Coyote - Ford Performance Parts

ELECTRONI
CALLY RE
FROM JUNE PRINTED
2013
Ford 5.0L
Coyote
EngineSwap
Guide
Build Your
First Hot Rod
Quick
+Easy
// Haul-Ass Projects from Factory Five
// Trad T Kit from Speedway Motors
25 Years!
Troy Trepanier’s
Raddest Rides
(In Troy’s Own Words…
With Lots of Good Dirt!)
How-To: Simple
Aluminum Casting
at Home Pg.116
Double-Pumper
Vs. Vacuum-Secondary
Carburetors Pg.144
Warren
Johnson
Cop-Car
Comparo
8-Second
Daily Driver
Indy-Powered
’66 Mustang
Wicked
Autocrosser
Marlan Davis
Marc Christ
[Coyote-engine/Fox-body hybrids are among the most popular retrofits. This 5.0L’s being dropped into an ’85 Mustang LX owned by Evan J. Smith,
editor of our sister publication Muscle Mustangs & Fast Fords. You can read all about the ongoing project in that mag’s print editions or online at
MuscleMustangFastFords.com. The ultimate goal is a superlight, road course–capable street car that should make 420–425 rwhp with Ford’s Boss
intake, long-tube headers, and a T56 trans.
Cole Quinnell and FRPP
Swapping the Coyote
Only Three Years Old, Ford’s 5.0L DOHC, TI-VCT Engines Have
Already Found Homes in Everything From Street Rods to
Muscle Cars. Here’s What it Takes to Get ’er Done.
Swapping the Coyote
hUnless you’ve been cast away
on a desert island, you’re aware
that Ford’s current performance
standard-bearer is the ’11-andlater Mustang TI-VCT (Twin
Independent, Variable Camshaft
Timing) 5.0L V8 that’s commonly called the Coyote. The
412hp engine is currently the
standard Mustang V8—no more
SOHC two- or three-valve base
motors. Before long, the new
5.0Ls will be all over the wrecking yards, but in the meantime,
Ford Racing Performance Parts
(FRPP) and savvy aftermarket
companies are already full speed
ahead. Not only does FRPP
offer a bunch of crate engines—
including supercharged and
high-output versions—but it
also has a range of add-on kits to
simplify retrofitment. And what
Ford doesn’t have, the aftermarket does—or soon will.
But hasn’t the modular-engine
architecture been around since
the mid-’90s? Yes, but the
new TI-VCTs have a bunch of
changes that collectively yield
significant differences from previous modular motors. Although
the bellhousing bolt pattern and
engine-mount pattern are still
the same, just about everything
else is different, not only in
physical attributes but also in the
electronics department. And it’s
the electronic-integration portion that’s often the most challenging part.
That hasn’t fazed early path-
What Interchanges?
Which previous-generation Ford Modular engine parts fit the new TI-VCT 5.0L “Coyote” engines?
Part Type
Will it Fit?
Bellhousing or bellhousing bolt pattern
Exhaust headers or manifolds
Flywheel or flexplate
Front accessory brackets/drives
Front cover
Intake manifolds
Motor mounts
Oil pans and pickups
Powertrain Control Module (PCM)
Throttle-bodies
Water pump
Yes
No
Maybe*
No
No
No
Yes
No
No
No
No
*Must be for 8-bolt (DOHC) crank; verify tone-ring clearance and crank offset.
finders, though. With the help
of these hardy pioneers as well
as official FRPP and other aftermarket sources, we present a
broad overview on the basics of
retrofitting the TI-VCT engine
How the Coyote Measures Up
737.9 MM
29.05 IN
Classic Ford V8s
481.4 MM
18.95 IN
These dimensions are for an average engine of the make and size listed.
Intake and exhaust manifold variations on the same engine in different
years can result in slight differences. The dimensions given are overall
dimensions, including air cleaners, oil filters, water pump, mechanical fan,
etc.; but not bellhousings. Lengths are average with a typical “long” water
pump; a short pump and serpentine-drive can save 1.5–2 inches. Modular
engine dimensions are as installed in a ’96 Mustang. For 5.0L TI-VCT
Coyote dimensions, see the drawings. Except as noted, data in inches or
fractions thereof.
