Showtime in Indianapolis: PRI 2025’s High-Octane Homecoming

Racing’s annual family reunion returned to Indianapolis bigger and brasher than it’s been in decades. The 37th Annual Performance Racing Industry (PRI) Show roared to life December 11–13 at the Indiana Convention Center and Lucas Oil Stadium, drawing thousands of hardcore racers, builders, and industry die-hards under one roof. Indiana’s Governor kicked off the Grand Opening Breakfast, and none other than Mario Andretti regaled the crowd with stories, setting an electric tone for the days ahead.

By the numbers, PRI 2025 was massive: over 1,060 exhibitors, with 161 of them brand-new, packed the halls, making it the largest PRI show in nearly twenty years. If you needed proof that the motorsports industry is thriving, this was it. As PRI President Michael Good put it, “Every year, we bring together the people, products, and ideas that shape the future of racing,” and this year’s turnout confirmed it.

The atmosphere blended business with buzzing excitement. Deals were being struck on Machinery Row while live engine pulls echoed from the dyno exhibits. PRI isn’t open to the public, but it felt like every corner of the racing world sent a representative, from grassroots bracket racers scoping out new parts to OEM engineers and pro tuners hunting for an edge. Attendees wandered from the new PRI Sim Racing Arena, where young guns tested virtual skills, to Hammertown @ PRI, an off-road playground of trophy trucks and UTVs. The Featured Products Showcase spotlighted the hottest new parts (more on those soon), and even the PRI Hall of Fame induction made headlines as industry legends Paul “Scooter” Brothers, John Kilroy, and the late Chris Raschke were honored for their lasting contributions.

And speaking of the Blue Oval, Ford fans had plenty to feast on. This year’s PRI delivered a fistful of Ford-focused innovations, from bulletproof engine blocks and trick electronic controllers to featherweight carbon-fiber hardware, all aimed at one thing: going faster and doing it more reliably. It’s no surprise that with Ford’s factory performance hits like the supercharged GT500 and the new 7.3L “Godzilla” V8, the aftermarket is firing on all cylinders to elevate these powerplants.

As we dug through the show floor, a clear narrative emerged: whether you’re into classic 9-inch rearends or cutting-edge engine management, 2025’s new goodies have something to offer. Here’s a deep dive into the standout Ford-centric parts and trends that had everyone from old-school hot-rodders to modern Mustang mavens buzzing at PRI.

[VIEW PHOTOS FROM THE SHOW HERE]

Horsepower Hardware: From Godzilla to Coyote, Blocks to Valves

If one theme rang loud in Indy, it was that Ford horsepower is entering a new golden age. The hardware on display showed a full-court press to shore up every potential weak link in Ford’s arsenal.

Billet Blocks That Change the Game

For years, Ford racers pushing the limits sometimes found the factory block’s breaking point. Not anymore. Two blockbuster block releases at PRI address both ends of the Ford V8 spectrum: the modern overhead-cam monsters and the big pushrod bruisers of yore.

TKM Performance: Billet-Aluminum Modular Block for GT500 5.4L/5.8L
On the vintage side (though “vintage” hardly describes a 2013 Shelby GT500), TKM Performance unveiled an exclusive billet-aluminum Modular block for 5.4L/5.8L GT500 applications. Developed with the billet gurus at Noonan Race Engineering, this Trinity-based block is fully water-jacketed and street-capable, a rarity in the billet world. As John Boy of TKM explained, blocks are getting harder to find, so the partnership with Noonan delivers a water block that can be street-driven and still hold basically any amount of power you want.

The new TKM/Noonan piece retains OEM dimensions so all your factory 5.8 Trinity internals and accessories bolt right up. Only a taller main cap (necessitating a slight windage tray mod) gives away that it’s billet. In return, builders get bulletproof rigidity where stock cast aluminum would cry enough. It’s a truly streetable 5.8 block that can handle “any amount of power” you throw at it, in other words, ready for whatever massive supercharger or turbo you fancy, without turning your coolant passages into shrapnel.

With an initial run of 10 blocks at about $18.5k a pop, these are bespoke pieces for serious players, but they fill a crucial need in the late-model Shelby world. Now the Terminator and GT500 crowd can lean on boost as hard as the Coyote guys have, without fear of ventilating an expensive alloy block.

