to losing emissions compliance and longevity. Often P0420/430 codes are present after installing these headers which remove your ability to pass OBD2 emissions. Poor material and improper sized cats can lead to media failure which can hurt a motor in a flash. Sometimes when catalytic converters fail, they can break apart and turn blocking all exhaust flow out of one engine bank. In supercharged applications, exhaust gas temps, cylinder temps, and head temps can all skyrocket leading to damage from excess boost being created from a loss of airflow. We at JDM Engineering normally use Kooks Green Catted midpipes or downpipes depending on application to ensure no issues with emissions compliance (aside from California) and they are durable and reliable enough to stand up to supercharging and big power.

Header extension wires are often overlooked and forgotten when it comes to oxygen sensor codes and operation. Quality header extensions do not have issues with connectivity and are often constructed with stronger electrical connectors to ensure proper seating of the pins and offer stellar protection from the elements. If you have a “circuit” code in your PCM for oxygen sensors after a header install and used header extensions, most likely a connector is not seating properly, or you have pins in the connector backing out.

There are many places to save money on your vehicle when modifying such as not getting parts painted or skimping on cosmetic parts but trying to save money with cheap headers often costs you more in the long run and can supply many more hours of headaches and busted knuckles to the person installing. Saving money and having patience helps big time when navigating the aftermarket.

In a world where 0-60 times and skid pad G’s are published all over the internet as bragging rights, the 2020 GT500 is just like any hot mustang of the past until you start digging. 6 years ago, ford fans were adorned with a brutish 662 horsepower from the Trinity powerplant, the ultimate iteration of the tall deck Modular platform breaking down the 200 mile per hour barrier with 4 seats and a solid axle for under 70K list. So, what makes the 2020 Shelby special?

Building off the GT350’s stellar 5.2 Voodoo platform, obvious changes were made in the name of reliability and cooling for extended periods of track usage that would scour the engine internals of the average track day vehicle all over the tarmac.

Here is what we at JDM Engineering know — For those who have been paying attention to Ford Performance’s website, we can expect the same PWTA liner technology proven in the 5.4/5.8/5.2/5.0 and — Nissan GTR — as well to line the 3.700” bores but with noticeable casting and clamping changes when compared to the Voodoo of the GT350 using the same displacement. There will be revised coolant passages in both the block and heads to ensure proper thermal expansion and control. Longer 12mm head bolts thread deeper into this 5.2 block versus the Voodoo, taking advantage of added material around the main bulkhead area.

Gone is the flat plane crank, replaced with a meaty forged unit of the traditional cross plane 90-degree firing order. Sinter forged connecting rods are commonplace now, so we expect to see some very high-quality rods with forged aluminum pistons attached on the small end. A 9.5 to 1 compression ratio is used to keep power production safe under boost. Traditional port fuel injection along with a new upgraded fuel pump setup is expected as well. A higher amperage set of fuel pump driver modules we know are on the way to ensure adequate fueling control in all situations. The cutting edge Eaton TVS2650 supercharger helps the best flowing cylinder heads Ford has ever shoved in a mustang from the factory, work well beyond the 529 naturally aspirated horsepower of the Voodoo with 12 pounds of boost at peak to deliver a full 760 horsepower all the way to 7500 RPM hitting a massive 625 pound feet of torque.

For comparison, this is the most horsepower per cubic inch out of a pony car from the big 3 in Detroit to leave a factory. No Camaro, or Challenger in any iteration (even the demon running race gas) has ever touched the 2.41 horsepower per cubic inch of the 2020 GT500. So, what do we at JDM Engineering expect to do with these GT500’s? Expect to see simple air kits along with pulley swaps and tuning to add big power numbers to these cars with ease as was the case with the last generation of GT500, but some of our inside information hints unlike older GT500's more power will be on tap by just raising the rev limiter. Stay tuned as we have several local customers to be allocated vehicles, that already want to make more power!

At JDM Engineering, we are no stranger to supercharged Ford F-150’s but we took special care of this beautiful example of a Lincoln Mark LT owned by Jerald and Billie Jeanne of Virginia. For the 2008 Model Year Ford Produced over half a million F-150’s but not even five thousand Mark LT’s so we were enamored when given the opportunity to supercharge this beautiful rare truck via the stone dead reliable Edelbrock E-Force supercharger.

