Lastly, the VCT system saw a major revision, as the cam phaser on the exhaust camshaft was new for Gen 3the exhaust phaser is not actuated from the rear, unlike the intake phaser, which is still actuated on the front side. The alternator is also a direct bolt-in with a factory-size pulley and delivers a stout 195 amps at idle with over 245 amps at cruising speeds. Of course, when it comes to valves, one of the most well-known and respected names in the game is FerreaRacing Components. Looking to stick a stick behind your Coyote? Though the production versions mostly live in the mid-400-horsepower range, aftermarket versions routinely produce well north of 1,000 horsepower, a testament to the platform's flexibility and performance potential. The valve seats are then hand-blended with the CNC program, to ensure each individual valve seat is perfect.. The Goodguys 79 Mustang Pace Car built by Goolsby Customs has plenty of ponies thanks to a Ford Performance Aluminator XS crate engine pumping out 500hp and topped with custom Goodguys valve covers. ( saved $53.68 ) No reviews yet Write a Review. On episode 66 of Roadkill, David Freiburger and Mike Finnegan head to Colorado Auto & Parts, a giant you-pull-it yard with heritage back to 1959with a good stash of vintage cars that have been there for decades. The cylinder heads were also revised again for Gen 3. We really haven't cracked the limits of the H-beam rod yet. The basic level Stage 1 is Livernois entry level CNC-ported head program. To ease the installation, Holley also has an all-new harness that plugs directly into the factory sensors, actuators, coils, injectors and more. Speaking of boost, the positive manifold pressure comes from a 2.65-liter Eaton TVS supercharger. The list is so encompassing, that they offer a handy guide on their website that is full of nothing but Coyote-specific fasteners! But all that soon changed. Going to install a Gen 2 Aluminator crate motor from Ford Racing. The Coyote featured completely new architecture including the improved-flowing heads and composite intake manifold. However, as you might remember from the first article where we performed an autopsy on Ivans original engine the carnage was thorough, and none of Ivans original top end components survived unscathed. Add to Wish List. Regardless, Ford fans can delight in the fact that the Coyote engine is available to power their favorite classics and there are plenty of components available to help their drivetrain swap go smooth from start to finish. Now, Novelo is moving to the top end of the engine to perform the same level of upgrades in preparation for the intended boost from the 2.9-liter Whipple supercharger. The Vintage Air engineering team designed a complete system that retains the factory Ford alternator and water pump drive on the drivers side of the engine while adding a compressor cradle positioned low on the passenger side along with a Detroit Speed power steering pump just above it. Find it at www.arp-bolts under the new product section. Both the intake and exhaust camshafts have a swing of 50 degrees (crankshaft rotation), allowing the cams to advance and retard for dynamic horsepower and torque production depending on how the car is being driven. In the last installment of the Boosted Coyote engine build, we saw Livernois Motorsports and Engineerings ace engine builder Fonzie Novelo take our OEM block which was the only salvageable part of the original short-block and create an amazing Race Series short-block capable of handling serious boost and 1,000-plus horsepower. With over 25 years in the industry from the manufacturing and marketing side to writing books and articles, he just gets it. The combination of parts coupled with advanced technology yielded an engine package that made incredible power without sacrificing drivability. New Ford Gen 3 Coyote Block, Darton Sleeved and Deck O-Ringed. Let's just say boom, you go 9.00. var abkw = window.abkw || ''; Ford also brought back the 12mm head bolts for added strength. The fact that they are so abundant is a testament to not only the abilities of the engine, but the aftermarket that supports it, and engine builders who know how to make them powerful. With the cooling system dialed in, PBH also offers a hydraulic power steering pump solution in their Speed Drive system which is available for N/A and supercharged applications. "The advantages to the VCT is drivability and tuning ability. The first gen of the Coyote ran from 20112014. When one piston is at top dead center, its opposing piston is at bottom dead center. When youre putting a modern engine into the engine compartment of a 50-year-old vehicle, there are bound to be a few surprises. Once