Photo Blog: Coyote Engine Swap (5.0 liter DOHC Ford V8, naturally aspirated, 412+ BHP).

Looking Nice

Kjeld

+1

Any updates?
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Just got the car back to my shop.

I'll be test fitting an assembled Engine/Trans today.

Are you coming over the top with your exhaust?
.

quote:

Originally posted by 2112:
Are you coming over the top with your exhaust?
.

Ultimately Yes.
However, I think I've figured out a low dollar header option for starters.
My budget is getting stretched a bit thin.

I can totally understand. I am just happy to see you stay with Ford power.

I imagine this swap has been done before, Wondered if anyone offered an off the shelf header for the application vs. going custom.
.

Looks like that is the biggest Ford Powerplant you could have chosen to put in when considering external dimensions.

I say good job!

http://www.mustangsandmore.com...ngineDimensions.html

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Just found another interference issue.

The flex Plate presses against a cast bracket for the Crank Trigger Sensor. I cut a "T" shaped slot for clearance.

Note: this is the flex plat that comes with the Quick Time Coyote 5.0 to ZF Bell housing.
I'm going to contact them.

Set in place. Did this alone so I'm a bit exhausted right now.

Using the bell-housing as the balance point.

Well done and I applaud your bravery. I am always very nervous when the engine is hanging over the back of the car. Heaven forbid if it were to drop. You know, weak link or failed 25 cent o-ring. And you have the confidence to park it there while you go take pictures for us. Wow!

quote:

Originally posted by agustaboy:
Set in place. Did this alone so I'm a bit exhausted right now.

Tiring isnt it. I havent taken mine out since it went in. I have had the trans in and out half a dozen times though. I have gotten that one down to a science.

It's only scary the first couple of times, in fact concerning is a better term. The drive train on the stock engine needs to get shoehorned in. The Coyote is tighter.

For some reason (that probably being I'm just stupid?) it's easier to pull the engine out then it is to put it back in...still.

When I originally put it in I had to drop it into the bay till the engine was sitting above the fender wells on a rolling cart. I then disconnected the hoist and rolled the engine forward into position. Then I lifted the car up on the vehicle hoist. I didnt have the bellhousing at the time.

quote:

Originally posted by PanteraTurbo:
When I originally put it in I had to drop it into the bay till the engine was sitting above the fender wells on a rolling cart. I then disconnected the hoist and rolled the engine forward into position. Then I lifted the car up on the vehicle hoist. I didnt have the bellhousing at the time.

Having a bare block and heads to work with has really made it easy to this point.
Trans bolted to bellhousing and block, no fly wheel, no clutch and no engine internals.

Ive had the motor/Trans in and out of the car about 6 times now. Solo! Putting the fully dressed motor in was a real work out. Phew!!!

quote:

Originally posted by agustaboy:

quote:

Originally posted by PanteraTurbo:
When I originally put it in I had to drop it into the bay till the engine was sitting above the fender wells on a rolling cart. I then disconnected the hoist and rolled the engine forward into position. Then I lifted the car up on the vehicle hoist. I didnt have the bellhousing at the time.

Having a bare block and heads to work with has really made it easy to this point.
Trans bolted to bellhousing and block, no fly wheel, no clutch and no engine internals.

Ive had the motor/Trans in and out of the car about 6 times now. Solo! Putting the fully dressed motor in was a real work out. Phew!!!

Now you are the expert. Now we will come to you for help. "Show me again how it goes is please?"

Yep, once the heads are on the game changes.

HEADERS

OK SO HERE I GO. GOING TO TRY THE CUT AND PAST METHOD.

2011+ STOCK MUSTANG HEADERS ARE EASY TO COME BY AND RELATIVELY CHEAP. I GOT THESE ON EBAY FOR $90.00

I THINK YOU CAN SEE THE DIRECTION I'M TRYING TO GO.

AGAIN HAVING A BARE BLOCK AND HEADS ARE SOOOOO THE WAY TO GO WHEN GARAGE ENGINEERING AND FITTING ARE NECESSARY.

Well after much deliberation I decided to adapt a set of Pantera 351C headers to 5.0 flanges

I built a template using center line of the crank as the reference point

great idea, nice work

Decided to shorten the collectors so they are flush with the back of the block.