Big-Block
221-255-26024
29 27½
289-302W
90° V8
(Windsor) Boss 302
24½ 29 28½
351W
25
29
29
335 Series 351C25½ 29¼ 29
(Cleveland) Boss 351
Modified 351M-400
26 29½ 29
332-352-360361-390-406- 27
32
29
FE
410-427-428
427 SOHC
32
34
30
429-460
27
34
29
385 Series
Boss 429
30
34
30
4.6L SOHC
* 26.9 28.6
Modular
4.6L DOHC
28.9 27.1 29.6
Weight
(lbs.)
Height
662.4 MM
26.08 IN
Length
356.1 MM
14.02 IN
Small-Block
360.5 MM
14.19 IN
Engine Family
Width
252.6 MM
9.94 IN
460
500
525
550
575
625
680
720
635
600
576
*28.0 inches without oil cooler; 29.0 inches with oil cooler.
[Get out your tape measure: Here are the official measurements for FRPP Ti VCT V8 crate
engines. Generally, the Coyote is wider but
shorter than most traditional V8 engines.
into older cars. Next month, we’ll
show some real-world examples
of cars with completed Coyote
swaps.
Physical
Fitness
The most daunting problem
with a Coyote swap is the
engine’s physical size. The massive cylinder-head width is an
obstacle to swaps into classic
Ford muscle cars with their highmounted shock towers, which
make for a narrow engine bay.
There’s virtually no chance of
squeezing a Coyote into a stock
early Falcon or ’65–’66 Mustang
engine bay, but it may be possible to notch the shock towers
on the later, wider cars, retaining
a basically stock front end but
with coilover shocks or struts.
But let’s face it: That old
suspension pretty much sucks,
even if it isn’t already worn
out. Everyone wants massive,
modern disc brakes, and the
old steering boxes are about as
slow as molasses. The best bet
is axing the entire front end for
an aftermarket subframe that
includes modern suspension,
brakes, and rack-and-pinion
steering. Heidts, Rod & Custom
Motorsports, Fatman Fabrication, Total Cost Involved (TCI
Engineering), Detroit Speed, and
others all sell high-shock-towerFord conversion clips that can
accommodate modular engines
with their factory oil pans.
Oil Pan
and Filter
625.2 MM
24.62 IN
121.1 MM
4.77 IN
Yes, that’s the other major
problem an entire replacement
Swapping the Coyote
front-end resolves: oil-pan sump
clearance. The ’60s cars all used
front-sump oil pans, and the
Coyote uses a rear-sump pan
that won’t clear old chassis. The
TI-VCT engine’s oil pan is different from—and won’t interchange with—earlier modular
motors because of front-cover
changes as well as the relocation
of the ignition’s tone ring (aka
the crank trigger wheel) from
the front to the rear of the crank.
If you need more oil control
than the stocker provides, FRPP
sells the factory Boss 302 oil pan
(M-6675-M508) with added
baffles, as well as a full-on race
pan (M-6675-M50BR) from its
Grand Am Racing program. You
also have a choice of aftermarket
pans from Canton, Champ, and
Moroso.
The stock oil filter sticks out
of the driver side of the block at
about a 45-degree angle and may
not clear all chassis. One option
is using a shorter, nonstock filter
with similar threads and characteristics. The standard Coyote’s
Motorcraft filter (FL500S) has
M22x1.5 metric threads and is
4.09 inches long with a 3-inch
od. There is an ACDelco filter
(PN PF48) used on many LSpowered GM cars and trucks
with otherwise similar dimensions, and it’s about ½-inch
shorter.
Not enough? FRPP sells a
modular-engine, 90-degree oilfilter adaptor (PN M-6880-M22)
that tucks the filter housing tight
against the side of the block
while accepting a larger-capacity
Motorcraft FL1A filter. If necessary to completely remotemount the filter, use FRPP’s oil
filter adapter (PN M-6881-M50)
that fits ’11–’13 5.0L 4V TI-VCT
aluminum block engines and is
machined with O-ring female
bosses for AN –10 fittings. If you
want an easy-to-install, sandwich-style, water-to-oil type of
cooler, FRPP’s PN M-6642-MB
was used OE on the ’12 Mustang
Boss 302.
Accessory
Drives
Out of the box, most FRPP
crate engines have only the
[Most swappers and many conversion front clips use ’96–’04 Mustang
Modular V8 sandwich-style engine mounts (such as Anchor PN 3002, passenger side, shown; or PN 3001, driver side). Less popular are ’05-and-up
mounts; with their wing-like design that extends about 9 inches, they’re
too wide for most muscle cars but could find a home on some old street
rod frames. Any modular V8 starter fits. FRPP’s Controls Pack kit includes
a relay and wiring for the starter, which can be controlled by the PCM or
conventionally.
