Hot Rod Coyote Swap Guide Reprint July 2013

8102019 Hot Rod Coyote Swap Guide Reprint July 2013

httpslidepdfcomreaderfullhot-rod-coyote-swap-guide-reprint-july-2013 18



oyote-engineFox-body hybrids are among the most popular retrofits This 50Lrsquos being dropped into an rsquo85 Mustang LX owned by Evan JSmithitor of our sister publication Muscle Mustangs amp Fast Fords You can read all about the ongoing project in that magrsquos print editions or online at

uscleMustangFastFordscomThe ultimate goal is a superlightroad coursendashcapable street car that should make 420ndash425 rwhp with Fordrsquos Bosstakelong-tube headers and a T56 trans

Marc Christ

SWAPPING THE COYOTEOnly Three Years Old Fordrsquos 50L DOHC TI-VCT Engines Have

Already Found Homes in Everything From Street Rods toMuscle Cars Herersquos What it Takes to Get rsquoer Done

Marlan Davis Cole Quinnell and FRPP



hUnless yoursquove been cast awayon a desert island yoursquore awarethat Fordrsquos current performancestandard-bearer is the rsquo11-and-later Mustang TI-VCT (TwinIndependent Variable Camshaft

Timing) 50L V8 thatrsquos com-monly called the Coyote The412hp engine is currently thestandard Mustang V8mdashno moreSOHC two- or three-valve basemotors Before long the new50Ls will be all over the wreck-ing yards but in the meantimeFord Racing Performance Parts(FRPP) and savvy aftermarketcompanies are already full speedahead Not only does FRPPoffer a bunch of crate enginesmdashincluding supercharged and

high-output versionsmdashbut it

also has a range of add-on kits tosimplify retrofitment And whatFord doesnrsquot have the aftermar-ket doesmdashor soon will

But hasnrsquot the modular-enginearchitecture been around since

the mid-rsquo90s Yes but thenew TI-VCTs have a bunch ofchanges that collectively yieldsignificant differences from pre-

vious modular motors Althoughthe bellhousing bolt pattern andengine-mount pattern are stillthe same just about everythingelse is different not only inphysical attributes but also in theelectronics department And itrsquosthe electronic-integration por-tion thatrsquos often the most chal-lenging part

That hasnrsquot fazed early path-

SWAPPING THE COYOTE

WHAT INTERCHANGESWhich previous-generation Ford Modular engine parts fit the new TI-VCT 50L ldquoCoyoterdquo engines

PART TYPE WILL IT FITBellhousing or bellhousing bolt pattern Yes

Exhaust headers or manifolds No

Flywheel or flexplate Maybe

Front accessory bracketsdrives No

Front cover No

Intake manifolds No

Motor mounts Yes

Oil pans and pickups No

Powertrain Control Module (PCM) No

Throttle-bodies No

Water pump No

Must be for 8-bolt (DOHC) crank verify tone-ring clearance and crank offset

finders though With the helpof these hardy pioneers as wellas official FRPP and other after-market sources we present abroad overview on the basics of

retrofitting the TI-VCT engine

into older cars Next month wersquollshow some real-world examplesof cars with completed Coyoteswaps

PHYSICALFITNESSThe most daunting problemwith a Coyote swap is theenginersquos physical size The mas-sive cylinder-head width is anobstacle to swaps into classicFord muscle cars with their high-mounted shock towers whichmake for a narrow engine bayTherersquos virtually no chance ofsqueezing a Coyote into a stockearly Falcon or rsquo65ndashrsquo66 Mustang

engine bay but it may be pos-sible to notch the shock towerson the later wider cars retaininga basically stock front end butwith coilover shocks or struts

But letrsquos face it That oldsuspension pretty much suckseven if it isnrsquot already wornout Everyone wants massivemodern disc brakes and theold steering boxes are about asslow as molasses The best betis axing the entire front end foran aftermarket subframe thatincludes modern suspensionbrakes and rack-and-pinionsteering Heidts Rod amp CustomMotorsports Fatman Fabrica-tion Total Cost Involved (TCIEngineering) Detroit Speed andothers all sell high-shock-tower-Ford conversion clips that canaccommodate modular engineswith their factory oil pans

OIL PAN

AND FILTERYes thatrsquos the other majorproblem an entire replacement

HOW THE COYOTE MEASURES UP

CLASSIC FORD V8sThese dimensions are for an average engine of the make and size listedIntake and exhaust manifold variations on the same engine in differentyears can result in slight differences The dimensions given are overalldimensions including air cleaners oil filters water pump mechanical fan

etc but not bellhousings Lengths are average with a typical ldquolongrdquo waterpump a short pump and serpentine-drive can save 15ndash2 inches Modularengine dimensions are as installed in a rsquo96 Mustang For 50L TI-VCTCoyote dimensions see the drawings Except as noted data in inches orfractions thereof