the porting processes are complete, we have a set of heads with a 215cc intake runner, 102cc exhaust runner, and a 58cc combustion chamber volume. But cylinder head porting is not a one size fits all kind of thing. ARP has studied the Coyote platform and has developed high performance replacements that provide higher clamping loads with an extra margin of safety. This is one heavy-duty trans supporting up to 875hp and is controlled by TCIs easy-to-calibrate EZ-TCU. A Set Freight charge of $125.00 within the 48 Contiguous US states will be applied when completed and ready to ship, *PARTS MAY VARY DEPENDING ON AVAILABILITY*, **** The Gen 1 and Gen 2 5.0L Blocks are no longer available from Ford, so we are now using the Gen 3 Blocks built with 11:1CR to match the Gen 1 and 2 stock compression ratio. New Ford Gen 3 5.0L Coyote Block For enthusiasts that want to keep things simple with fewer electronics, TCI has a proven 700R4 trans (yes, the GM trans) that comes with an SFI-spec adapter bellhousing. Each new Coyote generation brought improvements in horsepower, torque,and even rpm capability. Named after founder Vic Edelbrock, the Victor II Coyote intake was designed for performance with nitrous, supercharged and turbocharged applications in mind. The Gen 1 and Gen 2 Coyotes are nearly identical from the outside looking in, and the major differences between the Gen 1 and 2 Coyotes are improved airflow thanks to larger valves, increased camshaft lift, and cylinder head port revisions. This system provides the brackets, belt drive, and intercooler options to mount one of their superchargers from the P-1SC-1 to the F-1R for street to strip applications. From the factory, most of the high-torque fasteners used on the long block are torque-to-yield designs which are meant to never be reused. Luckily for performance enthusiasts, Roush is using all of that performance experience to put the hot back into hot rods. The aluminum intake is crafted from CNC-machined pieces and formed into an intimidating form coated in a show-quality black anodized finish. This dual-overhead-cam design allows the PCM to advance and retard the ignition timing independently, resulting in overall improved performance (as well as economy and lower emissions). A massive, dual-pass intercooler sits stealthily beneath the Whipple name plates to efficiently cool the air charge. When you get into higher boost situations, the integrity of the stock cylinder walls become an issue. For the valvetrain of this engine, we stuck with Livernois house recipe of Ferrea valves, Livernois-spec beehive valvesprings, and steel locks and retainers. This change in LSA directly relates to cylinder pressure, which is directly related to horsepower and torque production. The Gen 3 blocks are 100% compatible with both Gen 1 and 2 Cylinder heads and timing components but the matching generation head gaskets must be used with the corresponding Generation Cylinder heads. Bev and Terry Bryant opted for Coyote power in their 60 Ford Starliner built by Walton Customs. This gives you increased exhaust scavenging and creates the unique exhaust note specific to a flat-plane crank engine. var absrc = 'https://servedbyadbutler.com/adserve/;ID=171804;size=0x0;setID=435068;type=js;sw='+screen.width+';sh='+screen.height+';spr='+window.devicePixelRatio+';kw='+abkw+';pid='+pid435068+';place='+(plc435068++)+';rnd='+rnd+';click=CLICK_MACRO_PLACEHOLDER'; Learn more. Theres no need to be concerned with TCI Engineerings new IFS kit that was designed specifically to handle a Coyote engine. As you can tell, PBH is hardcore about Coyote swaps and also offers complete 5.0L engines with power levels from 425 to 800 horsepower. NOS includes jetting for 75, 100, 125 and 150 rear-wheel horsepower shots and can support up to 250hp blasts. There simply is no debating this. The first-generation Coyote (2011-2014) was a potent engine, and it attacked the competition with lots of technology in a relatively small (displacement) package. Let's start with establishing some compatibility. RPG Spec Ultra Series Pistons 3.640 Bore. Once the Livernois CNC program puts the multi-angle valve job on the valve seats, and runs the chamber cleanup program, the final touches are put on by hand for the perfect 58cc combustion chamber. Thankfully, there are plenty of factory options and some aftermarket options for intakes. Torque output also saw an increase, going from 400 to 420 lb-ft, both at 4,250 rpm. So you have that advantage of making 40-plus pounds of boost, and if it does blow, it's not going to pour water all over track and cause a huge accident. One of them was a 1969 Ford Mustang Mach 1 that had been melting into the ground since 1980. At the time, it