Total Cost Involved
[A new front clip with a modern suspension and rack-and-pinion steering
are preferred for dropping Coyotes into old muscle cars. The crossmember
placement on Total Cost Involved Engineering’s rendition retains good
ground clearance yet still drops the ride height over stock. Note how the
stock TI-VCT rear-sump factory oil pan clears, yet sits level with the bottom of the crossmember.
F
C
D
E
A
B
C
[Driver-side view: Visible on this test stand at Total Performance are the
oil-pressure sender (A), oil-level sensor (B), Tremec five-speed bellhousing (C), stock shorty headers (D), and the oxygen sensor (E). There is an O2
sensor for each collector, and FRPP says their location is critical for proper
function. If the factory headers won’t fit, see the sidebar for sensor relocation guidelines. Location (F) is a good place to plumb in the sender for an
analog coolant temperature gauge (Coyote PCMs don’t use a traditional
coolant temperature sensor).
crank and water-pump pulleys
installed. The exception is the
just-announced Aluminator XS
engine (PN M-6007-A50XS),
which does come with an alternator. A Coyote engine’s front
accessory drives and mounting
brackets are different from those
on earlier modular motors. The
earlier stuff won’t fit because
the front cover is different—but
the new front accessory drive
may not play well in older cars.
The big hurdle: ’11-up Mustang
GTs have electric power steering, meaning the stock setup
lacks provisions for mounting a
hydraulic power-steering pump.
The good news is that the A/C
compressor is now on its own
belt and located low on the
engine’s right side. That makes
it easier to delete the A/C drive
provisions on a retrofit application, plus the vacated space
leaves a natural place to either
relocate the alternator from the
left side or to mount a hydraulic
power-steering pump. FRPP’s
Boss 302R 5.0L power-steering
pump bracket (PN M-8511M50BR) can be installed in place
of the OE A/C compressor and
mounts an ’05–’10 Mustang GT
power-steering pump. FRPP
also offers a Boss 302 alternator
kit (PN M-8600-M560BALT)
that includes the high-rpm Boss
302 alternator, higher-tension
belt-tensioner, larger pulley, the
correct-length belt, and mounting hardware. Turn Key Engines,
Vintage Air, KRC, and March
Performance offer complete
aftermarket accessory-drive
solutions.
Exhaust
Stock and FRPP 5.0L Coyotes
come with tubular headers, but
they’re designed for the latemodel Mustang and may not
fit earlier applications. Earlier
modular-engine exhausts—
whether for SOHC or DOHC
engines—won’t fit the TI-VCT
cylinder heads. For street rods,
FRPP offers cast manifolds (PN
M-9430-SR50) that are basically the same as the production TI-VCT 5.0L truck F-150
manifolds. Shorty headers are
available from JBA; although
Swapping the Coyote
listed for production Coyote
Mustangs, they may back-fit
into some earlier cars. Several
dedicated header configurations
for Ford Fox-body retrofits are
available from BBK and Kooks.
These will require either an
aftermarket front K-member
compatible with the Modular
motor and its engine mounts or
a ’96–’04 Ford Mustang SN95chassis, 4.6L Cobra crossmember that’s been modified to fit the
’78–’93 Fox-bodies. (Swapping
in the older 4.6L DOHC engine
into a Fox-body was covered in
the article “Ford 4.6L DOHC
Into Fox Body,” Aug. ’07; also
available online at HotRod.
com. Many of the tips are applicable to the Coyote motor as
well.)
Canton Racing Products
[Canton’s Coyote front-sump oil pan (PN 15-738) fits stock
muscle car–era Ford chassis (assuming you can get the
engine itself to clear the shock towers). The T-sump design
offers extra capacity yet provides good ground clearance for
lowered road-race applications. Use it with Canton’s matching pickup (PN 15-739).
Turn Key Engine Supply
[One solution for running a hydraulic powersteering pump and an alternator while still
retaining the A/C compressor is Turn Key Engines’s Road Runner drive system that mounts
a PSC power-steering pump, a Sanden SD7 A/C
compressor, and a FRPP or OE alternator. It even
works with FRPP’s supercharger kit.