ENGINE FAMILY

W I D T H

L E N G T H

H E I G H T

W E I G H T

( L B S )

S M A L L - B L O C K

90deg V8

(WINDSOR)

221-255-260-289-302W

24 29 27frac12 460

Boss 302 24frac12 29 28frac12 500

351W 25 29 29 525

335 SERIES

(CLEVELAND)

351C-Boss 351

25frac12 29frac14 29 550

MODIFIED 351M-400 26 29frac12 29 575

B I G - B L O C K

FE

332-352-360-

361-390-406-410-427-428 27 32 29 625

427 SOHC 32 34 30 680

385 SERIES429-460 27 34 29 720

Boss 429 30 34 30 635

MODULAR46L SOHC 269 286 600

46L DOHC 289 271 296 576

280 inches without oil cooler 290 inches with oil cooler

[Get out your tape measure Here are the of-ficial measurements for FRPP Ti VCT V8 crateengines Generally the Coyote is wider butshorter than most traditional V8 engines

7379 MM2905 IN

4814 MM1895 IN

2526 MM994 IN

3561 MM1402 IN

3605 MM1419 IN

6624 MM2608 IN

1211 MM477 IN

6252 MM2462 IN



front-end resolves oil-pan sumpclearance The rsquo60s cars all usedfront-sump oil pans and theCoyote uses a rear-sump panthat wonrsquot clear old chassis TheTI-VCT enginersquos oil pan is dif-

ferent frommdashand wonrsquot inter-change withmdashearlier modularmotors because of front-coverchanges as well as the relocationof the ignitionrsquos tone ring (akathe crank trigger wheel) fromthe front to the rear of the crank

If you need more oil controlthan the stocker provides FRPPsells the factory Boss 302 oil pan(M-6675-M508) with addedbaffles as well as a full-on racepan (M-6675-M50BR) from itsGrand Am Racing program You

also have a choice of aftermarketpans from Canton Champ andMoroso

The stock oil filter sticks outof the driver side of the block atabout a 45-degree angle and maynot clear all chassis One optionis using a shorter nonstock filterwith similar threads and charac-teristics The standard CoyotersquosMotorcraft filter (FL500S) hasM22x15 metric threads and is409 inches long with a 3-inchod There is an ACDelco filter

(PN PF48) used on many LS-powered GM cars and truckswith otherwise similar dimen-sions and itrsquos about frac12-inchshorter

Not enough FRPP sells amodular-engine 90-degree oil-filter adaptor (PN M-6880-M22)that tucks the filter housing tightagainst the side of the blockwhile accepting a larger-capacityMotorcraft FL1A filter If nec-essary to completely remote-mount the filter use FRPPrsquos oilfilter adapter (PN M-6881-M50)that fits rsquo11ndashrsquo13 50L 4V TI-VCTaluminum block engines and ismachined with O-ring femalebosses for AN ndash10 fittings If youwant an easy-to-install sand-wich-style water-to-oil type ofcooler FRPPrsquos PN M-6642-MBwas used OE on the rsquo12 MustangBoss 302

ACCESSORY

DRIVESOut of the box most FRPPcrate engines have only the

[A new front clip with a modern suspension and rack-and-pinion steeringare preferred for dropping Coyotes into old muscle cars The crossmemberplacement on Total Cost Involved Engineeringrsquos rendition retains goodground clearance yet still drops the ride height over stock Note how thestock TI-VCT rear-sump factory oil pan clears yet sits level with the bot-tom of the crossmember

Total Cost Involved

[Driver-side view Visible on this test stand at Total Performance are theoil-pressure sender ( A) oil-level sensor ( B) Tremec five-speed bellhous-ing (C ) stock shorty headers ( D) and the oxygen sensor ( E ) There is an O

2

sensor for each collector and FRPP says their location is critical for properfunction If the factory headers wonrsquot fit see the sidebar for sensor reloca-

tion guidelines Location ( F ) is a good place to plumb in the sender for ananalog coolant temperature gauge (Coyote PCMs donrsquot use a traditionalcoolant temperature sensor)

AB

C

E

F

C

D

[Most swappers and many conversion front clips use rsquo96ndashrsquo04 MustangModular V8 sandwich-style engine mounts (such as Anchor PN 3002 pas-senger side shown or PN 3001 driver side) Less popular are rsquo05-and-upmounts with their wing-like design that extends about 9 inches theyrsquoretoo wide for most muscle cars but could find a home on some old streetrod frames Any modular V8 starter fits FRPPrsquos Controls Pack kit includesa relay and wiring for the starter which can be controlled by the PCM orconventionally

crank and water-pump pulleysinstalled The exception is the

just-announced Aluminator XSengine (PN M-6007-A50XS)which does come with an alter-nator A Coyote enginersquos front

