NeoTokyo

Whelp I am back. I took a short break because we sold the Z, then it swapped hands three more times only to come back to us with a blown motor and torn apart. Pure luck let us find her again, Love for this Z will bring her back to life. I guess I propelled a lot of this "Coyote Madness" in the beginning so I should try to at least do this swap. If I can get ahold of a crate motor I will of course make a detailed YouTube 1080p documentary with a Canon 5DII for high quality 1080p eps on how it was done and how everyone else can do it. I am going to try my best to hunt down a Boss302 engine with harness and controller but I don't know if Ford will sell one yet. With its 440hp rating, CNC'ed heads, lighter-stronger valve-train, sodium filled exhaust valves and stronger forged rods/pistons this would be a great match for a Z and tuning. Lest we not forget the more aggressive cams, tuning and short runner intake to take advantage of the CNC heads new flow. The electric power steering might be interesting to incorporate into this build as the Coyote, Boss or Not has NO prevision for a power steering pump. The 6spds hydraulic clutch ought to be a cinch to hook up to the factory Z hydraulic system with minor modifications and hardware. PST is my company of choice for carbon fiber drive shafts and that's who I will go through for the custom unit that I will need. If I can get my hands on this engine I will have Evo Perf help me with the LT's and full 3" exhaust, C&L for the CAI (Custom thanks to the Boss's new intake) and Jon Lund for tuning. Pretty much the big players in the Coyote's release. I will also try to get ahold of FRPP's roots SC for the Coyote as a coup de grâce finish to this build. Of course Suspension and brakes will be along the usual Z variety. Right now the biggest hurtle that I have to jump is getting this motor and finding more funding. Lets see what I can do. -Eric-

Abaco makes an awesome, tunable MAF. http://www.abacoperformance.com/products.htm

Well what about the 6.2L SOHC that will be in the 2011 F150 Raptor? Even the 5.4L can be sleeved and stroked to 6.0L. Granted these are wider engines, and heavier with Cast Iron blocks (aside from Aluminum 5.4L blocks) these are still great performers and are on par with most LSx engines. Now I cant say that the High CR 5.0L can take instant boost, infact I highly doubt it can take more than 4-6psi on 91oc but that has been the current trend since about 1993. Boost has varied in GT's along the years based on many variables from fuel used to stock compression. In the 94/95 GT there are people running around with Kenne Bell Blowzilla's pushing 8-10-14psi on stock internals. Pistons have been a weak link in the GT's (Among powdered cracked cap rods) since 1993. Cobra's of course get better parts. This isnt gospel as there are many exceptions in building boost on a stock engine. Octane is also a limiting factor, E85 is becoming very popular as it is 105oc and has a nice cooling affect. It does however have a downside in that it takes 40-50% more fuel to make the same power. You also need an updated system that wont be harmed by this fuel. The last 5.0L's to be used experianced core shift at 500+rwhp and started to fail, so many times it wasnt the internals that failed but the block itself. So you are right in that we just wont know how good this new engine is till people get their hot little hands on it and start pushing it to its limits. Matching this engine with forged rods and forged lower CR forged pistons will make a boost beast!

I read some good news today; Ford HAS used pressed in Cast Iron liners in the new 5.0L Coyote. This info is from a Ford Press release. For me this is great because now we can bore this engine when we stroke it. We can also sleeve it now too; before when I read that it was a sprayed in liner that left some doubt to as how much meat there was in the sleeves. If there was a sufficient amount of material it could have been sleeve, but no need to worry about that now.

Well 281ci is rather low but they do very well none the less. The new 5.0L engine is a step in the right direction. The 330ci 5.4L is the next best thing, but it is very expensive to get an aluminum version of this engine, the Ford GT (SuperCar) being the absolute best version of this engine. This is also a larger engine and I dont know how well it would swap into any Z car. Now for next year (2011) an all new 6.2L will be offered in the SVT Raptor F-150 that is said to offer at least 500hp. It will be an SOHC design but if this is a mod engine (And it is) You will be able to slap a set of Ford GT or GT500 heads on it and have the largest DOHC Ford Mod motor around. You will of course need a custom intake for this or just Supercharge it, but I am betting that the CR is going to be pretty high on it. I am also betting that the 6.2L is going to be a Cast Iron block instead of an Aluminum design, but I really hope and wish that it will be aluminum. Ford is catching us with the cube race, but they are also showing that they dont need to be the biggest as far as engines go to make similar or more horsepower. As long as we dont see some really bad stuff going down Dec. 21st 2012 I think we will end up seeing a 6.2L in a GT500 by at least 2014.