This was all a pretty simple conversion from some Pantera headers. My guy did the work for $400.00

NICE WORK!...Are you going to weld CO2 bungs for tuning purposes?...Mark

quote:

Originally posted by 1Rocketship:
NICE WORK!...Are you going to weld CO2 bungs for tuning purposes?...Mark

YES SENSORS WILL BE ADDED.

I am glad one of us is making progress. I have only managed to make my project larger and larger. Keep up the good work.

quote:

Originally posted by PanteraTurbo:
I am glad one of us is making progress. I have only managed to make my project larger and larger. Keep up the good work.

I hear ya. Keep getting a bit side tracked myself.

Ordered the induction system today.

Nice but I hate infinitely adjustable linkages. You are going to be there FOREVER!

quote:

Originally posted by PanteraDoug:
Nice but I hate infinitely adjustable linkages. You are going to be there FOREVER!

I agree that's why I'm having someone set it all up and tune the whole thing on a dyno.

https://www.youtube.com/watch?v=phoa9QrPwas

Who are you going to use to set it up and do the dyno tuning? If Borla recommended someone I'm curious to hear who it was.

It's very nice the way they've eliminated the "above manifold" vacuum lines and MAP sensor (and IAC) plenum by casting a plenum into the underside of the manifold.

quote:

Originally posted by David_Nunn:
Who are you going to use to set it up and do the dyno tuning? If Borla recommended someone I'm curious to hear who it was.

It's very nice the way they've eliminated the "above manifold" vacuum lines and MAP sensor (and IAC) plenum by casting a plenum into the underside of the manifold.

Borla recommends MMR in SoCal
http://modularmotorsportsracing.com/

You might want to talk to Autotrend EFI in NorCal (http://www.autotrendefi.com/). They're installing, setting-up and dyno tuning that exact manifold right now, on a Coyote, in a Cobra. Autotrend is an EFI set-up and tuning shop that specializes in IR intakes and custom EFI wiring harnesses.

What are you using for an ECU? The Holley Dominator seems to be the current "state-of-the-art" for V8 IR applications.

YES The Holley ECU.

Thanks for the info I'll check them out.

That induction system looks awesome.

WOW.

Rocky

Last I checked the Holley ecu will require phaser lockouts. I figured I would let you know in case you didn't. Link and AEM both offer ecus that will keep the cam phasing functional. If you are good with no cam control the Holley ecu is awesome.

Where at in NW Agustaboy? Nice job on the mod motor swap.

Blaine,

Holley says they are in the process of developing VCT outputs for the Dominator. They don't have an ETA though.

quote:

Originally posted by Hustler:
Where at in NW Agustaboy? Nice job on the mod motor swap.

I'm in the Sun Valley Idaho area.

quote:

Originally posted by David_Nunn:
Blaine,

Holley says they are in the process of developing VCT outputs for the Dominator. They don't have an ETA though.

Yes Holley is really making headway in this area.
I'm going to lock the CAMs for now.
For another $1,000 They said I could have Traction Control

Good to know they plan to make it happen because they are a good ecu and have a massive amount of expandability.

Guys,

I am probably going the Dominator route as my buddy has years of experience with it and I am not going 5.0L.

However, just last night I read an article of a standalone ECU for the Coyote by AEM. This is in the May 2015 issue of Muscle Mustangs and Fast Fords page 49 and goes on for 7 pages.

Seems capable being able to control the Ti-VCT, DBW TB, 200 Mhz processor, data logging at 1 KHz, think they said traction control, etc.

It uses the controls pack wiring harness for the interface.

No idea of cost, but it might be something interesting to consider.

The AEM is a good choice. It has a great feature set and with its plug and play capability it is easy. I took the training course at AEM and can say the software is not the most user friendly. You really need to find someone familiar with the software. It is aso only plug and play for the crate motor harness setup although they plan to launch one later to cover other configurations. Keep in mind that with all of these ECU's you need to prepare to spend a little extra for the little things like ignitors, relays and other incedentals.

Something else to keep in mind is that with traction control you will need a non-driven wheel speed as well as a driven wheel speed. The driven wheel speed is as easy as installing an electronic sender onto the trans. The non-driven will require a reluctor and pickup to be installed on one of the front hubs. Not entirely difficult but will take some engineering.