accessory drives and mountingbrackets are different from thoseon earlier modular motors Theearlier stuff wonrsquot fit becausethe front cover is differentmdashbutthe new front accessory drivemay not play well in older carsThe big hurdle rsquo11-up MustangGTs have electric power steer-ing meaning the stock setuplacks provisions for mounting ahydraulic power-steering pumpThe good news is that the ACcompressor is now on its own

belt and located low on theenginersquos right side That makesit easier to delete the AC driveprovisions on a retrofit applica-tion plus the vacated spaceleaves a natural place to eitherrelocate the alternator from theleft side or to mount a hydraulicpower-steering pump FRPPrsquosBoss 302R 50L power-steeringpump bracket (PN M-8511-M50BR) can be installed in placeof the OE AC compressor andmounts an rsquo05ndashrsquo10 Mustang GT

power-steering pump FRPPalso offers a Boss 302 alternatorkit (PN M-8600-M560BALT)that includes the high-rpm Boss302 alternator higher-tensionbelt-tensioner larger pulley thecorrect-length belt and mount-ing hardware Turn Key EnginesVintage Air KRC and MarchPerformance offer completeaftermarket accessory-drivesolutions

EXHAUSTStock and FRPP 50L Coyotescome with tubular headers buttheyrsquore designed for the late-model Mustang and may notfit earlier applications Earliermodular-engine exhaustsmdashwhether for SOHC or DOHCenginesmdashwonrsquot fit the TI-VCTcylinder heads For street rodsFRPP offers cast manifolds (PNM-9430-SR50) that are basi-cally the same as the produc-

tion TI-VCT 50L truck F-150manifolds Shorty headers areavailable from JBA although

SWAPPING THE COYOTE



listed for production CoyoteMustangs they may back-fitinto some earlier cars Severaldedicated header configurationsfor Ford Fox-body retrofits areavailable from BBK and Kooks

These will require either anaftermarket front K-membercompatible with the Modularmotor and its engine mounts ora rsquo96ndashrsquo04 Ford Mustang SN95-chassis 46L Cobra crossmem-ber thatrsquos been modified to fit thersquo78ndashrsquo93 Fox-bodies (Swappingin the older 46L DOHC engineinto a Fox-body was covered inthe article ldquoFord 46L DOHCInto Fox Bodyrdquo Aug rsquo07 alsoavailable online at HOTRODcom Many of the tips are appli-

cable to the Coyote motor aswell)

COOLINGThe cooling system is conven-tional (not reverse-flow) but theinline remote thermostat alsocontains the coolant bypass (ieinlet and outlet main hoses bothroute through the thermostatnot directly to the engine) Thecoolant fill-cap must be the high-est point in the system If it isnrsquot

(as is the case on current Mus-tang production cars) a separateremote-mounted surge or supplytank is mandatory to properlypurge the engine of air bubblesTo allow purging air from theright-hand cylinder head as wellas provide sufficient coolantflow through that head whennot running a heater the heatersupply and return hoses must bespliced together and a 983093frasl983089983094-inch-diameter restrictor needs to beinserted into the hose assemblyFordrsquos installation instructionscontain a detailed layout Electricfans are mandatory because thewater pump has no provisionsfor supporting a mechanical fan

ELECTRONICSRight now virtually no one isusing a wrecking-yard setupfor several reasons The stock

vehicle antitheft system is hardto defeat the stock Powertrain

Control Module (PCM akaldquothe computerrdquo) ties into othersystems not usually found on a

[Cantonrsquos Coyote front-sump oil pan (PN 15-738) fits stockmuscle carndashera Ford chassis (assuming you can get theengine itself to clear the shock towers) The T-sump designoffers extra capacity yet provides good ground clearance forlowered road-race applications Use it with Cantonrsquos match-ing pickup (PN 15-739)

Canton Racing Products

[One solution for running a hydraulic power-steering pump and an alternator while stillretaining the AC compressor is Turn Key En-ginesrsquos Road Runner drive system that mountsa PSC power-steering pump a Sanden SD7 ACcompressor and a FRPP or OE alternator It evenworks with FRPPrsquos supercharger kit

Turn Key Engine Supply

[Dougrsquos Headers makes Coyote long-tube headers (PND6651 coated D6651R uncoated) that fit the Total CostInvolved and similar classic Ford muscle-car conversionfront clips

Dougrsquos Headers

[FRPPrsquos Control Pack (PN M-6017-A504V)makes it easy to wire in a retrofit 50L 4V TI-VCTmotor Besides the harness major parts includethe PCM ( A) power-distribution module ( B)mandatory electronic pedal (C ) O2 sensors ( D)airbox with MAF sensor ( E ) and inlet tube ( F )

A

C

D

F

E

B

[Need to reflash SCT handheld tuners candownload new custom tunes or allow end usersto perform their own mods They can also connectto a laptop running SCT software to allow mod-ding just about any aspect of a Ford PCM The

latest wrinkles are plug-in programming iTSXTSX Apps for tablets and smartphones includingAndroids iPhones and iPads