C
A
Cooling
The cooling system is conventional (not reverse-flow), but the
inline, remote thermostat also
contains the coolant bypass (i.e.
inlet and outlet main hoses both
route through the thermostat,
not directly to the engine). The
coolant fill-cap must be the highest point in the system. If it isn’t
(as is the case on current Mustang production cars), a separate,
remote-mounted surge or supply
tank is mandatory to properly
purge the engine of air bubbles.
To allow purging air from the
right-hand cylinder head as well
as provide sufficient coolant
flow through that head when
not running a heater, the heater
supply and return hoses must be
spliced together, and a 5/16-inchdiameter restrictor needs to be
inserted into the hose assembly.
Ford’s installation instructions
contain a detailed layout. Electric
fans are mandatory because the
water pump has no provisions
for supporting a mechanical fan.
Electronics
Right now, virtually no one is
using a wrecking-yard setup,
for several reasons: The stock
vehicle antitheft system is hard
to defeat, the stock Powertrain
Control Module (PCM, aka
“the computer”) ties into other
systems not usually found on a
B
D
E
F
Doug’s Headers
[Doug’s Headers makes Coyote long-tube headers (PN
D6651, coated; D6651R, uncoated) that fit the Total Cost
Involved and similar classic Ford muscle-car conversion
front clips.
[FRPP’s Control Pack (PN M-6017-A504V)
makes it easy to wire in a retrofit 5.0L 4V TI-VCT
motor. Besides the harness, major parts include
the PCM (A), power-distribution module (B),
mandatory electronic pedal (C), O2 sensors (D),
airbox with MAF sensor (E), and inlet tube (F).
[Need to reflash? SCT handheld tuners can
download new custom tunes or allow end users
to perform their own mods. They can also connect
to a laptop running SCT software to allow modding just about any aspect of a Ford PCM. The
latest wrinkles are plug-in programming iTSX/
TSX Apps for tablets and smartphones, including
Androids, iPhones, and iPads.
SCT
retrofit application, and it’s hard
to deal with the stock returnless
fuel system. The problem-solver
here is FRPP’s Control Pack. As
Ford tuner, racing, and performance shop owner Justin Burcham of JPC Racing explains,
“We prefer the FRPP Control
Module solution. You could
salvage parts from a wrecking
yard, but it’s a lot of hassle, and
not worth the extra time or
money. The FRPP harness is a
plug-and-play with instructions.
Everything is clearly labeled and
easy to install.”
The $1,500 (give-or-take)
Control Pack utilizes a centralpower distribution box that
contains all relays needed for the
engine, A/C, and cooling-fan
controls. Besides simplified wiring hookup and all necessary
sensors, the kit includes a factory
PCM that’s calibrated for an
unmodified, naturally aspirated
5.0L Mustang with a manual
transmission, yet can still be
diagnosed or reprogrammed,
thanks to its standard OBD-II
diagnostic plug.
The retrofit harness will
convert the stock returnless fuelsupply system to a conventional
return style that’s much easier
to integrate in a custom applica-
Swapping the Coyote
If you change the airbox,
it changes the air/fuel
ratio—so you must
retune. The tract length is
important! — Paul Svinicki,
Paul’s High Performance
tion. However, use of the modern, drive-by-wire electronic
pedal is mandatory (it’s included
in the box). The good news is
you won’t need to worry about
throttle linkage; the bad news is
it may be necessary to fabricate
an adapter bracket to bolt the
pedal into an earlier car.
Required for correct operation
and also included in Ford’s kit is
an ’11–’13 Mustang airbox and
inlet assembly. Unfortunately,
the bulky unit is hard to package
in many retrofit applications. If
it won’t fit, and you need to fab
your own inlet solution, Ford’s
recommended length, curvature,
and cross-sectional recommendations must be followed or it
will throw off the MAF (mass
airflow) sensor, requiring PCM
recalibration. Aftermarket inlet
schemes will almost certainly
require recalibration as well.
Ditto for most engine mods, or
if using the higher-performance
Ford crate engines—either the
Boss 302 racing mill, the Alumintor XS, or the low-compession 5.0L crate mill intended for
use with a supercharger.
If it’s necessary to reprogram
the PCM to deal with performance mods, air-inlet duct
calibration, or driveability issues,
SCT Performance and Diablo­
Sport are two sources for reprogramming tuners and software.
One thing they still can’t do,
though, is defeat the production
TI-VCT engine PCM’s vehicle
antitheft system. The difficulty
Forte’s Parts
[The two most popular manual trannies being used are either the
T56/6060 six-speed or a Tremec five-speed TKO/3550 (shown). The latest T56 Magnums are rated at 700 lb-ft, compared with about 600 lb-ft
for the latest 3550s. The 3550 is a little slimmer and lighter, so it may be
an easier fit in old muscle cars. D&D, Fortes, Hurst Driveline, and Keisler
offer Tremec-based swap kits.