Blaine,

Holley uses a Davis Technologies module for Traction Control. It works differently than conventional traction control systems that compare non-driven wheel speed vs. driven wheel speed. The Holley (Davis) T.C. system only monitors engine RPM. It's a self learning system that figures out the rate of RPM increase in a traction vs. a no traction situation. According to Holley, the system is really only suited to drag racing applications as opposed to street and/or road racing applications.

Gotcha. I guess that's why they figure its best suited to drag racing. We have installed several of the dominator units however I must admit we have never played with the traction control.

I'm going to be making some custom ZF mounts so that I can set the Engine/Trans Rearward 1 inch.

If anyone else wants a set let me know. I can make these in .5 offset increments Either froward or Aft of the stock position.

My engine and induction are almost done.

Performance should be on par or better than the motor shown here.

525HP @ 7,100 RPM
The Dyno has a transmission simulator so you can get a feel for real world, while tuning.
Program in the car weight, gear ratios, rear wheel circumference etc.

https://www.youtube.com/watch?v=R3CO8Imy3Io

Intake has arrived time to get busy.

That intake is a work of art. What a way to top off your engine.

Devin

NOW, THAT'S PRETTY.

Does she have a sister?

Very nice intake! That wasnt cheap...

quote:

Originally posted by PanteraTurbo:
Very nice intake! That wasnt cheap...

Yeah..... "Ouch" is a good word to describe.

More than a new crate motor.

OK Off to the engine tuner for a dyno run.

That's going to be awesome!!

Obscene! Filthy!

quote:

Originally posted by PanteraDoug:
Obscene! Filthy!

I like to think of it as.

"Naughty but Nice."


BTW

I decided to pump up the motor and have it Red line at 8,000 RPM so I bought a brand new crate motor with all the Bad Ass Forged internals "Boss" valve train etc.
M-6007-A50NA
If anyone is looking for a low mileage Mustang motor I will be selling my 20K mi. engine soon.

http://fordperformanceracingpa...p?PartKeyField=13113

quote:

Originally posted by agustaboy:

quote:

Originally posted by PanteraDoug:
Obscene! Filthy!

I like to think of it as.

"Naughty but Nice."

No way. It's just bad ass all the way.

quote:

Originally posted by agustaboy:
OK Off to the engine tuner for a dyno run.

Well I guess this thing is really getting some attention.
At the tuners next week. Reps from Borla and Holley will be present. Apparently this thing has the 1st and newest engine management system from Holley. fingers crossed they have it all sorted out and correct.

Can't wait to hear it on the dyno. It's going to be awesome!!

Evan,
Where is our update!! We are all excitedly waiting.

The new Holley System has some glitches that they are working through. Would be fine with a stock mustang but there are a few interface issues with the Borla intake. There's a good chance all will be wrapped up this next week.

Evan, "glitches"? Interface issues? It sounds to me like you need help from someone who has specific expertise with I.R. intakes. Even better, someone who also knows Holley EFI systems. If your problem doesn't get resolved quickly and to your satisfaction, call Holley directly and ask to be referred to one of their dealers who specializes in Ford V-8's and I.R. intakes. I'd be nervous that Borla referred you to MMR because they buy lots of Borla stuff; not because MMR knows Holley EFI and I.R. intake systems better than anyone else.

quote:

Originally posted by David_Nunn:
Evan, "glitches"? Interface issues? It sounds to me like you need help from someone who has specific expertise with I.R. intakes. Even better, someone who also knows Holley EFI systems. If your problem doesn't get resolved quickly and to your satisfaction, call Holley directly and ask to be referred to one of their dealers who specializes in Ford V-8's and I.R. intakes. I'd be nervous that Borla referred you to MMR because they buy lots of Borla stuff; not because MMR knows Holley EFI and I.R. intake systems better than anyone else.

The engine is just down the street from Holley and Borla.
The people working through the issues are reps from Holley and Borla. This system is the newest fuel management system from holley. It will be debuted this year at SEMA
I have serial #0000001
I hate being the guinea pig.

Seeing as you are the guinnea pig I certainly hope that you are getting a very much reduced rate on parts and dyno tuning.

My new 2015 ford Falcon FGX 4 door has the 5.0 engine , with Supercharger. I love it ! Only sold here thou!

Evan,

Update???

Kind of in a holding pattern. Holley and Borla have finished with it (ECU/Induction/Motor) and now waiting for Dyno time. and....here comes winter.