became the highest-horsepower naturally aspirated engine to roll off the Ford assembly line, cranking out 444 horsepower with a staggering 7,500 rpm redline. Theres no need to settle for just four gears anymore, as Bowler Performance can set you up with five or even six gears to stir! The Gen 1 and Gen 2 Coyotes are nearly identical from the outside looking in, and the major differences between the Gen 1 and 2 Coyotes are improved airflow It looked great in the well-tailored engine compartment and ran hard wherever we drove it. Removing VCT would have ensured a good deal of power loss on the build. I'm keeping pump gas and 47lb. For the first time in the Coyote's run, it saw an increase in bore diameter. "You have so many manifolds out there from the factory and there are a lot of good choices out there, but it all depends on how you're going to drive the car. Web#ford #mustang #coyote #compcams The new Gen2 coyote heads are installed on the new Gen3 coyote short block. Both drivelines are supplied as a turn-key solution with Ford Performance calibration and are supplied with the alternator, starter and all the parts needed to deliver performance, reliability, and drivability. 1200HP Rated/ 6 month warranty The crankshaft is not interchangeable with the 4.6L either, because the main webbing designs of the Coyote block are wider. The pistons received larger valve reliefs to accommodate the increase in valve diameter. Check out. The head bolts were also upgraded to 11mm versions, which increased the amount of material in this critical area. If the oil is getting a little thin or you haven't changed oil in a while, it could be as simple as that. torque @ 4,2502012-13 Boss 444 hp @ 7,400 rpm 380 ft.-lbs. "We have four programs for blower and turbo combinations, and of course specific camshaft profiles for blower and turbo. The second generation Coyote engine block can be used with any of the first generation components, albeit this block does feature the addition of a return passage that helps divert oil from the oil filter adapter. Its also important to note that the new engine block uses 11mm head bolts as well. In total, the Voodoo Coyote cranks out a stout 526 horsepower at 7,500 rpm, with 429 lb-ft of torque at 4,750. These are similar to the CMCV from the earlier four-valve 4.6-liter engines, but are much more advanced system. But what if you're planning a swap, or found a deal on a set of heads or a short-block you just can't pass up? The Mod Motor, given the name due to its ability to be manufactured for many different applications, was a completely new architecture and featured a single-overhead-cam, two-valve design. The crankshaft is not interchangeable with the 4.6L either, because the main webbing designs of the Coyote block are wider. Well I am going to try it(Gen 3 heads on a Gen 2 /5.2 short block . The 5.0L Coyote engine was launched nearly a decade ago in the 2011 Mustang GT and was welcomed by Ford enthusiasts with open arms. ), and quality tuning. Buy in monthly payments with Affirm on orders over $50. ). 1.468 in. The lash adjusters (P/N: M-6500-M50) are hardened-steel direct-fit replacement units, as are the cam followers (P/N: M-6564-M50). One of the biggest changes was the addition of direct injection. torque @ 4,500 Archives The Gen 3 Coyote uses Gen 2 intake cam phasers, primary chains, secondary chains, and crank sprocket. We have guys that run water through the block and the cylinder heads, but nothing goes through the block to the cylinder head. This results in improved air/fuel mixture, which provides better fuel economy and idle stability as well as lower emissions. When you begin to reach 30-plus pounds of boost, the stock cylinders need some reinforcement. All told, the latest Coyote produces 460hp at 6,500 rpm and 420 lb-ft at 4,250 rpm in a new Mustang GT. Although not new to Ford in 2011, it was new to the American V-8, and it is one of the most significant aspects of the Coyote engine platform. Though it did have variable cam timing, the intake and exhaust lobes of the camshaft moved together, so it was limited in what it could accomplish for dynamic power production and efficiency. But a lot has changed since the platform's debut. in Gen 2). New Ford Boss 302/Gen 2 Crankshaft Cylinder Heads and CamshaftsAnytime you talk about making power with an engine, the cylinder heads are extremely important. In addition to the mechanical changes of each generation, there have been calibration changes to go along with each. You can choose dropped or stock-height spindles to get the height just right for your modern-power pickup. Ford took the best characteristics of direct and port injection to develop a hybrid dual-fuel