Performance Automatic
[A popular street automatic-trans solution is Performance Automatic’s
Street Smart 4R70W package, which includes its Smart Shift stand-alone
trans controller, a custom torque converter, a dipstick/filler tube, a trans
wiring harness, a block-plate, a compatible 5.0L TI-VCT flexplate, and all
necessary hardware. It’s good to 650 hp and has a lifetime warranty.
The FRPP crate engine is
the easiest way to go; that
way you know you have
everything you need.
—Justin Burcham, JPC Racing
is that bypassing the antitheft
protection on a late-model Ford
requires modifying the PCM’s
internal hardware; it’s not just
a software reflash! SCT is said
to be working on the problem
and may have a solution by the
time you read this. According
to SCT’s Jeff Johnson, “This will
require physical PCM disassembly, so when we’re ready to go on
this, you’ll have to mail the PCM
to us for modification.”
Outside the Ford sandbox,
stand-alone, Coyote-compatible
EFI systems are available from
FAST (better for primarily street
setups) or Big Stuff (probably
better for racing). Mainstream
EFI systems like these still won’t
support variable valve timing,
so the cams must be locked in
place. Retaining the engine’s
independent variable cam timing with an aftermarket EFI
controller requires a pricey
high-end system and advanced
programming know-how. Presently, AEM, DTA, MoTeC, and
Autronics are said to support
variable cam timing.
Drivetrain
Interface
[If you shop around, a new 412hp FRPP 5.0L 4V TI-VCT crate engine like
this can be yours for less than $6,200. Note that the engine has no accessories (just a crank and water-pump pulley) and no top cover. You’ll also
probably need to grab some of the fuel and coolant plumbing out of the
wrecking yard or fabricate your own.
Like all modular engines, the
5.0L is neutral-balanced. Also,
like previous DOHC Modular
family members, the 5.0L has
an eight-bolt crank flange—so
it will accept existing modular
eight-bolt flywheels and flexplates (but not six-bolt-crank
SOHC Modular motor parts).
Ford Racing 5.0L TI-VCT Crate Engine Lineup
Crate Engine Package Description
Part No.
Cr Crank
5.0L 4V TI-VCT 412HP Mustang Crate Engine (412 hp/390 lb-ft)
M-6007-M50 11.0:1
Coyote Sealed Racing Engine (NMRA Coyote Stock Class Spec motor)4 M-6007-M50S 11.0:1
5.0L DOHC Aluminator Crate Engine (naturally aspirated)
M-6007-A50NA 11.0:1
5.0L DOHC Aluminator Crate Engine (supercharged applications)5, 6 M-6007-A50SC 9.5:1
Forged
Forged
Forged
Forged
Oil Top
Price
Price³
Pan Cover¹ source²
Connecting Rods
Pistons
Forged I-beam
Forged I-beam
Forged Manley H-beam, ARP2000 bolts, Boss 302 rod bearings
Forged Manley H-beam, ARP2000 bolts, Boss 302 rod bearings
Hypereutectic
Hypereutectic
Mahle forged
Mahle forged
8 qt
8 qt
8 qt
8 qt
Forged
12 qt
5.0L TI-VCT 4V Boss 302S Engine Assembly5, 7
M-6007-M50BR 11.0:1
Forged
Upgraded sintered-forged I-beam
5.0L DOHC Aluminator XS Crate Engine (500-plus hp)5, 7
M-6007-A50XS 11.5:1
Forged
Forged Manley H-beam, ARP2000 bolts, Boss 302 rod bearings Mahle forged 12 qt
No
No
Yes
Yes
SRE
SRE
FRPD
FRPD
$6,119.95
$6,129.95
$8,050.00
$8,350.00
Yes
SRE
$13,249.00
(Note 9)
RYPP
$14,449.00
NOTES: ¹Engines with no top cover, use cover kit PN M-9680-M50. ²FRPD = Ford Racing Parts Direct; RYPP = Roush Yates Performance Parts; SRE = Summit Racing Equipment. ³Priced Feb. ’13 and subject to change; does not include any taxes or shipping
charges. 4For racing, no warranty; otherwise identical to M-6007-M50. 5Custom PCM tuning required for optimum performance. 6Does not include supercharger; supercharger kits sold seperately. 7Includes CNC-ported heads with sodium-filled valves and
high-rpm, short-runner intake. 8Includes fully-ported Boss heads, high-perf cams, and alternator. 9Not applicable: This engine assembly includes a short-runner Cobra Jet intake manifold.
