Right on the Mark
Dedicated LVC Member
For the price they can't be beat. Mod stuff is crazy expensive!! One other thing is the 4.6 bore CI is just to small in N/A vs other stuff windsor,lsx,sbc.
coyote
- Thread starter the1andonlyGR81
- Start date
For the price they can't be beat. Mod stuff is crazy expensive!! One other thing is the 4.6 bore CI is just to small in N/A vs other stuff windsor,lsx,sbc.
The Coyote 5.0 is narrower and shorter as I understand. You will need a custom oil pan, the motor mounts are the same, as should be the bellhousing bolt pattern. When you order the crate engine, it comes with a computer, gas pedal, engine harness and a few other items. You can get a stand alone computer for the 4R70W from TCI or Baumann.
TCI also offers a 6 speed based off the GM 4L80E that you can slap in. I was just thinking of a T-56 Magnum though. So that, not even including the fluids, custom drive shaft, Accessories, etc, is still roughly a $10-15k conversion as I see it.
So it's probably best to stick with a built 4R70W
TCI also offers a 6 speed based off the GM 4L80E that you can slap in. I was just thinking of a T-56 Magnum though. So that, not even including the fluids, custom drive shaft, Accessories, etc, is still roughly a $10-15k conversion as I see it.
So it's probably best to stick with a built 4R70W
Who wouldn't want pushrods I bought a 500hp turn key 393w for my cougar for 2500. I need almost that for a used c headed longblock not to mention the blower components. Performance mod motors are for people with too much money and need a way to separate themselves from it
MediumD
Dedicated LVC Member
Hah. People who want power for cheap want a pushrod engine. I'm balls deep in a mod motor project and if I were to do it again it would be Windsor based.
97MarkJA
Dedicated LVC Member
the1andonlyGR81
Dedicated LVC Member
sorry still in hospital.maybe out today, basically the motor will a. basically mount in and bolt to tranny. b. heads are same castings so exhaust will work. c. use coyote computer and accessories. thats the easy side. now we are left with the real issues. custom oil pan, if the block is the same, will not the markpan wotk, or im guessing internal interferance. and the running of the marks on board display and control of tranny. it looks like an 80% chance i'll get the parts the details are being worked out. we'll make this a how to thread with pics and all the goodies. thanks friends.
Right on the Mark
Dedicated LVC Member
Have you seen the exh ports on the coyote heads? They look nothing like our oval ports. I can't tell for sure if bolt pattern is the same or not.
the1andonlyGR81
Dedicated LVC Member
found this a minute ago, but no definite answer. looking for pic of exh. ports.
5.0 L Coyote
5.0 L 4-valve Ti-VCT DOHC V8 installed in a 2012 Ford Mustang Boss 302
The 5.0 L (4951 cc, 302 cid)[9] "Coyote" V8 is the latest evolution of the Modular engine.[10] It shares the 4.6 L's 100 mm (3.937 in) bore spacing and 227 mm (8.937 in) deck height,[11] while bore diameter and stroke have increased to 92.2mm (3.629 in) and 92.7mm (3.649 in), respectively. The engine also retains the 4.6 L's 150.7 mm (5.933 in) connecting rod length, which produces a 1.62:1 rod to stroke ratio.[12] The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2).[12] Compression ratio is 11.0:1, and despite having typical port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline.
The Coyote features a revised aluminum engine block with improved strength and crank-case ventilation, and all new 4V DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472" (12 mm) lift, which is the maximum lift of the Coyote's intake cams.[12] The Boss 302 features versions of these cylinder heads with CNC ported intake/exhaust ports and combustion chambers, along with lightened valve-train components and lightweight sodium filled exhaust valves. The Coyote also features a forged crankshaft, powdered metal rods and hypereutectic pistons with oil jets to help piston cooling, while the Boss receives forged connecting rods, pistons and a deletion of the piston oil jets.[13] Engine redline is 7000 rpm for the GT and 7500 rpm for the Boss 302, though the Boss engine has been verified stable up to 8400 rpm. [14]
The engine is Ford's first V8 application of cam torque actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT), which allows the power-train control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions. The engine also receives a new composite intake manifold with a single blade 80 mm (3.1 in) throttle mounted low and center, necessitating a relocation of the alternator to the side of the engine. The Boss 302 features a newer shorter-runner composite intake manifold, with the main plenum located above the intake runner entrances, to improve high-rpm horsepower. The engine is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.[15]
5.0 L Coyote
5.0 L 4-valve Ti-VCT DOHC V8 installed in a 2012 Ford Mustang Boss 302
The 5.0 L (4951 cc, 302 cid)[9] "Coyote" V8 is the latest evolution of the Modular engine.[10] It shares the 4.6 L's 100 mm (3.937 in) bore spacing and 227 mm (8.937 in) deck height,[11] while bore diameter and stroke have increased to 92.2mm (3.629 in) and 92.7mm (3.649 in), respectively. The engine also retains the 4.6 L's 150.7 mm (5.933 in) connecting rod length, which produces a 1.62:1 rod to stroke ratio.[12] The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2).[12] Compression ratio is 11.0:1, and despite having typical port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline.