True but the Mark VIII block is the same as the 96-98 Cobra block, the 96-98 Cobra block also carries an 8 bolt forged steel crankshaft where the Mark VIII is a nodular iron 6 bolt crankshaft. These block when prepped correctly can sustain over 1200hp, but thats the catch, you need to prep and build the block correctly. This block is also 5lbs heavier than 99-04 aluminum DOHC blocks which is why it is so much stronger. The thing with Ford aluminum 4.6L's is that they need to be built on a jig fully dressed otherwise clearances change. SHM discovered this in their pursuit for perfection when building this engine. Its best to leave them in stock form if you buy a crate motor or low mile motor if you are on a budget or dont plan on going higher than what pump gas can sustain. Even the 10.65:1 CR 03/04 Mach 1 can be low boosted via either Roots SC's, Snail SC, or TT and make about 500rwhp with proper tuning. Of course this is with full bolt ons. It is best to use SNOW PERFORMANCE products when using forced induction. Even better is to run E85 as it is 105 octane. You will however use about 40% more fuel to reach the same power numbers though but you will have a detonation free (If tuned correctly) High power engine.

Where did they get 30" from for the DOHC 4.6L? Its 26 5/8" from edge of valve cover to edge of valve cover. Sulivan Performance has the specs there (Big name with Mod Motors) and I have an 03/04 Mach 1 Crate motor sitting in the garage (DOHC 4.6L) The VH45DE is just a little wider, just over 26 3/4"

You could just buy one of those custom fab kits that you press together and then send in the finished version to the header company of your choice to have them custom make it for you. Its expensive but it works.

The ECU will be just fine, you can also get the wiring harness, pigtail behind dash harness to the ECU and ECU from a 96+ Explorer 5.0 and modify it to work with your 5.0L and thats it. Now you are running a safe and easily tunable OBDII ECU instead of the 94/95 OBDI. Thats not to say the 94/95 OBDI ECU is bad, its just not tunable with a hand held tuner like a SCT or Diablo unit.

True true, 2 cams are much easier to pay for than 4 not to mention if you want to upgrade the entire valve train from Jesel rockers to valves and springs, 16 is a lot easier to pay for than 24 or 32 Head porting also is much cheaper in many cases with the 2V and 3V SOHC heads than it is with the 4V DOHC heads. Thats about where the cost differences end, the shortblock is fairly identical between the three with only minor changes such as valve reliefs in the pistons, timining components and so on.

Nah, John its ok, similar posts happen. Extra imput is always good and a forum wouldnt be a forum without people posting. The Coyote is an exciting new engine and its on most of our minds

Por-15 ftw

Does anyone have any pictures of mounts for a Z32 of any non VG30? I would like to keep a photobank of different mounts.

Does anyone have any pictures of mounts for a Z32 of any non VG30? I would like to keep a photobank of different mounts.

Idle Air control seems like, clean it out and see if it helps as it can cake up pretty badly. Make sure to get a new gasket for it. It can also just fail so you may need a new one. Also use some MAF cleaner and clean the MAS. Do your reg maint on it from plugs to fuel filters, its good practice anyways just to do it all at one time. Good luck. -Eric-

Joey; about an aluminum block PI or 3V build, yes it would be slightly lighter than a Iron block DOHC 4.6L. But I dont think any of us here would ever even think about going with an Iron block DOHC 4.6L unless it were the 03/04 Cobra.

Kiwi: the simple and cheap way to use a Coyote in a non 2011' is to run a 99-01 Cobra or 03/04 Mach 1 wiring harness and ECU. I dont say 96-98 Cobra because it uses older EV1 fuel injector plugs where the 99+ is EV6 which is what the S197 uses BUT some EV6 plugs have different interlocks on them and wont fit so you may still need to replace them. The 96-98 also uses Coil packs instead of coil on plug and has slightly different wiring not to mention IMRC's. Its best just not to mess with this year range of wiring harnesses. The wiring harness will need some modification but nothing that the average person couldnt do. Now you will of course need the harness from the 2011' so that you can cut off the plugs and wiring that you will need to modify the earlier Mustang and Cobra wiring harness. Easy stuff!

Joey: If you read back in my post or any of the Ford Press releases you will find that the engine is a 430lb Aluminum Block, aluminum head DOHC (4 cam) 5.0L Thats 430lbs Fully dressed with wiring harness, mounts and headers. I should mention that this figure is possibly high as this engine is suppose to be lighter than other Mustang DOHC 4.6L's. Thats lighter than the Iron block SOHC's that have been in the Mustang since 1996, its also lighter than a fully dressed LS1. There has been NO Iron block DOHC 4.6L that has ever been in a Production Mustang (Except the 03/04 Cobra,) not in 1996 and not in 2004 when the last DOHC 4.6L was in the Mustang (Mach 1.) The ONLY Exception being the 03/04 Cobra with its cast iron block to add strength because of its supercharged build. In 2005 the Mustang GT went over to the 3V SOHC iron block aluminum head buid. The GT500 is a 5.4L with an Iron block and aluminum 4V heads. The Coyote will feature a Forged steel crankshaft, powder formed rods, Hyp Aluminum pistons and a beefed up Aluminum block with sprayed in Iron cylinder sleeves. The new 4V head design on the Coyote will use hallow cams, smaller springs, smaller rockers and other new lighter parts to help bring the weight of these engines down. Now back to the weight of 430lbs for the Coyote, you may ask; "How is this engine suppose to be lighter than other DOHC all aluminum 4.6L engines if the 96-98 is 425lbs and the 99-01 and 03-04 430lbs?" Well the only answer I can give is that Ford is sandbagging the weight value and that has been the only weight value that I have heard of. So expect it to be at least 10lbs lighter. Hope I could help sort a few things out. Like I have said on other forums; These are exciting times with great new technologies!