We were met with a few subtle surprises about this vehicle upon initial inspection, but all were pleasant and well noted. The owners of this truck take exceptional care with respect to the condition and cleanliness of the vehicle in all crevasses, and the pictures here do not do this truck justice; This vehicle has a hair over 100k miles, and unless you looked at the odometer you’d never know.

We got down to business and installed the E-Force along with some supplemental extras to uphold a standard of cleanliness and condition the owners desired with this truck named “Precious” by Billie Jeanne. We love the Edelbrock E-Force for the front feed design with the inverted supercharger discharge, a massive intercooler and heat exchanger setup, and super long intake runners all aiding in efficiency and torque production to compliment moving a truck like this. Do all the above-mentioned features ring a bell? The 2019 Corvette ZR-1, Challenger Demon/Hellcat, and even the new 2020 GT500 all utilize the same flow path Edelbrock brought to market in 2007! This supercharger was well ahead of it’s time and the performance shows.

At 100K miles, this venerable 5.4 3 Valve engine was still fresh and tight from frequent oil changes and some easy highway miles, but the E-Force turned Precious mean in an instant. Precious layed down 408 horsepower at the tire and nearly 450 pound feet of torque from 2500 to redline. For perspective, this is more horsepower at the tire than a brand-new raptor and is within 15 horsepower of our tune for our tune on a Gen 2 raptor! Make no mistake, our gen 2 raptor tune is no slouch but the 5.4 3 valve platform 8 years after being discontinued is still eager to please once the E-Force is thrown in the mix.

Driving precious is an experience which most OEM’s as of late equate to the luxury driving experience. Cruising around town the supercharger is silent, and the truck is smooth and comfortable. Shifts are smooth and hardly noticeable, making this vehicle still roadtrip ready preserving fuel economy. Precious does have an attitude now and will blow the tires off from a stop on demand and continue to pull well into the upper RPM range. Blower wine is noticeable when floored, but just enough to let you know the E-Force is making boost.  The below picture shows the supercharger install right before the initial firing after install.

Although both Jerald and Billie Jeanne both own Precious, this truck is for Billie Jeanne and this supercharger was a gift from Jerald for the couple renewing their wedding vows. The entire staff of JDM Engineering wish Jerald, Billie Jeanne, and their son the best, and many happy trouble-free years of the entire family riding in precious with style!

3 years ago James contacted us in hopes of turning up the wick on his mustang, and we started out with the venerable and robust Edelbrock supercharger. With a 2.3L rotor group, and the longest runners in the industry this supercharger kit provides enough torque to pull Liverpool to Manchester with ease, but does not waiver in horsepower production all the way to Redline.  The Suspension has the full BMR Treatment, housing 07-09 GT500 wheels wrapped in sticky Michelin tires that on demand turn to smoke via James' right foot.

At the end of the summer 2018 James contacted us and decided to turn up the wick his mustang once more, and no bolt was left unturned on the engine. James started out with a stone dead reliable JDM 289E Rotating assembly listed here, and bored the engine out to 302 inches in preparation of more boost. A new oil pump lined with billet steel gears circulates oil through this engine with ease. Adding to power production is the tried and true JDM Saleen Sterling cams known for slaying tires and E.T’s at the track. All new valvetrain components along with upgraded valve springs ensure longevity and reliability for years of trouble free operation.

A complete Kooks exhaust from header flange to tailpipe allows for ample breathing at all RPM’s AND the Green cats from kooks are clean enough to pass emissions. Adding to power production is a tiny 3” upper pulley on the supercharger paired with a 10% overdrive lower pulley, allowing for enough boost to turn hot hatches to specs in the rear view mirror. A Custom Tune by JDM ties the entire package together producing brutal yet reliable power under all conditions, but smooth driving around town comparable to a Lincoln town car.  A carbon fiber driveshaft reduces parasitic loss, while eager for punishment.  We love the BMR Relocation brackets on all S197 chassis' regardless of power plant.

It has been 9 years since the last 3 valve rolled off of a Ford assembly line and 14 years since the beginning of production, pushing 3 valve mustangs to the brink performance bargains. Even with the inception of the coyote platform, it is still the mission of JDM to supply reliable world beating power to your Ford regardless of location, and one thing is for sure; JDM will never forget how to make a 3 valve mustang fast, and James’ Mustang has all of England’s drag strips and road courses on queue.

If you haven't noticed by now, here at JDM Engineering, purely monstrous vehicles are built here every day.  For those who are in the market for something more than the average Mustang owner, this is the car for you.  This is a car that is a cream puff driving around town — grandmother tested and approved — but on the highway it is strictly a tire slaying, ego killing, world beating animal.