The Coyote features a revised aluminum engine block with improved strength and crank-case ventilation, and all new 4V DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472" (12 mm) lift, which is the maximum lift of the Coyote's intake cams.[12] The Boss 302 features versions of these cylinder heads with CNC ported intake/exhaust ports and combustion chambers, along with lightened valve-train components and lightweight sodium filled exhaust valves. The Coyote also features a forged crankshaft, powdered metal rods and hypereutectic pistons with oil jets to help piston cooling, while the Boss receives forged connecting rods, pistons and a deletion of the piston oil jets.[13] Engine redline is 7000 rpm for the GT and 7500 rpm for the Boss 302, though the Boss engine has been verified stable up to 8400 rpm. [14]
The engine is Ford's first V8 application of cam torque actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT), which allows the power-train control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions. The engine also receives a new composite intake manifold with a single blade 80 mm (3.1 in) throttle mounted low and center, necessitating a relocation of the alternator to the side of the engine. The Boss 302 features a newer shorter-runner composite intake manifold, with the main plenum located above the intake runner entrances, to improve high-rpm horsepower. The engine is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.[15]
the1andonlyGR81
Dedicated LVC Member
then this
5.0 L and 5.3 L Cammer
5.0 L R50 Cammer 4-valve DOHC V8 engine installed in a Grand-Am Cup Mustang FR500C.
In 2005, Ford Racing Performance Parts introduced a 5.0 L (4992 cc, 305 CID) V8 crate engine for use in motor racing and home-made performance cars, officially called M-6007-T50EA, but more widely known as "Cammer". Since then, other higher performance variations of the Cammer have been introduced for KONI Sports Car Challenge and GT4 European Cup. All versions of the Cammer are DOHC 4-valve per cylinder designs with a 94 mm (3.700 in) bore and a 90 mm (3.543 in) stroke. The Cammer achieves its larger 94 mm (3.7 in) bore by resleeving a production 4.6 L aluminum block.
The T50 Cammer crate engine, the least expensive and most street oriented version, uses derivatives of the cylinder heads, variable runner-length magnesium intake manifold, and camshafts first used in the 2000 FR500 Mustang concept car. These parts are unique to the T50 Cammer crate engine and are not found in any other production Modular applications. The T50 has an 11.0:1 compression ratio and exceeds 415 horsepower (309 kW) with the proper exhaust manifolds.
leads me to believe the bolt patterns still the same, given the vast use of the motor and use of the stock exhaust manifolds already in production. also odd, a COMPLETE crate motor with intake to pan is $6,999, while just the 4.6l longblock is $7,199. 100 more hp, plus complete.
5.0 L and 5.3 L Cammer
5.0 L R50 Cammer 4-valve DOHC V8 engine installed in a Grand-Am Cup Mustang FR500C.
In 2005, Ford Racing Performance Parts introduced a 5.0 L (4992 cc, 305 CID) V8 crate engine for use in motor racing and home-made performance cars, officially called M-6007-T50EA, but more widely known as "Cammer". Since then, other higher performance variations of the Cammer have been introduced for KONI Sports Car Challenge and GT4 European Cup. All versions of the Cammer are DOHC 4-valve per cylinder designs with a 94 mm (3.700 in) bore and a 90 mm (3.543 in) stroke. The Cammer achieves its larger 94 mm (3.7 in) bore by resleeving a production 4.6 L aluminum block.
The T50 Cammer crate engine, the least expensive and most street oriented version, uses derivatives of the cylinder heads, variable runner-length magnesium intake manifold, and camshafts first used in the 2000 FR500 Mustang concept car. These parts are unique to the T50 Cammer crate engine and are not found in any other production Modular applications. The T50 has an 11.0:1 compression ratio and exceeds 415 horsepower (309 kW) with the proper exhaust manifolds.
leads me to believe the bolt patterns still the same, given the vast use of the motor and use of the stock exhaust manifolds already in production. also odd, a COMPLETE crate motor with intake to pan is $6,999, while just the 4.6l longblock is $7,199. 100 more hp, plus complete.
Right on the Mark
Dedicated LVC Member
Those engine are not the same. Coyote is all new. That old Cammer 5.0 is just a worked 4.6.
Right on the Mark
Dedicated LVC Member
You can read all about it here. Also scroll half way down for pic of exh ports.
http://www.mustang50magazine.com/te...ford_mustang_gt_50_coyote_engine/viewall.html
http://www.mustang50magazine.com/te...ford_mustang_gt_50_coyote_engine/viewall.html
the1andonlyGR81
Dedicated LVC Member
yea the exhaust ports bolt patterns on the front 2 cylinders are the same but they 'mirror' the rear two changing bolt pattern. i know its a bold move but if you look it looks like there is enough 'meat' to drill and thread the pattern. what say ye to that?
Right on the Mark
Dedicated LVC Member
They stated they have the spots on the exh pads to drill 4 holes for diff bolt patterns.
the1andonlyGR81
Dedicated LVC Member
so we're in business. its a start.
Right on the Mark
Dedicated LVC Member
It still looks by looking at my exh pics that the new pattern is wider hole to hole then our pattern.The top row holes pads look higher too. But hard to tell 100%.
the1andonlyGR81
Dedicated LVC Member
i was also looking at exh. gaskets for 2,3,and 4v heads on the frpp catalog and it does look a little off as well, but the article does say what you said about bolt patterns, but if that is why you would think they did that to accomodate those who already have cars setup who want the engine swap.the different versions of the 4.6, 5.4, and new 5.0 exhaust configurations. and possibly the old 5.0 if you look close enough.
Right on the Mark
Dedicated LVC Member
They where stating the "same" dual pattern is in the head. The left to right thing or mirror image.
MediumD
Dedicated LVC Member
Ehh... I like the BBF platform, but if I had to swap an engine that required extensive K member modification it would be a BBC. With the added bonus of pissing off all the Ford AND Chevy fanboys.