I am a Z32 guy, if the slightly wider Q45 engine fits then the Ford DOHC 4.6L will fit. Joey did you not read any of the facts that I posted? The PI motor is 75lbs more than the DOHC versions. Also the only electronics that you would have to worry about with the Coyote is the wireless TB in which you would just swap it out for a standard cable version and use the wiring harness from a 99+ DOHC mod motor and modify where you need to. There may be knock sensors like in the 2010 GT500 but we dont know yet, you can also take those out of the tune if using a Cobra or Mach 1 ECU. Its not hard at all and by far not a waste of a 4V.

I found the bore and stroke of the Coyote on Fords media site. Bore 3.63 in x Stroke 3.65 in If this thing has clearance enough for the 3.75 stroker crank we are talking about a 5.1L 310ci engine instead of the stock 5.0L 302ci, not very much and not really worth it seeing that the stock crank is forged. Now Saleen has a 3.80" stroker crank which puts the displacement up to 314ci and 5.1ci. On this note, the Saleen 3.80" Forged Steel Crank is a great upgrade if you choose to swap out those powdered rods and hyp cast aluminum pistons for a set of Forged rods and forged aluminum pistons. You get a rock solid shortblock with 12ci more. Now if the cylinder sleeves are not sprayed in and can be bored over a little this is what you get. 0.020" over with 3.8" Stroke: 318ci 5.2L 0.030" over with 3.8" Stroke: 320ci 5.2L Now if we can sleeve these like other aluminum 4.6L blocks then this is what we get with Dartons 3.70 sleeves. 3.700" Bore with 3.8" Stroke: 327ci 5.3L 3.725" Bore with 3.8" Stroke: 331ci 5.4L (This sleeve does not exist as it doesnt work with the old 4.6L blocks, but who knows with this new one.) Now the 5.3L 327ci stroker sleeved block might be worth it to guys looking for big power but the cost is about $200 a hole and the Saleen unit is well priced running around $500-800. The Saleen 3.80" Stroker crank is a forged steel Crankshaft made by the same people that made the 03/04 Cobra crankshaft, Kellogg. With 412hp that means this engine is making 1.364hp per cube, so 25 more cubes would mean 34hp more in stock trim (more or less,) but with power adders that figure grows, but being that we are already at 11:1 CR The only streetable option is nitrous. With full bolt ons and tuning I could see this engine making around 500bhp as a 327ci N/A stroker. Now remember, a 5.3L version all just fun and speculation, we will have to see more info about this motor and wait for people to start playing with it before we know for sure.

Even though this engine has smaller more compact heads than other 4V mod motors it still ships at 430lbs (Where my 03/04 Mach 1 DOHC 4.6L shipped at 425lbs.) I dont know what the bore or stroke is yet but there is more material there to make the engine a little heavier. Stock my 4.6L is a 3.552" bore and a 3.54" stroke. Where a 3.75" stroke with a 3.572" bore brings her up to 5.0L which is a common stroker kit for the 4.6L.

Ford released more pictures and official info today, here is the MuscleMustangs site. http://www.musclemustangfastfords.com/features/mmfp_1004_2011_ford_mustang_5_liter_engine/index.html Some photos from inside. And as you can see here it seems like the new 5.0L mod block has a narrower build, that timing chain cover cant be as big as other 4.6L DOHC's!

Of course that is always a good byproduct of a turbo system but I dont think that GT500 buyers will care too much about that. Ford is trying to be more green though while making more power and so far the ecoboost and Duratec 3.7L look good. The Coyote will even be more green than the ol 3V.

I was also just searching around and I found that the Q45 engine (26.771") is almost the same size as the DOHC 4.6L (26.625") infact it is slightly larger. There have been a few people that have done the Q45 swap which means that we will have no problems with DOHC 4.6L or Coyote swaps.

It makes wonderful sense that Ford would move to twin turbo's. Turbo's dont have a parasitic loss like superchargers, though the trade off is that you dont have the instant torque that a nice positive displacement roots supercharger offers. There are tons of other trade offs to a TT vs SC vs Comp systems. It would be really nice if Ford offered both setups and even a compound boost setup where the twins feed the Eaton TVS blower.