One update is that I got my ZF back from RBT. great job Lloyd. looks good as new.

I like the breather. How is that attached?

Super looking motor and tranny. Can't wait to see it in the car!

quote:

Originally posted by tajon:
I like the breather. How is that attached?

Just a simple breather from local auto parts store. (O'reilly)

Hi.

P.M. Send.

Kjeld Pedersen
Denmark

Budget? we don't need no stinking budgets! I find your project fascinating, I have only one question, why the aluminum facade?

The Aluminum Facia.

Hmmmm Good question.
The engine compartment is stock, sound deadening splattered everywhere, ugly spot welds etc. etc.....
Decided to try something other than scraping it all clean and painting.
Trying for the Engine compartment to have a
fabricated race car look.

Engine and traney preped.
waiting on a custom clutch package from Centerforce.

This engine setup looks pretty sweet. Are you considering installing a custom air box or will you just insert screens on the throttle bodies and leave them exposed?

Screens and exposed to start. Then want to do a box with cold air scoops from the side windows.

Looking good Evan.

Did you get the P.M. i send you?

Kjeld.

OK FINALLY SOME MOVEMENT ON THIS AGAIN.

TALKED WITH PANTERAS BY WILLKINSON AND HE DIRECTED ME TO CENTERFORCE FOR A CLUTCH/PRESSURE PLATE AND FLYWHEEL COMBINATION.
HE ALSO VERIFIED THAT IF YOU MOVE THE TRANS FROM THE STOCK POSITION (1.5in REARWARD) THAT CHANGING TO 911
CV SHAFTS IS A GOOD IDEA SO I HAVE A SET ON ORDER FROM SCOTT AT SACC RESTORATIONS.

THE CLUTCH PRESSURE PLATE AND FLYWHEEL ARE COMING FROM SUMITT.
CENTERFORCE PT#
Flywheel part# 700205
Pressure plate, disc part# DF800075

THESE STATE THAT THEY ARE FOR A 4.6 BUT WILL ALSO BOLT UP TO THE 5.0 COYOTE.

Pilot bearing between ZF shaft and 5.0 Coyote flywheel.

FORD PERFORMANCE MUSTANG 4.6L 5.4L 5.0L COYOTE ROLLER PILOT BEARING M-7600-B

CV Shafts from Scott at SACC
Sexy!

Prep for custom engine hanging bracket.
The existing hole size is about the right size for tapping 1/2-13 so I just ran a tap through the holes.
A bit tight so be careful. The powder coating also makes it a bit difficult. lots of tapping oil.

Spacer plate.

Any news ? I bought a holley dominator efi right now . Its a brand new 2017 version.
Will it works fine with the engine ? Thanks

Hi Peter,
sounds like an interesting project. Post some details and some pictures. I`m sure we can all learn something from you.
Liebe Grüße aus Düsseldorf

For people doing Coyote engine swaps; I see Holley now offers variable cam timing controllers:

"Holley EFI Coyote Twin Independent Variable Cam Timing Control unlocks the full power potential of high-revving 2011-14 Ford Coyote engines. Ideal for both crate engines and/or used Coyotes with locked cams, they're compatible with both Holley HP and Dominator EFI. They feature integrated stock cam position tables that eliminate tuning guesswork and deliver optimal driveability and maximum power right out of the box. At 3,700 RPM, they unleash more than 90 additional foot-pounds of torque. The main harnesses are terminated with ford TPS and IAC connectors that make it easy to convert from a drive-by-wire throttle body to a manual throttle body, and four built-in diagnostic LEDs make troubleshooting a snap if there's a cam- or crank-sensor failure.

Holley EFI Plug and Play Coyote Ti-VCT Control Module main harnesses include a power tap connector and grounds for adding additional sensors or actuators and CAN bus communication for the Holley EFI ECU for high speed data transfer and diagnostics. Also available are a plug-and-play main harness for 2011-14 Coyote engines with stock cam shafts and stock coils (part number 558-110) and a plug-and-play main harness for stock cams and Holley EFI coils (part number 558-122). If an external map sensor is required, use the available 2-bar MAP sensor (part number 538-13) ."

I was really hoping they would add that functionality directly to the dominator ecus without the need for an external controller as the Dominator is already a fairly expensive unit. It really puts it out of contention for price point when there are other units that do it for considerably less.