Noonan and FFRE: Billet Coyote Block Rated for 3,000+ Horsepower
Speaking of Coyotes, the push to dethrone GM’s LS in the fastest street-car classes took a big leap with a new Noonan/FFRE Billet Coyote block. Fast Forward Race Engines (FFRE) teamed with Noonan Race Engineering to release a solid Coyote block rated for over 3,000 horsepower. On display at PRI in Noonan’s booth was the actual billet block that propelled Brett LaSala’s S197 Mustang (nicknamed “Snot Rocket”) to a jaw-dropping 5.97 at 241 mph in the quarter-mile.

After pushing the factory Coyote block past 2,000 rear-wheel horsepower (with clever tricks and ductile iron sleeves), even FFRE had to concede the stock aluminum’s limits; at around 3,000 hp, main webs were fracturing. The new billet block is the answer. It maintains stock deck height and OEM bolt pattern so all standard Coyote heads and components bolt up, but it’s packed with beef in all the right places. Barry Petit of Noonan highlighted the beefed-up bulkheads and “organic” gusseting webbed throughout the valley and mains to prevent twisting under extreme load. There are generous radii for big connecting rods, and even aluminum main caps to better handle thermal expansion under insane cylinder pressure.

The block is solid (no water jackets), a pure race piece, so FFRE still recommends a factory-based water block for street-driven builds under about 2,500 hp. But if you’re aiming for the moon in heads-up competition, this billet Coyote is your new Holy Grail. Priced around $16k for the block, it effectively opens the door for Ford’s overhead-cam V8 to run with (or ahead of) the big dogs in Radial vs. The World and Pro 275. With FFRE and Noonan’s reputations behind it, expect to see many fast Coyotes breathing fire with this block next season.

Intake Tech Goes Aerospace

Not every Ford needs a new block. Some just need better lungs. Intake manifolds were another hot area, and one of the sexiest bits came from SPE Motorsport.

They showed off carbon-fiber intake manifolds for both the new S650 Mustang GT (Gen 4 Coyote) and the 7.3L Godzilla platform. These intakes aren’t just for car-show glory (though they do look killer). SPE’s Dan Snyder engineered them to solve real problems observed with other aftermarket plastic or carbon manifolds. As Snyder explained, many carbon intakes used epoxy flanges, and under boost that epoxy would eventually fail.

The SPE pieces use a fully bolt-together design: a modular carbon fiber plenum mated to five-axis CNC billet aluminum runners, secured with O-ring seals and titanium hardware. No glue, no guesses. Everything bolts up and can even be disassembled for service. The result is an intake that’s so robust, SPE gives it a lifetime warranty and rates it to 130 psi of boost. For context, 130 psi is far beyond anything short of a Top Fuel dragster, essentially “indestructible” for any sane application.

The S650 Mustang version mimics the stock dual throttle-body layout for a direct bolt-on, which is great news for 2024+ GT owners who already have twin throttle body supercharger setups. The Godzilla 7.3 version uses the same carbon/billet architecture but reorients the throttle body to a more swap-friendly location and supports various throttle body sizes. Both come in either a traditional 3K carbon weave or a forged-carbon finish, so they look as good as they perform.

These manifolds were developed over two years with an eye toward boosted applications, with plenum and runner volumes tuned accordingly, and even include integrated SFI-rated burst panels to relieve pressure in case of a backfire. In a nutshell, SPE brought aerospace-level tech to Ford intakes, and the Ford aftermarket continues to push the envelope on both strength and innovation.

Valvetrain Upgrades: Titanium and Godzilla-Specific Solutions

Making big power isn’t just about the block and intake. It’s also about the valvetrain surviving at stratospheric RPM.

PBM Performance: Lightweight Titanium Valves
For that, titanium is the name of the game, and PBM Performance brought some trick new Ti valves to PRI. Jack MacInnis highlighted their lightweight titanium valve line aimed squarely at high-rev competition engines. Lighter valves mean less reciprocating mass, which means you can spin the engine higher without valve float or valve spring carnage.

These aren’t intended for your daily driver 5.0. Titanium valves are for race use where durability over many thousands of street miles isn’t a concern. Instead, they excel in short bursts of glory on the strip or track. By shedding weight, the valves reduce stress on springs and seats, allowing engines to maintain valve control at extreme RPM where a heavier stainless valve might float. In an era of boost and big cubes, it’s nice to see attention still paid to the high-RPM combinations that need every edge.