SCT

retrofit application and itrsquos hardto deal with the stock returnlessfuel system The problem-solverhere is FRPPrsquos Control Pack AsFord tuner racing and perfor-mance shop owner Justin Bur-cham of JPC Racing explainsldquoWe prefer the FRPP ControlModule solution You could

salvage parts from a wreckingyard but itrsquos a lot of hassle andnot worth the extra time or

money The FRPP harness is aplug-and-play with instructionsEverything is clearly labeled andeasy to installrdquo

The $1500 (give-or-take)Control Pack utilizes a central-power distribution box thatcontains all relays needed for theengine AC and cooling-fan

controls Besides simplified wir-ing hookup and all necessarysensors the kit includes a factory

PCM thatrsquos calibrated for anunmodified naturally aspirated50L Mustang with a manualtransmission yet can still bediagnosed or reprogrammedthanks to its standard OBD-IIdiagnostic plug

The retrofit harness willconvert the stock returnless fuel-

supply system to a conventionalreturn style thatrsquos much easierto integrate in a custom applica-

SWAPPING THE COYOTE



Fortersquos Parts

[The two most popular manual trannies being used are either theT566060 six-speed or a Tremec five-speed TKO3550 ( shown) The lat-est T56 Magnums are rated at 700 lb-ft compared with about 600 lb-ftfor the latest 3550s The 3550 is a little slimmer and lighter so it may bean easier fit in old muscle cars DampD Fortes Hurst Driveline and Keisleroffer Tremec-based swap kits

tion However use of the mod-ern drive-by-wire electronicpedal is mandatory (itrsquos includedin the box) The good news isyou wonrsquot need to worry aboutthrottle linkage the bad news isit may be necessary to fabricatean adapter bracket to bolt thepedal into an earlier car

Required for correct operationand also included in Fordrsquos kit isan rsquo11ndashrsquo13 Mustang airbox and

inlet assembly Unfortunatelythe bulky unit is hard to packagein many retrofit applications Ifit wonrsquot fit and you need to fabyour own inlet solution Fordrsquosrecommended length curvatureand cross-sectional recommen-dations must be followed or itwill throw off the MAF (massairflow) sensor requiring PCMrecalibration Aftermarket inletschemes will almost certainlyrequire recalibration as wellDitto for most engine mods or

if using the higher-performanceFord crate enginesmdasheither theBoss 302 racing mill the Alu-mintor XS or the low-compes-sion 50L crate mill intended foruse with a supercharger

If itrsquos necessary to reprogramthe PCM to deal with perfor-mance mods air-inlet ductcalibration or driveability issuesSCT Performance and Diablo-Sport are two sources for repro-gramming tuners and softwareOne thing they still canrsquot dothough is defeat the productionTI-VCT engine PCMrsquos vehicleantitheft system The difficulty

is that bypassing the antitheftprotection on a late-model Fordrequires modifying the PCMrsquosinternal hardware itrsquos not justa software reflash SCT is saidto be working on the problemand may have a solution by thetime you read this Accordingto SCTrsquos Jeff Johnson ldquoThis willrequire physical PCM disassem-bly so when wersquore ready to go onthis yoursquoll have to mail the PCMto us for modificationrdquo

Outside the Ford sandboxstand-alone Coyote-compatibleEFI systems are available fromFAST (better for primarily streetsetups) or Big Stuff (probablybetter for racing) MainstreamEFI systems like these still wonrsquotsupport variable valve timingso the cams must be locked inplace Retaining the enginersquosindependent variable cam tim-ing with an aftermarket EFIcontroller requires a priceyhigh-end system and advanced

programming know-how Pres-ently AEM DTA MoTeC andAutronics are said to support

variable cam timing

DRIVETRAININTERFACELike all modular engines the50L is neutral-balanced Alsolike previous DOHC Modularfamily members the 50L hasan eight-bolt crank flangemdashsoit will accept existing modulareight-bolt flywheels and flex-plates (but not six-bolt-crankSOHC Modular motor parts)

[If you shop around a new 412hp FRPP 50L 4V TI-VCT crate engine like

this can be yours for less than $6200 Note that the engine has no acces-sories (just a crank and water-pump pulley) and no top cover Yoursquoll alsoprobably need to grab some of the fuel and coolant plumbing out of thewrecking yard or fabricate your own

SWAPPING THE COYOTE

The FRPP crate engine isthe easiest way to go thatway you know you haveeverything you need

mdashJustin Burcham JPC Racing

If you change the airboxit changes the airfuelratiomdashso you mustretune The tract length isimportant mdash Paul Svinicki

Paulrsquos High Performance

[A popular street automatic-trans solution is Performance AutomaticrsquosStreet Smart 4R70W package which includes its Smart Shift stand-alonetrans controller a custom torque converter a dipstickfiller tube a transwiring harness a block-plate a compatible 50L TI-VCT flexplate and allnecessary hardware Itrsquos good to 650 hp and has a lifetime warranty