Swapping the Coyote
If the Stock Airbox Won’t Fit
FRPP says the air cleaner assembly (aka “airbox”) with its integral
mass airflow (MAF) sensor must be used as received or it will screw
up the PCM calibration. Unfortunately, it doesn’t package well in
many retrofit installs. If you need to modify the supplied airbox or
fab your own inlet system, Ford offers the following guidelines for
proper MAF-sensor location. Even if the PCM still needs recalibration, adhering to these recommendations should result in optimum
system performance.
If the Engine Stalls
Under Deceleration
•• Locate the MAF sensor on a straight length of tubing. If that’s
not practical, install the sensor on the tube’s outside radius so
it’s located in the higher flow-velocity area.
•• The MAF-sensor tube should have the same cross-sectional area
as the original induction system.
•• Minimize flow-direction changes and maintain smooth tubing to
minimize airflow disturbance and turbulence.
•• Install the sensor upstream of the throttle-body—no closer than
6–8 inches to prevent pulsation and no further than 24 inches to
prevent rich/lean transient spikes.
•• The sensor should be installed downstream of the air filter and
upstream of the PCV hose inlet connection. The ideal sensor
location is three diameters upstream of the PCV inlet.
•• Minimize the chance of condensation coming into contact with
the MAF-sensor element by installing the sensor in the upper
half of the tube’s cross-sectional area, equal to or above the
9- and 3-o’clock positions on an old-school, round clock face
tangent to the tube’s cross-section.
Some sources maintain that
the Coyote’s crank offset out
the back of the block is 4mm
(0.167-inch) greater than previous modular engines to accommodate the rear-mounted tone
wheel, but early adapters have
not reported any interchange
issues with existing manualtransmission hardware; there
seems to be enough leeway in
the clutch linkage to accommodate the slight difference. On an
automatic, there’s a chance that
the greater offset could result in
the converter bottoming against
the front pump, causing possible trans or converter damage.
FRPP’s M-6373-A engine plate
will usually add just enough
extra clearance if this is encountered. Such plates can also help
to correct starter tooth-engagement problems.
Although it’s possible to use
the automatic transmissions
that come stock behind a 5.0L,
at this point it would require an
auto-trans-compatible production PCM and a takeout harness.
That’s because the FRPP’s controller and wire harness designed
for a manual transmission won’t
support an automatic trans that
would otherwise interface with
the engine PCM and for which
no separate aftermarket standalone control unit is offered. SCT
programmers support six-speed
automatic recalibration on stock
production PCMs, but with a
retrofit, there’s still that pesky
antitheft-defeat issue.
For the moment, that
leaves older automatics as
the only practical choice. The
popular conversions so far
have been either beefed-up
C4 three-speeds or the AOD/
AODE/4R70W four-speed family. Performance Automatic’s
old-school C4 trans kits range
from a mild, street rod–level
package to full-race, drag-only
packages capable of supporting
up to 1,000 hp.
As for manual transmissions,
forget about a T5—it’s just not
strong enough. The general
preference for retrofits is either
Ford-style Tremec heavy-duty
five-speed transmissions (such
as the TKO, TR-3550, and other
family members) or Tremec
[Here’s how to wire in the FRPP Speed-Dial to serve as a VSS
patch device on its conversion PCM. Two of the four wires from
the Speed-Dial need to be added to the PCM’s current “Key-C”
50-way connector at currently unused terminals 14 and 38, as
shown.
[As used to just cure the deceleration issue, the Ford Speed Dial
doesn’t care about what the VSS switch’s pulse/mile sampling
rate is—so just set all the dip-switch dials to “1.”
A small number of early adopters using the Ford conversion harness kit have experienced an engine-stall condition during or
immediately after hard deceleration. There are at least two workarounds for this problem. Just like a standard Ford production PCM,
FRPP’s retrofit unit includes full support for a VSS (vehicle speed
sensor), but the wires are not included in the retrofit harness. A VSS
lets the PCM sense that the vehicle is moving (or not). Most modern transmissions (including popular aftermarket replacements)
have VSS sensor provisions. FRPP’s provisional workaround is
adapting its existing Speed-Dial unit (PN M-4209ADPT-AC) that’s
officially listed in the catalog as an electronic-speedometer recalibration tool, but it now serves as a hardware patch for interfacing a
VSS to FRPP’s PCM.