Ferrea: Competition Plus Valves and Springs for the 7.3L Godzilla
Ferrea Racing Components also shined a spotlight on the 7.3L Godzilla. Ferrea’s new Competition Plus valves and springs for the big pushrod Ford drew interest from both drag and truck circles. This kit includes oversized stainless valves with micropolished faces and hard-chrome stems, lightweight titanium retainers, upgraded locks, and matching beehive springs.

Why focus on the 7.3? Because the Godzilla is quickly emerging as the big block Ford of the 21st century, offering a simpler, iron-block alternative to the complex Coyote. Ferrea noted the 7.3 heads flow great out of the box and can support 600+ horsepower naturally aspirated with minimal work. The new valve package answers the call for valvetrain parts that can handle boost, nitrous, and sustained high RPM without floating or failure, and they offer both 50° and 45° seat angles for builders chasing that last bit of flow.

Ferrea’s approach is about giving Godzilla builders a robust yet affordable valvetrain solution that doesn’t require exotic custom machining or breaking the bank. The response at the show was clear: Ford’s big pushrod beast is gaining traction, and the aftermarket is fully on board.

The Big Picture on Hardware

From blocks to valves, bottom end to top, the theme is a holistic fortification of Ford engines. You could practically build an entire bulletproof Ford motor with the offerings debuted at PRI 2025. It’s exciting to see both pushrod and modular Ford communities getting this level of aftermarket love.

And it wasn’t just hardcore internals on display. The power adders were making news too, which leads us to the boost and fuel side of the equation.

Boost & Juice: Superchargers, Fuel, and Spark Go Next-Level

Horsepower is addicting, and PRI 2025 served up plenty of new ways to mainline more boost and better fuel into Ford mills.

Vortech’s Twin-Screw Comeback

Perhaps the biggest forced-induction surprise was Vortech Engineering’s return to twin-screw superchargers, a plot twist that had the Mustang crowd smirking and certain rival blower makers sweating. Yes, that Vortech, the company known for its centrifugal superchargers, is diving back into positive displacement blowers after a long hiatus.

At PRI, Vortech officially pulled the wraps off a 3.0-liter twin-screw unit designed for 800–1,000 horsepower applications. Vortech said they built this blower to have OEM fit-and-finish, leveraging their centrifugal kit experience to make installation clean and factory-like. The first kits are going to LS engines, with Ford next, then small-block Chevy. Translated: Coyote and even older 4.6/5.4 modular guys should have a new twin-screw option soon, backed by Vortech reliability.

They optimized packaging and internals, including a significantly larger discharge port for more efficient airflow than older twin-screws. They are also considering adapter possibilities for owners of discontinued Lysholm/Whipple units, but they won’t sacrifice efficiency just to retrofit. The takeaway is simple: the twin-screw wars are back, and more options are always a win for end users.

Sunoco EPX: Ethanol Turns Up the Heat

Feeding boosted beasts is equally important, and PRI underlined how mainstream ethanol performance fueling has become. Sunoco introduced a new brew called EPX with a simple premise: more power than typical E85.

Modern EFI cars, especially boosted Mustangs, have widely embraced E85 as cheap high-octane fuel, to the point that it’s nearly standard in high-powered, boosted Coyote street cars today. EPX takes ethanol content beyond 85% and increases oxygenation to 34% (versus 30% in E85-R) for a denser, more energetic charge. EPX is so oxygen-rich it doesn’t even get a conventional octane rating. Sunoco positions it for 30+ psi boost and more punch than their 99-octane E85-R.

The benefits are consistency and performance. Unlike pump E85, which can vary wildly, Sunoco’s blends are lab-made and precise, and they even distill their own ethanol to control purity. EPX gives racers a fuel beyond E85 in energy content, allowing more aggressive tunes, cooler burn, and added oxygen in the mix. At around $90 for a 5-gallon pail, it’s not cheap, but it’s competitive compared to race gasoline when you factor in cooling and effective performance.

Sunoco also pointed to E30-R (introduced last year) as an option for those who max out fuel systems on E85, offering a milder ethanol mix with extra oxygenation and octane boosters. The bottom line is that fueling options have never been better.