Performance Automatic

FORD RACING 50L TI-VCT CRATE ENGINE LINEUPCRATE ENGINE PACKAGE DESCRIPTION PART NO CR CRANK CONNECTING RODS PISTONS

OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3

50L 4V TI-VCT 412HP Mustang Crate Engine (412 hp390 lb-ft) M-6007-M50 1101 Forged Forged I-beam Hypereutectic 8 qt No SRE $611995

Coyote Sealed Racing Engine (NMRA Coyote Stock Class Spec motor)4 M-6007-M50S 1101 Forged Forged I-beam Hypereutectic 8 qt No SRE $612995

5 0 L D OHC Alu min ato r Crate En gi ne (n atu ral ly as pirated) M -60 07-A5 0NA 1 10 1 Forge d Forg ed Man ley H- bea m AR P2 00 0 b ol ts Bo ss 30 2 rod bea rin gs M ah le forg ed 8 qt Ye s F RPD $805 000

50L DOHC Aluminator Crate Engine (supercharged applications)56 M -6 007-A5 0SC 9 51 Forge d Forg ed M an ley H -b ea m AR P2 00 0 b olts Bo ss 30 2 ro d b ear in gs Ma hle forg ed 8 q t Ye s F RPD $835 000

50L TI-VCT 4V Boss 302S Engine Assembly57 M-6007-M50BR 1101 Forged Upgraded sintered-forged I-beam Forged 12 qt Yes SRE $1324900

50L DOHC Aluminator XS Crate Engine (50 0-plus hp)57

M-6007-A50XS 1151 Forged Forged Manley H-beam ARP2000 bolts Boss 302 rod bearings Mahle forged 12 qt ( Note 9) RYPP $1444900NOTES sup1Engines with no top cover use cover kit PN M-9680-M50 sup2FRPD = Ford Racing Par ts Direct RYPP = Roush Yates Performance Parts SRE = Summit Racing Equip ment sup3Priced Feb rsquo13 and subjec t 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



Some sources maintain thatthe Coyotersquos crank offset out

the back of the block is 4mm(0167-inch) greater than previ-ous modular engines to accom-modate the rear-mounted tonewheel but early adapters havenot reported any interchangeissues with existing manual-transmission hardware thereseems to be enough leeway inthe clutch linkage to accommo-date the slight difference On anautomatic therersquos a chance thatthe greater offset could result inthe converter bottoming againstthe front pump causing pos-sible trans or converter damageFRPPrsquos M-6373-A engine platewill usually add just enoughextra clearance if this is encoun-tered Such plates can also helpto correct starter tooth-engage-ment problems

Although itrsquos possible to usethe automatic transmissionsthat come stock behind a 50Lat this point it would require anauto-trans-compatible produc-

tion PCM and a takeout harnessThatrsquos because the FRPPrsquos con-troller and wire harness designed

for a manual transmission wonrsquotsupport an automatic trans that

would otherwise interface withthe engine PCM and for whichno separate aftermarket stand-alone control unit is offered SCTprogrammers support six-speedautomatic recalibration on stockproduction PCMs but with aretrofit therersquos still that peskyantitheft-defeat issue

For the moment thatleaves older automatics asthe only practical choice Thepopular conversions so farhave been either beefed-upC4 three-speeds or the AODAODE4R70W four-speed fam-ily Performance Automaticrsquosold-school C4 trans kits rangefrom a mild street rodndashlevelpackage to full-race drag-onlypackages capable of supportingup to 1000 hp

As for manual transmissionsforget about a T5mdashitrsquos just notstrong enough The generalpreference for retrofits is eitherFord-style Tremec heavy-duty

five-speed transmissions (suchas the TKO TR-3550 and otherfamily members) or Tremec

IF THE STOCK AIRBOX WONrsquoT FIT

FRPP says the air cleaner assembly (aka ldquoairboxrdquo) with its integralmass airflow (MAF) sensor must be used as received or it will screwup the PCM calibration Unfortunately it doesnrsquot package well in

many retrofit installs If you need to modify the supplied airbox orfab your own inlet system Ford offers the following guidelines forproper MAF-sensor location Even if the PCM still needs recalibra-tion adhering to these recommendations should result in optimumsystem performance

bull Locate the MAF sensor on a straight length of tubing If thatrsquosnot practical install the sensor on the tubersquos outside radius soitrsquos located in the higher flow-velocity area

bull The MAF-sensor tube should have the same cross-sectional areaas the original induction system

bull Minimize flow-direction changes and maintain smooth tubing tominimize airflow disturbance and turbulence

bull Install the sensor upstream of the throttle-bodymdashno closer than6ndash8 inches to prevent pulsation and no further than 24 inches to

prevent richlean transient spikes

bull The sensor should be installed downstream of the air filter andupstream of the PCV hose inlet connection The ideal sensorlocation is three diameters upstream of the PCV inlet

bull Minimize the chance of condensation coming into contact withthe MAF-sensor element by installing the sensor in the upperhalf of the tubersquos cross-sectional area equal to or above the9- and 3-orsquoclock positions on an old-school round clock facetangent to the tubersquos cross-section