The other solution is a custom software download from JMS
Chip and Performance, an authorized SCT distributor and custom
tuner. It’s available for purchase and download for those who own
SCT’s tuning devices. The entirely software-based solution is said
to eliminate the stalling condition without the need to add a VSS
or a piggyback device.
Swapping the Coyote
T56/6060-family six-speed
transmissions. To bolt aftermarket-style, retrofit Ford-style T56
transmissions like those offered
by FRPP and aftermarket transmission shops into a modular
motor (including the 5.0L),
use Quicktime bellhousing PN
RM-8080. To bolt up Tremec
heavy-duty five-speed transmissions, use FRPP bellhousing PN
M-6392-M46 and starter index
plate M-7007-A. These bellhousings are really designed for olderstyle mechanical or cable-clutch
linkage, but if you don’t want to
mess with mechanical linkage,
McLeod offers bolt-on or slip-on
hydraulic clutch release bearings
that can be used with conventional bellhousings. If you need
a solution for other, even nonFord, manual transmissions,
Quicktime offers many weird
adaption bellhousings. There’s
also McLeod’s unique modular
bellhousing system that can be
stacked together to accommodate just about any manual trans.
What’s It
Gonna Cost?
It’s amazing that there’s already
so much support for the TIVCT engines, but let’s not kid
ourselves—late-model, hightech performance doesn’t come
cheap. As Kurgan Motorsports’
Wade McGowan explains,“Ford
Racing really hit the nail on
the head with their support for
swapping these engines. The
downside right now is cost. With
the engine and all the other stuff
you’re going to need, you will
probably have $12,000–$14,000
in the car. Right now, wrecking
yard pricing is still close to the
new price.” This assumes starting with one of the lower-priced
crate engines, then doing most
of the work yourself. Farming
the whole job out, plus adding
a whole new front end, suspension, braking, and steering system, could push the cost into the
$20,000 range. Still, you’ve got to
climb up on the horse sometime,
and those hardy pioneers are
breaking the ice for the not-toodistant day when engines will
become more plentiful in the
wrecking yard. Next month,
we’ll turn theory into reality, as
we take a look at actual swaps in
a variety of early- and late-model
vehicles. HOT ROD
If the Oxygen Sensors
Must be Moved
FRPP’s engine harness
and controls package
supplies two wide-band
oxygen sensors that are
designed to mount in
the stock ’10–’11 Mustang GT locations. If the
factory headers don’t
fit your old chassis, the
relative sensor position
may need to change
on any new exhaust. If
that’s the case, position
each sensor so it can
sample from all four
cylinders on one bank
(for example, in the
header collector). Ford also frowns on altering sensor wire lengths,
claiming that such alterations can degrade sensor function. If the
headers won’t permit sampling all four cylinders without harness
mods, Ford says the least harmful alternative is locating the sensors to sample one cylinder per bank: “The cylinders that have on
average the closest air/fuel ratio to the bank average are cylinder
No. 4 on Bank 1 and cylinder No. 7 on Bank 2; the next best choices
are No. 3 and No. 8.”
You must be able to fabricate. If you are the guy who
goes to the wrecking yard and grabs stuff, you must be
more than an average car builder. It isn’t like grabbing a
302, hooking up a couple of wires, and away you go.