MoTeC for the 2020+ GT500: OEM Manners, Motorsports Control

Making power is one thing. Controlling it is another. For late-model Ford owners, a standout was MoTeC’s new plug-and-play ECU solution for the 2020+ Shelby GT500. The Predator-powered factory monster now has a direct MoTeC engine management option that overlays the stock system.

MoTeC’s approach uses an adapter box that lets their M150 standalone ECU piggyback the factory wiring, retaining OEM functions such as drive modes, dash gauges, air conditioning, and even dual-clutch transmission logic. GT500 owners can keep stock daily manners while gaining MoTeC tunability and motorsport features.

Why go MoTeC? Control across the board: tuning for big injectors, flex-fuel, boost control, and non-stock sensors and hardware, while keeping drive-by-wire and variable cams happy. Notably, MoTeC offers full control of Ti-VCT (Variable Cam Timing), which means you don’t have to lock out cams in big-power builds. Traction control is another ace, with sophisticated wheel slip strategies and configurable safety systems such as lean protection and boost cutoff. The adapter also means you are not hacking up the factory harness, and you can revert if needed. For serious GT500 builds, this is a game-changer.

Data Meets Traction: Smarter Wins, Not Just More Power

Data and control were recurring motifs across the show. It’s not just engine management. It’s also chassis management.

Davis Technologies: Profiler Software Goes All-In-One

Shannon Davis of Davis Technologies rolled out a major software overhaul to the Davis Profiler system. The big headline is integration: their Vehicle Position Sensor (VPS) data now lands directly in the Profiler’s logs. That means one program and one file now contains your entire run, with driveshaft curve, throttle, pitch, yaw, G-forces, GPS, and even a time-slip readout, all synced.

The update also adds Run Groups, bundling the tune file and all its associated run data together so you don’t mix logs and tunes. Behind the scenes, Davis rewrote the software from scratch, and it now auto-syncs like modern EFI software, including fixes to long-standing connection headaches. The new software supports dual Profiler setups and can combine up to 22 channels in one file, which matters because more racers are running twin Profilers to manage power with extreme precision off the line.

Davis announced the update will be a free upgrade for existing users and is expected a few weeks after the show. The theme is integration and ease, with fewer headaches and better insight into what the car actually did.

Strange Engineering: Cleaner Sensor Data and Lower Drag

Strange Engineering tackled the traction problem with hardware, both in measurement and in minimizing rolling resistance.

They introduced a driveshaft speed sensor kit with a Hall-effect sensor and 40-tooth trigger wheel designed to bolt onto common rear ends like the Ford 9-inch, GM 12-bolt, Ford 8.8, and Dana 60. The value is clean, high-resolution driveshaft RPM data, robust enough to survive real-world abuse and clean enough for traction control and data loggers to read without noise or dropout. In drag racing, clean data is everything, and a 40-tooth wheel gives a smoother trace than older low-tooth setups.

Strange also debuted the updated Evolution 2 drag brake system: ultra-light scalloped 11-inch rotors, a redesigned 2-piston caliper with retraction-improving pistons, and ceramic wheel bearings in the hubs. The goal is near-zero drag, so the brakes stop the car when needed, but otherwise get out of the way down track. They also integrated an optional wheel speed sensor into the brake assembly, making wheel speed data easier to capture without extra brackets.

Between the new driveshaft sensors and Evolution 2 brakes, Strange’s message was clear: better data, less rolling resistance, and more consistency.

Carbon Fiber, Chassis, and the Details That Make Cars Livable

Anderson Composites: Weight Savings Beyond Body Panels

Anderson Composites showed that carbon fiber is moving inside the car and under the hood, not just on the exterior. They displayed carbon fiber coil covers for the 7.3L Godzilla V8, replacing heavy factory cast steel pieces with OEM-lookalike carbon parts. These are offered through Ford Performance, which signals a level of factory blessing.

They also revealed a carbon fiber strut tower brace for 2015–2025 Mustangs that combines two factory pieces into one carbon bar and is five pounds lighter than the Ford OEM GT500 brace made of magnesium. It bolts in, fits a range of models, and cleans up the engine bay while shaving weight over the nose.

Anderson’s bolt-in harness bar for 2015–2024 Mustangs attaches to factory seatbelt mounts and allows you to keep the rear seat, with an optional delete panel for those who remove it. It’s built for dual-purpose owners who daily drive their Mustangs and hit the track on weekends, and it provides proper harness mounting plus added rigidity. Both the strut brace and harness bar retail around $1,599 each, positioning them as premium, bolt-on functional upgrades.