SWAPPING THE COYOTE

IF THE ENGINE STALLSUNDER DECELERATION

A small number of early adopters using the Ford conversion har-ness kit have experienced an engine-stall condition during or

immediately after hard deceleration There are at least two work-arounds for this problem Just like a standard Ford production PCMFRPPrsquos retrofit unit includes full support for a VSS (vehicle speedsensor) but the wires are not included in the retrofit harness A VSSlets the PCM sense that the vehicle is moving (or not) Most mod-ern transmissions (including popular aftermarket replacements)have VSS sensor provisions FRPPrsquos provisional workaround isadapting its existing Speed-Dial unit (PN M-4209ADPT-AC) thatrsquosofficially listed in the catalog as an electronic-speedometer recali-bration tool but it now serves as a hardware patch for interfacing aVSS to FRPPrsquos PCM

The other solution is a custom software download from JMSChip and Performance an authorized SCT distributor and customtuner Itrsquos available for purchase and download for those who ownSCTrsquos tuning devices The entirely software-based solution is said

to eliminate the stalling condition without the need to add a VSSor a piggyback device

[Herersquos how to wire in the FRPP Speed-Dial to serve as a VSSpatch device on its conversion PCM Two of the four wires fromthe Speed-Dial need to be added to the PCMrsquos current ldquoKey-Crdquo50-way connector at currently unused terminals 14 and 38 asshown

[As used to just cure the deceleration issue the Ford Speed Dialdoesnrsquot care about what the VSS switchrsquos pulsemile samplingrate ismdashso just set all the dip-switch dials to ldquo1rdquo



SWAPPING THE COYOTE

ContactsACDELCO WORLD HEADQUARTERS Grand Blanc MI 800ACDelcoACDelcocom

AEM ELECTRONICS INC HawthorneCA 3104842322 AEMelectronicscom

ANCHOR INDUSTRIES INC ClevelandOH 8004444616 or 4404731414Anchor-Onlinecom

AUTRONIC FUEL INJECTION Australia+61407917269 Autroniccomau

BBK PERFORMANCE INC TemeculaCA 9512961771 BBKperformancecom

BIGSTUFF3 Hartland MI2488875636 BigStuff3com

CANTON RACING PRODUCTS N Branford CT 2034819460(sales) or 2034819943 (tech)CantonRacingProductscom

CHAMP PANS BY JR MFG INC EauClaire WI 7158347748 ChampPanscom

DampD PERFORMANCE Wixom MI2487356220 DDperformancecom

DIABLOSPORT INC Delray Beach FL5619080041 (sales) or 5619080040(tech) DiabloSportcom

DOUGrsquoS HEADERSmdashJBAPERFORMANCE EXHAUST(PERTRONIX PERFORMANCEBRANDS) San Dimas CA 9095995955PerTronixcom

FAST (FUEL AIR SPARKTECHNOLOGY) Memphis TN8773348355 or 9012603278FuelAirSparkcom

FORD RACING PARTS DIRECTA SUBSIDIARY OF AUTOCARSSPEEDSHOP DIRECT Atascadero CA877SPEEDBY FordRacingPartsDirectcom

FORD RACING PERFORMANCE PARTS(FRPP) Dearborn MI 800FORD788 or3136210771 FordRacingPartscom

FORTErsquoS PARTS CONNECTION INC Framingham MA 5088750016FortesPartscom

HEIDTS HOT ROD SHOP Wauconda IL

8008418188 wwwHeidtscom

HURST DRIVELINE CONVERSIONS W Sacramento CA 7075353030(general) or 7608596635 (tech)Hurst-Drivelinescom

JMS CHIP amp PERFORMANCE Lucedale MS 6017669427 JMSchipcom

JUSTINrsquoS PERFORMANCE CENTER(JPC) Millersville MD 866JPCRACEJPCracingcom

KEISLER ENGINEERING INC Rockford TN 8886090094 or8056098187 KeislerAutocom

KOOKS CUSTOM HEADERS Statesville NC 866586KOOKKooksCustomHeaderscom

KRC POWER STEERING Kennesaw GA8004511074 or 7704225135KRCpowercom

IF THE OXYGEN SENSORSMUST BE MOVED

FRPPrsquos engine harnessand controls packagesupplies two wide-bandoxygen sensors that aredesigned to mount inthe stock rsquo10ndashrsquo11 Mus-tang GT locations If thefactory headers donrsquot

fit your old chassis therelative sensor positionmay need to changeon any new exhaust Ifthatrsquos the case positioneach sensor so it cansample from all fourcylinders on one bank(for example in the

header collector) Ford also frowns on altering sensor wire lengthsclaiming that such alterations can degrade sensor function If theheaders wonrsquot permit sampling all four cylinders without harnessmods Ford says the least harmful alternative is locating the sen-sors to sample one cylinder per bank ldquoThe cylinders that have onaverage the closest airfuel ratio to the bank average are cylinder