system that is flexible to meet different demands of engine operation. The Gen 2 cam phaser and primary chain and crank sprocket can not be used with Gen 1 chain drive. Gen 1 and Gen 3 use 12mm. The Gen 2 camshafts must be used with Gen 2 chain drive and cam phasers. Stage 2 includes our exclusive upgraded valvesprings, and valve seals, which not only adds high-RPM capability, but also the ability to use just about any camshafts in the marketplace, Gabriel says. Roush starts with an aluminum 302c.i. With Ford's Ti-VCT, you get the best of both, as the LSA changes in step with the speed of engine (controlled by the engine strategy). COYOTE ENGINE PACKAGE. We wanted to ensure increased performance on all upgrade paths, whether turbo, nitrous, supercharged, or naturally aspirated, Gabriel relays. Intake Port Shape: Oval with Dimple. Their Level 4 4R70W is upgraded with a 300M hardened intermediate shaft and a heat-treated input shaft. Then we have our 1,500-Plus R package, which is our race package. When you break it down, each power adder will react differently to different compression ratio, cylinder head porting, and camshaft design. A stock 80mm throttle body can be used or the Ford Performance 90mm version. The two engines are dimensionally similar due to packaging constraints and even share similar appearances like that of brothers, but there are no parts that interchange between the platforms. The billet components are CNC machined right in Whittier, California and clear anodized for great looks and protection. Sinter forged connecting rods provided more durable high-rpm operation and the piston tops were redesigned to accommodate the larger valves. If you're Turbo, supercharged, nitrous, and naturally aspirated combinations all like different things when it comes to cylinder head porting. We also have the guys who just drag race and we actually fill the block with epoxy and then we'll dry deck the heads and only run water through the heads.". Since Livernois said OEM MLS gaskets would be perfectly fine on this level of engine, we are doing better than fine with the Mahle gaskets. Check out some of their useful videos on their YouTube channel. Related: Love engines and all things automotive? While some of the components were repairable like boring out the scored cam journals and repairing them with a bearing, the team at Livernois determined that wasnt the right path to go down. If you recall, Ivans stock camshafts were unusable after the original fiasco, so he actually had to spend a significant amount of money to purchase new stock camshafts. var plc435071 = window.plc435071 || 0; Ford also went away from the inserted steel sleeves and moved to the Plasma Transferred Wire Arc (PTWA) cylinder walls used on the 5.2-liter GT350 engines. The Coyote's entirely new cylinder head was the magic that gave the engine its incredible abilities and unmatched versatility. The Gen 2 block can be used for builds with Gen 1 or 2 components as long as the Gen 2 oil filter adapter is used. But 37 years of neglect are not daunting to Roadkill, so the guys figure out how to get it running and driving. Though still a Coyote-based casting, the ports have been enlarged for increased airflow, the valve diameters have been increased, and the Voodoo-specific camshafts have larger-lift lobes, all in the name of high-rpm power. To finish off the swap, they offer set of trick TIG-welded stainless headers designed specifically for the tight Lincoln engine bay. Unlike many of the DI engine from other manufacturers, the Coyote combines the high-pressure direct injection with the low-pressure port injection from the previous generations. For instance, at cold start up only port fuel is used, but once running and as any loads increase, the direct injection comes more into the equation. Crate Engine, 5.0L, Coyote, GEN 3, 460 HP, Long Block, Darton also offers installation in any of these blocks. It was the first all-new dual overhead camshaft cylinder head since the four-valve 4.6-liter. in Gen 3). The team at Fuel Air Spark Technology has put together a complete engine management system for Coyote engines which includes a fully tunable ECU through their proven XFI Sportsman EFI kit. Internally, some components remained the same and others changed. Whether in factory trim or an all-out race engine, the basic design allows for incredible output and fantastic drivability that is unmatched in the automotive world. The 5.2-liter engine is a close relative of the Voodoo engine, but with some very obvious differences, the most critical being the crankshaft: The Predator uses a cross-plane crankshaft instead of the flat-plane version from the Voodoo. The result is a compact and complete