DEI: Heat and Sound Solutions That Keep You Racing

Design Engineering Inc (DEI) leaned into the unglamorous but crucial areas of heat and sound management. Their standout was Adapt-A-Shield, a moldable heat barrier that is ultra-thin, flexible, hand-torn, and re-formed without losing heat-blocking ability. It resists up to about 400°F direct heat and requires no adhesive. For trackside fixes, you can tear off a piece, shape it around a problem area, and solve it on the spot.

DEI also showcased LokJaw Ties, stainless steel zip ties with a wave-lock design that pre-loads tension as you pull, so you can tighten them by hand without a special tool. They also highlighted Boom Mat Acoustic Felt, a finished sound insulation material you can leave exposed for a cleaner look, plus other solutions aimed at broader audiences like RV and motorcycle applications.

The big picture is that supporting tech is getting just as innovative as the go-fast parts. Drag-and-drive competitors, in particular, benefit from products that make long highway miles more survivable and track passes safer.

The Road Ahead: Trends, Takeaways, and Ford’s Trajectory

After three days of sprinting between booths, filling notepads with specs, and dreaming up new builds on the travel home, a few clear trends emerged from PRI 2025.

1) Data and Control Are Now Equal to Horsepower

It was striking to see how much effort is going into harnessing power and putting it to the ground. From Strange’s sensors and low-drag brakes to Davis’s integrated software and MoTeC’s OEM-plus ECU, the message is clear: smarter cars win races. Even sportsman racers now have access to telemetry and tuning tools that once felt exclusive to top-tier motorsport, and it’s getting more user-friendly through plug-in modules, integrated logs, and modern syncing.

2) Coyote and Godzilla Are Both Thriving

Ford’s two V8 paths, the overhead-cam Coyote family and the pushrod Godzilla lineage, are both thriving with strong aftermarket backing. The Coyote camp is charging into 3,000+hp territory with billet hardware and world-class engine management. The Godzilla camp is simplifying and fortifying, making it easier and cheaper to reliably make 600–1,200 hp with available valvetrain and induction parts. The platforms are not replacing each other. They are expanding the menu, and that is a win for enthusiasts.

3) Efficiency and Reliability Are the New Flex

Weight savings and durability were everywhere: carbon, titanium, billet strength, better heat management, and smarter fueling. The industry isn’t just handing us ways to go faster. It’s handing us ways to go faster without breaking stuff or making cars undrivable. The fastest car on race day is often the one that survives round after round, and PRI made it obvious that longevity and repeatability are now central to performance.

4) The Community Is Evolving, and the Business Side Matters

PRI also demonstrated a motorsports community that’s robust and evolving. The surprise announcement of the IHRA acquiring Maple Grove Raceway during the show sent ripples through drag racers. It signals real movement in the sanctioning body landscape, alongside other initiatives aimed at keeping grassroots racing healthy and attracting new audiences. PRI’s Track Operators section and business conferences reinforced that it’s not only about parts, but also about preserving places to race.

Final Word: Ford Is Firing on All Eight

For Ford fanatics, the 2025 PRI Show was especially satisfying. The Blue Oval performance ecosystem is clearly firing on all eight cylinders. Ford laid a strong foundation with the S550/S650 Mustangs, Shelby GT500, Cobra Jet program, and engines like the 7.3L, and the aftermarket is responding with creativity and momentum. The cross-pollination of tech and ideas was everywhere, and ultimately, we all win because the cars just keep getting quicker, safer, and more fun.

As the lights dimmed on PRI 2025, one couldn’t help but feel excited for the year ahead. We’ve got serious ammo to play with now: smarter ECUs, stronger engines, better traction tools, cooler fuel, lighter parts. The question isn’t “can we make 1,500 horsepower?” anymore. That’s practically a given. The question is what are we going to do with it?

Based on what I saw in Indy, the answer is simple: we’re going to put it to the pavement, make record passes, and continue Ford’s performance legacy while embracing every bit of new tech we can get our hands on. Because at the end of the day, whether you’re a seasoned engine builder or a weekend warrior, PRI reminds us we’re all part of this wild, wonderful quest for speed. So here’s to 2026. May our Fords be faster, our runs be safer, and our competition be left staring at our tail lights. Bang that loud pedal, and let’s race into the future.