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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!!! Embarrassed
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!!! Embarrassed


Now you are the expert. Now we will come to you for help. "Show me again how it goes is please?" Big Grin
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.
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.
quote:
Originally posted by PanteraDoug:
Obscene! Filthy!


I like to think of it as.

"Naughty but Nice."
Embarrassed

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:
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.
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.
Confused
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.
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) ."

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  • Holley

A friend and fellow Pantera owner who builds and races Panteras has installed several Coyote engines in Panteras. Fantastic fit, seemingly easy conversion if you know how. Maybe you know him, if not, name is Ron McCall out of Maryland. possibly he can provide additional advice to anyone that's interested, or build one for you. Try rfmaccall@comcast.net. The image is of the car he races. 200 mph car.

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  • ron McCall car

I'm curious to hear how the Voodoo motor feels in the Pantera. I know it will sound incredible! You may want to look into adapting the Shelby GT350's "Voodoo" engine mounts. I understand they are quite a bit different than the Mustang's engine mounts, as they need to contain the vibration that's inherent in the Voodoo motor. 

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