accessory drive for your Coyote swap. The old headgaskets small block in Mustangs back in 1996 (and even earlier in full-size Fords). Ford Performance Parts Gen 2 Coyote cylinder The valve seats are cut on our Newen Contour-BB machine, which allows for exacting tolerances and concentricity. The dual fuel system also helped support the increase in compression (from 11.0:1 in Gen 1 and 2 to 12.0:1 in Gen 3). With 50/50 weight ratio and over 550hp of Livernois Performance-prepped Coyote, we cant wait to see Bill on the autocross track soon! Intake ManifoldsAnother huge factor in power production is the intake manifold. The fix was just to locate a new pair of OE cylinder head castings. With such a storied history in a very short period of time, it's exciting to see what the future holds for the most bad ass production engine ever created. There are a lot of transmission options to fit behind your Coyote engine and TCI provides two proven packages for four-speed automatics. A custom solenoid bracket with pre-bent hard lines are included as well as a classic 10-pound blue nitrous bottle. But it was only the beginning. Gearstar offers three level of builds that will support from 400-hp with 450 lb-ft of torque to the strongest Level 4 that supports 750-hp and up to 550 ft-lbs! There is no questioning the authority of the Coyote. The Gen 3 Coyote Engine | 2018+ Improving on the Coyote motor, Ford hit a home run with the new Gen 3 coyote motor. This new 5.0 features dual-fuel, high-pressure direct injection with low-pressure port fuel injection. This combo allowed the Gen 3 coyote to produce more power while becoming more efficient. Now, had this been a car with no power upgrades, and the only goal was to have a running engine again, maybe we would consider repairing rather than replacing and starting fresh, but we would never go that route [in a performance application] as it would eventually fail due to the nature of those lower-cost options.. RPG Spec series pistons 3.662 Bore 11:1CR Connecting rods, pistons, sleeves, ported cylinder heads, and aftermarket camshafts are designed to take the limits of power production far beyond the stock configuration. At first glance (left) using stock camshafts and not locking them out seems to go against conventional thinking, but on the Coyotes, this is a tried and true combination for Gen 2s that will see street duty. We weld in the coolant passage supports to keep the aluminum block from distorting with more than 30 pounds of boost. The Terminator X brings all of the tuning and functionality from Holley EFI and delivers it into a compact, entry-level system that is plug and play! Sometimes when it's a built motor and you've got a pretty stout setup, you will have inconsistencies in your time. We thought it was time to document the evolution and illustrate the changes and updates Ford has made along the way. Above that, we have what we call our 1,500 Plus deal; it's basically a billet rod. 2011-14 360 hp @ 5500 rpm 380 ft.-lbs. Livernois designed these pivoting guides for the Coyote to be exceptionally strong and replace the OEM cast guides. Cylinder Head Specifications. Whipple offers a low-profile 3.0L Gen 5 supercharger that was designed and developed specifically for the Coyote! This came by way of an increase in bore diameter (94mm bore x 93mm stroke). The Gen 1 intake manifolds can be used on the Gen 2 heads/engine with minor modifications to the manifold. The Coyote is one of the most impressive and versatile engines ever produced. Check out Engine Masters on the MotorTrend App, hosted by David Freiburger and co-hosted by Steve Brule, which features parts testing and engine-to-engine shootouts. This design usually results in a lighter rotating assembly, as less counterweight is needed to balance the crankshaft. Although we have already covered the TiVCT system in our previous story, it allows both the intake and exhaust camshafts to change position independently of each other, allowing for maximum drivability and fuel efficiency without sacrificing low-end torque or top-end horsepower. The GT350 is a Gen II with a Gen III cylinder head on it. The Coyote was also put into the GT500. When you start building serious power with your Coyote engine, youll need to consider updating the fasteners. It has the biggest plenum and the longest runners.". They also offer a high-clearance oil pan (with pickup) and transmission mount provisions for a 4R70W or 6R80. small-block Ford in place of the weak Triumph six-cylinder. Several years later gave way to a three-valve 4.6-liter with variable cam timing followed by a four-valve double overhead cam (32 valves). Copyright 2022 Goodguys Rod & Custom, Inc. All Rights Reserved. TCI also offers an electronically controlled overdrive in the form of a 4L80E (also a GM unit). $288.99. Gen 1 Coyote 5.0L Mustang 2011-12 GT 412 hp @ 6,500 rpm 390 ft.