Making 700 horsepower at the tire is just an afterthought of the setup of this vehicle.  With 12 degrees of timing, this is a safe and reliable car that would be right at home cannon balling across the U.S.A. regardless of climate, with some snow tires and good reflexes.  This car has only 14K miles, and the owner is selling due to not using it enough for him to warrant keeping this beauty.

Modifications are as follows:

Built and tuned at JDM Engineering

Complete Whipple 2.9 Gen 3 Front Feed Kit

Roush Front Fascia

GT-350 Rear Spoiler

Full Kooks headers

Custom cat back exhaust with mid mounted mufflers

Entire rear diff case swapped to a Ford Performance 3.73 with Torsen LSD

Lowering Springs on all 4 corners

SVE Series 2 rims with Mickey Thompson ET Streets on the Rear, Nittos on the Front.

Hurst automatic transmission handle.

14,1xx miles as of 3/12/19

Parts included in purchase not currently installed: 

Stock Rims and Tires

Stock Front Fascia

A set of drilled and slotted rotors with aftermarket pads (NEW)

Call 732-780-0770 or email sales@teamjdm for a price.

Here at JDM Engineering, we stand behind our law enforcement and the job they do to keep us safe so we take special care when a local officer comes in and wants his already stellar GT500 made even faster. Starting off with an absolutely spotless car is something we take pride in, and we made sure to keep this vehicle inside and under wraps when not being worked on.

First a 2.4” upper pulley was attached with an upgraded idler to ensure for more reliable boost being run through the motor, while eliminating the possibility of belt slip. The always reliable Ford Racing Twin 65 mm throttle body was installed in unison with a JLT 123 mm cold air kit to provide a lack of restriction in front of the blower, yielding efficient power gains. The icing on the cake was an SCT X4 with a custom tune from our resident Ford guru, Jim D’amore S.r.

This beauty was then strapped to the dyno and laid down over 700 horsepower at the tire, sounding beastly the whole duration of the pull. Before the vehicle came to JDM Engineering it was already an animal roasting tires on demand, but now the vehicle will roast the tires in all 6 gears. Make no mistake, this snake is destined to make hellcats stop resisting getting their doors blown off in a roll, and with some traction modifications and a set of gears, this can easily be a 10 second quarter mile vehicle.

Want your GT500 to make power like this awesome shelby? Click here to view our 750 Kit which is installed on this car along with a smaller pulley listed here and idler listed here.

Like the wheels and tires on this car? At the time of this post, the customer is currently the wheels, tires, and the TPMS sensors installed as a whole.  If you are interested call 732-780-0770 and mention this post for more information.

The customer then elected to purchase a stock set of manifolds and Y-pipe to ensure emissions compliance and contacted us to do a tune. After waiting patiently when our tuner Jim S.r. was stricken with pneumonia, the customer received his tune and the truck ran like absolute crap. 

So why would we post something like this for the whole world to see, when our tune did not work right on this vehicle?  To show our dedication to our customers and our willingness to resolve issues above and beyond what you as a customer pay for.  

We have tuned thousands of Raptors since they hit the market, and are privy to the issues that can arise from improper tuning or parts. Oddly enough an Airaid cold air kit was attached to the vehicle, and this is the exact air kit we spec in all our stage 1 and 2 kits here and here. We kept in constant contact with our customer and after seeing fuel trims trying to add fuel well beyond factory and JDM Tolerance, we then asked the customer to do some legwork and photograph parts on the truck, and what we found was interesting and the root of all issues.

The above pictures illustrate why it is so important to make sure all parts are secured properly, and are in proper working order when tuning a vehicle remotely. First worth noting is the seal on the air induction tube is deformed allowing for less than optimal airflow over the MAF Sensor and dirt to enter the intake tract. Second, the air kit had the area around the MAF sensor hogged out, and this alone creates issues with airflow around the MAF sensor leading to surging. We at JDM even attempted this when the Airaid air kit first came out, and came to the conclusion, better to just install the air kit as is than to open it up with the hopes of a few horsepower. We salute our customer for having the mechanical aptitude to understand the problem with this air kit, and providing clear photos to provide a perfect example highlighting what we are as a company; dedicated to quality work beyond the sale.

A replacement Airaid was promptly ordered and given to the customer, and once placed on the truck — voila! The truck ran great as intended and passed inspection with no issues at all. Now we have a happy customer, and hopefully years down the road 2 more customers!