No 4 on Bank 1 and cylinder No 7 on Bank 2 the next best choicesare No 3 and No 8rdquo

T566060-family six-speedtransmissions To bolt aftermar-ket-style retrofit Ford-style T56transmissions like those offeredby FRPP and aftermarket trans-mission shops into a modular

motor (including the 50L)use Quicktime bellhousing PNRM-8080 To bolt up Tremecheavy-duty five-speed transmis-sions use FRPP bellhousing PNM-6392-M46 and starter indexplate M-7007-A These bellhous-ings are really designed for older-style mechanical or cable-clutchlinkage but if you donrsquot want tomess with mechanical linkageMcLeod offers bolt-on or slip-onhydraulic clutch release bearingsthat can be used with conven-

tional bellhousings If you needa solution for other even non-Ford manual transmissionsQuicktime offers many weirdadaption bellhousings Therersquosalso McLeodrsquos unique modularbellhousing system that can bestacked together to accommo-date just about any manual trans

WHATrsquoS ITGONNA COSTItrsquos amazing that therersquos already

KURGAN MOTORSPORTSLLC Braselton GA 8156697223KurganMotorsportscom

MARCH PERFORMANCE INC Naples FL 8887299070 MarchPerfcom

MCLEOD RACING Placentia CA7146302764 (general) or 7146303668(tech) McLeodRacingcom

MOROSO PERFORMANCE PRODUCTSINC Guilford CT 2034580542 (general)or 2034580546 (tech) Morosocom

MOTEC SYSTEMS USA WEST Huntington Beach CA 7148976804MoTeCcom

MOTORCRAFT FordPartscom

PAULrsquoS HIGH PERFORMANCE Jackson MI 5177647661 PaulsHPcom

PERFORMANCE AUTOMATIC Frederick MD 2404394650PerformanceAutomaticcom

PSC MOTORSPORTS Ft Worth TX8172700102 PSCmotorsportscom

QUICK TIME BY LAKEWOODmdashPRESTOLITE PERFORMANCE Cleveland OH 2166888300LakewoodIndustriescom

ROD amp CUSTOM MOTORSPORTS Florence SC 8005250091 (orders) or8436291273 (tech) RCMotorsportscom

ROUSH YATES PERFORMANCEPARTS Mooresville NC 8776048077or 7046626982 RoushYatesPartscomSanden International (USA) Inc Wylie TX9724428400 Sandencom

SCT PERFORMANCE LLC Sanford FL 4077742447 SCTflashcom

SUMMIT RACING EQUIPMENT Akron OH 8002303030 (orders) or3306300240 (tech) SummitRacingcom

TA ENGINES (THOMSONAUTOMOTIVE) Wixom MI2483490044 ThomsonAutomotivecom

TOTAL COST INVOLVED ENGINEERINGINC (TCIE) Ontario CA 8009846259(sales) or 8556931259 (tech)

TotalCostInvolvedcom

TOTAL PERFORMANCE Clinton Twp MI 586468FORDemail infototalperformanceinccom

TPG PRODUCTS US DISTRIBUTORFOR DTAFAST Ft Lauderdale FL9544486258 TPGproductscom

TRANSMISSION TECHNOLOGIESCORP (TTCTREMEC) PlymouthMI 8004019866 or 7344563770TTCautomotivecom

TURN KEY ENGINE SUPPLY Oceanside CA 7609412741TurnKeyEngineSupplycom

VINTAGE AIR INC San Antonio TX8008626658 or 2106547171

VintageAircom

You must be able to fabricate If you are the guy whogoes to the wrecking yard and grabs stuff you must bemore than an average car builder It isnrsquot like grabbing a302 hooking up a couple of wires and away you go

mdash Brian Thomson TA Engines

so much support for the TI-VCT engines but letrsquos not kidourselvesmdashlate-model high-tech performance doesnrsquot comecheap As Kurgan MotorsportsrsquoWade McGowan explainsldquoFord