-lbs. Exhaust Port Shape: Round. Vintage Air has answered all of these concerns with their Front Runner Coyote system. The unit includes an adapter flexplate with the GM converter bolt pattern. Take a look. First, they've got to deal with 37 years of raccoon poop, which is just part of bringing the Disgustang into the Roadkill fleet of project cars. With your new Coyote comes the need for a transmission that can handle the power. The brackets are modeled off their rock-solid 2011-plus Mustang system, but have been adapted to fit into more compact engine bays (such as a Fox-body Mustang). In many cases, Mustang engines have different firing orders than the F150 variants. Originally, TVR built some special-edition models with a 302c.i. In looking at the Coyote engine platform, it is important to give a nod of appreciation to the 4.6L Modular engine that replaced the original 302c.i. The Coyote engine is a powerhouse. In fact, there are three generations of Coyotes starting with the 420hp, 390 lb-ft model with its unique Twin Independent Variable Cam Timing (Ti-VCT). Widely considered to be one of the best flowing OEM heads to ever roll off an assembly line, making additional gains on the design is no small task, with a ton of R&D time being focused on the minute details to pick up performance. The next pass you go 10.50 and you're like 'what the hell happened?' This allowed for freer airflow with the larger valves. "We do different [cylinder head] port work for different combinations," explains Eichhorn. The Boss engine was a fortified version of the Coyote that gave the public a small taste of having a naturally aspirated road race engine. Though the TiVCT system is great for efficiency and drivability, in all-out race applications, it can become an unwanted variable. torque @ 4250 rpm; Gen 2 Coyote 5.0L F-150. The addition of direct injection and CMCV add complexity to the strategy, but each generation became more dependent on torque management, which has made aftermarket tuning tricky and complicated. The intake, designed for 2011-2015 Coyote engines, accepts a 90mm throttle body and accepts the factory fuel rails. If you're heads up racing I just tell them, let's lock [the camshafts] out, so you do not have to worry about making a flash in the pan one pass and then all of a sudden it's a dog going down the next pass.". Intake Valve Dia. Their kits come for bottom and top end, with the former including an oil drain plug gasket, water pump gasket, rubber oil pan gasket and a rear main seal. Intakes manifolds, camshafts, ECUs, and many other components differ between the truck and car versions. Instead, we are going to look at modifications needed to reach certain power levels, regardless of combination. Since low maintenance was a primary goal with this, a high-end race solution that requires periodic adjusting was not something that would have been desirable.. The bore spacing (100mm, 3.937-inches) and deck height (227mm, 8.937-inches) from the 4.6-liter were carried over to the Coyote, which unfortunately limited bore size, but made the engine easier to package. It's fact. Unfortunately in the performance world, there really is only one way to address these damaged areas, and that is to replace them, says Andy Ricketts, Livernois Shop Supervisor and Vehicle Ops Manager. AdButler.ads.push({handler: function(opt){ AdButler.register(171804, 435069, [300,100], 'placement_435069_'+opt.place, opt); }, opt: { place: plc435069++, keywords: abkw, domain: 'servedbyadbutler.com', click:'CLICK_MACRO_PLACEHOLDER' }}); var rnd = window.rnd || Math.floor(Math.random()*10e6); This simple bolt-on can provide enough airflow to support well over 1000hp! The crossmember has been notched and reinforced while the anti-sway bar has been moved to the front of the crossmember to make room for the 5.0L oil pan. According to Edelbrock, engine dyno testing resulted in 27 more ft-lbs of torque over a common aftermarket plastic upgrade intake manifold with an additional 16hp over a stock manifold. The Gen 2 cylinder heads features larger intake and exhaust valves (37mm intake/31mm exhaust for Gen 1, 37.3mm intake/31.8mm exhaust in Gen 2) and increased lobe lift on both the intake and exhaust camshafts (12mm int./exh. The Gen 2 intake manifold will fit Gen 1 engine. The Boss engine features Sinter-forged connecting rods, CNC-ported cylinder heads, and a Boss-specific short-runner intake manifold. Honestly we dont push Coyote guys to aftermarket cams for street use, unless they are willing to sacrifice some drivability.