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2010 Roush Hammer Special Edition

Written by admin. Posted in Featured Cars

Published on April 20, 2016 with No Comments

Let’s take a journey back to 2003, a time when Ford was just releasing the SVT Cobra that was dubbed as the Terminator. This new SVT ride trumped anything the manufacturer had ever put on the streets. At the time, it was the most powerful production late-model Mustang with an advertised 390 hp from its supercharged engine. Little did Ford know, but it was a car that changed the market and how we perceive OEM powerplants.

Its rotating assembly was a significant departure from the norm. Ford created an engine that was essentially bulletproof, within reason, and stood up to torture tests of insane boost from twin-screw blower upgrades. As if that wasn’t enough, enthusiasts eventually tossed nitrous on top of the blower and even combined twin-turbo systems with the supercharger. The Terminator 4.6L was one tough S.O.B. thanks to durable block, steel crankshaft, Manley steel rods, and forged pistons. Add in cylinder heads and camshafts designed for a supercharger application, and it was like Ford delivered a Mustang with an aftermarket engine.

The Terminator enjoyed a short two-year life on the streets, but it forever changed the landscape-and the expectation of buyers. The positive-displacement blower market (Roots and twin-screw styles) boomed, and it became commonplace to add exhaust, a pulley, and tune almost immediately. The massive company has its finger on the pulse of our industry. The Terminator line went silent after the ’04 model year, but it paved the way for Ford’s next stunt-the Shelby GT500 that was released as an ’07 model. It also benefits from a factory-supplied supercharged engine that is tougher than just about anything else a manufacturer has produced. Enthusiasts took the Terminator’s tried-and-true mods of a smaller blower pulley, better ECU tune, and larger exhaust system to the Shelby line-up, and the results were just as exciting. It wasn’t abnormal to see mid-500 rwhp with these minimal modifications.

Fast-forward to the modern day and those modifications are carried-over to anything that is supercharged-including the Ford GT and specialty Mustangs from the likes of Roush and Saleen. We visited Sansone Ford (Ocean, New Jersey) after shop manager Travis Walker sent us info on the company’s ’10 Roush Hammer. The dealership has its own speed shop, and it’s run by Kevin Hand.

Roush took a page from the Terminator playbook by building a stout short-block to withstand the abuse of a super-charger system.

The Roush lineup is more extensive than most realize-there were six different models in 2010 alone. The top three versions-Barrett-Jackson, Stage 3, and The Hammer-all featured a 540hp Three-Valve engine. Essentially, Roush took a page from the Terminator playbook by building a stout short-block to withstand the abuse of a super-charger system.

2010 Roush Hammer Engine

Roush engineers added a forged crankshaft, forged H-beam rods, and a set of forged pistons that lowered compression from 9.8:1 to a blower-friendly 8.6:1. The engine first appeared in the ’09 Roush P-51B and carried over to the ’10 model year. Topping the Three-Valve modular is a Roushcharger with Eaton TVS 2300 internals. It all adds up to the aforementioned 540 hp. The guys at Sansone Ford were telling us that the Hammer is basically a stripped-down version of the Stage 3 car. It has minimal body modifications, but the performance parts are identical between models. Sansone then took the Roush platform one step further and pulled a page from the Terminator and Shelby GT500 playbook.

The gang at Sansone Ford does a lot of work with Terminator and Shelby GT500 customers, so it was easy to turn to its parts bin for modifications to the Hammer. “A lot of the parts we used on the Hammer are GT500 specific parts, but we adapted them to the Roush,” stated Kevin Hand, the main shop technician and ECU tuner.

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