Racing really hit the nail onthe head with their support forswapping these engines Thedownside right now is cost Withthe engine and all the other stuffyoursquore going to need you willprobably have $12000ndash$14000in the car Right now wreckingyard pricing is still close to thenew pricerdquo This assumes start-ing with one of the lower-pricedcrate engines then doing mostof the work yourself Farmingthe whole job out plus adding

a whole new front end suspen-sion braking and steering sys-tem could push the cost into the$20000 range Still yoursquove got toclimb up on the horse sometimeand those hardy pioneers arebreaking the ice for the not-too-distant day when engines willbecome more plentiful in thewrecking yard Next monthwersquoll turn theory into reality aswe take a look at actual swaps ina variety of early- and late-model

vehicles HOTROD

Posted with permission from the June 2013 issue of Hot Rod reg wwwhotrodcom Copyright 2013 Source Interlink Media Inc All rights reservedFor more information on the use of this content contact Wrightrsquos Media at 877 652 5295



oyote-engineFox-body hybrids are among the most popular retrofits This 50Lrsquos being dropped into an rsquo85 Mustang LX owned by Evan JSmithitor of our sister publication Muscle Mustangs amp Fast Fords You can read all about the ongoing project in that magrsquos print editions or online at

uscleMustangFastFordscomThe ultimate goal is a superlightroad coursendashcapable street car that should make 420ndash425 rwhp with Fordrsquos Bosstakelong-tube headers and a T56 trans

Marc Christ

SWAPPING THE COYOTEOnly Three Years Old Fordrsquos 50L DOHC TI-VCT Engines Have

Already Found Homes in Everything From Street Rods toMuscle Cars Herersquos What it Takes to Get rsquoer Done

Marlan Davis Cole Quinnell and FRPP











SWAPPING THE COYOTE






Front cover No

Intake manifolds No

Motor mounts Yes



Throttle-bodies No

Water pump No








OIL PAN





ENGINE FAMILY

W I D T H

L E N G T H

H E I G H T

W E I G H T

( L B S )


90deg V8

(WINDSOR)

221-255-260-289-302W

24 29 27frac12 460

Boss 302 24frac12 29 28frac12 500

351W 25 29 29 525

335 SERIES

(CLEVELAND)

351C-Boss 351

25frac12 29frac14 29 550

MODIFIED 351M-400 26 29frac12 29 575

B I G - B L O C K

FE

332-352-360-

361-390-406-410-427-428 27 32 29 625

427 SOHC 32 34 30 680

385 SERIES429-460 27 34 29 720

Boss 429 30 34 30 635


46L DOHC 289 271 296 576



7379 MM2905 IN

4814 MM1895 IN

2526 MM994 IN

3561 MM1402 IN

3605 MM1419 IN

6624 MM2608 IN

1211 MM477 IN

6252 MM2462 IN










ACCESSORY



Total Cost Involved


2



AB

C

E

F

C

D









SWAPPING THE COYOTE
















Dougrsquos Headers


A

C

D

F

E

B



SCT









SWAPPING THE COYOTE



Fortersquos Parts










variable cam timing




SWAPPING THE COYOTE








OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3































SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD












SWAPPING THE COYOTE






Front cover No

Intake manifolds No

Motor mounts Yes



Throttle-bodies No

Water pump No








OIL PAN





ENGINE FAMILY

W I D T H

L E N G T H

H E I G H T

W E I G H T

( L B S )


90deg V8

(WINDSOR)

221-255-260-289-302W

24 29 27frac12 460

Boss 302 24frac12 29 28frac12 500

351W 25 29 29 525

335 SERIES

(CLEVELAND)

351C-Boss 351

25frac12 29frac14 29 550

MODIFIED 351M-400 26 29frac12 29 575

B I G - B L O C K

FE

332-352-360-

361-390-406-410-427-428 27 32 29 625

427 SOHC 32 34 30 680

385 SERIES429-460 27 34 29 720

Boss 429 30 34 30 635


46L DOHC 289 271 296 576



7379 MM2905 IN

4814 MM1895 IN

2526 MM994 IN

3561 MM1402 IN

3605 MM1419 IN

6624 MM2608 IN

1211 MM477 IN

6252 MM2462 IN










ACCESSORY



Total Cost Involved


2



AB

C

E

F

C

D









SWAPPING THE COYOTE
















Dougrsquos Headers


A

C

D

F

E

B



SCT









SWAPPING THE COYOTE



Fortersquos Parts










variable cam timing




SWAPPING THE COYOTE








OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3































SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD











ACCESSORY



Total Cost Involved


2



AB

C

E

F

C

D









SWAPPING THE COYOTE
















Dougrsquos Headers


A

C

D

F

E

B



SCT









SWAPPING THE COYOTE



Fortersquos Parts










variable cam timing




SWAPPING THE COYOTE








OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3































SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD

















Dougrsquos Headers


A

C

D

F

E

B



SCT









SWAPPING THE COYOTE



Fortersquos Parts










variable cam timing




SWAPPING THE COYOTE








OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3































SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD




Fortersquos Parts










variable cam timing




SWAPPING THE COYOTE








OIL

PAN

TOP

COVERsup1

PRICE

SOURCEsup2PRICEsup3































SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD























SWAPPING THE COYOTE










SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD




SWAPPING THE COYOTE























































VintageAircom






vehicles HOTROD


Hot Rod Coyote Swap Guide Reprint July 2013

Documents

Transcript of Hot Rod Coyote Swap Guide Reprint July 2013