— Brian Thomson, TA Engines
Contacts
ACDelco World Headquarters;
Grand Blanc, MI; 800.ACDelco;
ACDelco.com
Kurgan Motorsports
LLC; Braselton, GA; 815.669.7223;
KurganMotorsports.com
AEM Electronics Inc.; Hawthorne,
CA; 310.484.2322; AEMelectronics.com
March Performance Inc.;
Naples, FL; 888.729.9070; MarchPerf.com
Anchor Industries Inc.; Cleveland,
OH; 800.444.4616 or 440.473.1414;
Anchor-Online.com
McLeod Racing; Placentia, CA;
714.630.2764 (general) or 714.630.3668
(tech); McLeodRacing.com
Autronic Fuel Injection; Australia;
+614.0791.7269; Autronic.com.au
Moroso Performance Products
Inc.; Guilford, CT; 203.458.0542 (general)
or 203.458.0546 (tech); Moroso.com
BBK Performance Inc.; Temecula,
CA; 951.296.1771; BBKperformance.com
BigStuff3; Hartland, MI;
248.887.5636; BigStuff3.com
Canton Racing Products;
N. Branford, CT; 203.481.9460
(sales) or 203.481.9943 (tech);
CantonRacingProducts.com
MoTeC Systems USA West;
Huntington Beach, CA; 714.897.6804;
MoTeC.com
Motorcraft; FordParts.com
Paul’s High Performance;
Jackson, MI; 517.764.7661; PaulsHP.com
Champ Pans by JR Mfg. Inc.; Eau
Claire, WI; 715.834.7748; ChampPans.com
Performance Automatic;
Frederick, MD; 240.439.4650;
PerformanceAutomatic.com
D&D Performance; Wixom, MI;
248.735.6220; DDperformance.com
PSC Motorsports; Ft. Worth, TX;
817.270.0102; PSCmotorsports.com
DiabloSport Inc.; Delray Beach, FL;
561.908.0041 (sales) or 561.908.0040
(tech); DiabloSport.com
Quick Time By Lakewood—
Prestolite Performance;
Cleveland, OH; 216.688.8300;
LakewoodIndustries.com
Doug’s Headers—JBA
Performance Exhaust,
(PerTronix Performance
Brands); San Dimas, CA; 909.599.5955;
PerTronix.com
F.A.S.T. (Fuel Air Spark
Technology); Memphis, TN;
877.334.8355 or 901.260.3278;
FuelAirSpark.com
Ford Racing Parts Direct,
a Subsidiary of Autocars/
Speedshop Direct; Atascadero, CA;
877.SPEED.BY; FordRacingPartsDirect.com
Ford Racing Performance Parts
(FRPP); Dearborn, MI; 800.FORD788 or
313.621.0771; FordRacingParts.com
Forte’s Parts Connection Inc.;
Framingham, MA; 508.875.0016;
FortesParts.com
Heidts Hot Rod Shop; Wauconda, IL;
800.841.8188; www.Heidts.com
Hurst Driveline Conversions;
W. Sacramento, CA; 707.535.3030
(general) or 760.859.6635 (tech);
Hurst-Drivelines.com
JMS Chip & Performance;
Lucedale, MS; 601.766.9427; JMSchip.com
Justin’s Performance Center
(JPC); Millersville, MD; 866.JPC.RACE;
JPCracing.com
Keisler Engineering Inc.;
Rockford, TN; 888.609.0094 or
805.609.8187; KeislerAuto.com
Kooks Custom Headers;
Statesville, NC; 866.586.KOOK;
KooksCustomHeaders.com
KRC Power Steering; Kennesaw, GA;
800.451.1074 or 770.422.5135;
KRCpower.com
Rod & Custom Motorsports;
Florence, SC; 800.525.0091 (orders) or
843.629.1273 (tech); RCMotorsports.com
Roush Yates Performance
Parts; Mooresville, NC; 877.604.8077
or 704.662.6982; RoushYatesParts.com
Sanden International (USA) Inc.; Wylie, TX;
972.442.8400; Sanden.com
SCT Performance LLC;
Sanford, FL; 407.774.2447; SCTflash.com
Summit Racing Equipment;
Akron, OH; 800.230.3030 (orders) or
330.630.0240 (tech); SummitRacing.com
TA Engines (Thomson
Automotive); Wixom, MI;
248.349.0044; ThomsonAutomotive.com
Total Cost Involved Engineering
Inc. (TCIE); Ontario, CA; 800.984.6259
(sales) or 855.693.1259 (tech);
TotalCostInvolved.com
Total Performance;
Clinton Twp., MI; 586.468.FORD;
email: [email protected]
TPG Products, U.S. Distributor
For DTAFast; Ft. Lauderdale, FL;
954.448.6258; TPGproducts.com
Transmission Technologies
Corp. (TTC/Tremec); Plymouth,
MI; 800.401.9866 or 734.456.3770;
TTCautomotive.com
Turn Key Engine Supply;
Oceanside, CA; 760.941.2741;
TurnKeyEngineSupply.com
Vintage Air Inc.; San Antonio, TX;
800.862.6658 or 210.654.7171;
VintageAir.com
Posted with permission from the June 2013 issue of Hot Rod ® www.hotrod.com. Copyright 2013, Source Interlink Media, Inc. All rights reserved.
For more information on the use of this content, contact Wright’s Media at 877-652-5295.
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