Mark Houlahan
Tech Editor, Mustang Monthly
June 1, 2013
Photos By: Justin Cesler

Summit 5.0L Coyote


The Coyote crate engine from Ford Racing has been nothing short of a grand slam for the FRPP boys. We've seen the 5.0L DOHC all-aluminum engine being dropped into countless classic Fords, Factory Five models like the Roadster and '33 Hotrod, and even some “out there” projects like a BMW sedan! The 412hp crate engine comes directly off the Ford assembly line as it would be installed in the '11-'13 Mustang and is a modern engineering marvel. The engine uses variable cam timing that is independent of each of the four cams. This variable timing allows for great low-end torque, while still making plenty of steam at the top-end of the tach. Summit Racing's combo kit starts with this very same engine and tosses in such goodies as the wiring and ECM kit, a Moroso oil pan, Powermaster starter, Vortech EFI fuel pump with an AEM adjustable regulator, and more.

Dropping a Coyote into a classic Ford isn't the easiest thing. For all but trucks and some fullsize applications, you'll be looking at removing the shock towers in favor of an aftermarket IFS system like the TCI, Heidts, and Rod & Custom Motorsports offerings to gain the valuable clearance you'll need to fit the wider modular engine family. However, don't think of installing one of these IFS systems as simply a means to install the Coyote, because with such IFS system upgrades, you're also upgrading to rack-and-pinion steering, true double A-arm with coil spring or coilover shock on the lower arm, disc brakes, and more all in one fell swoop.

We've driven our fair share of Coyote-based late-model Mustang GTs, so we weren't expecting anything earth shattering when we slid into the leather bucket seats in the bright red Mk 4 Roadster that is the demo mule of FFR's President, Dave Smith. Ironically, a mule is the perfect description for this car, as Dave beats it like a rented mule and doesn't hesitate to drive it anywhere or do crazy drifting, burnouts, or donuts with it when more than two people are together watching (and there's plenty of YouTube videos to back that statement up!). What that means is that the Coyote can take a beating at the track and then calmly drive you home with perfect driveability and good gas mileage, too. While it doesn't have the monstrous torque of the 427 Windsor, the Coyote idles like a kitten, starts every time thanks to its modern EFI and custom Ford Racing wiring/tuning, and makes for the perfect daily driver engine swap in a classic Ford—with a little extra on the side when you want or need to spice things up.

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The included oil pan in the Coyote combo is this Moroso fabricated-steel model designed with a shallow rear sump to hold an extra 1½-quarts of oil (7½-quarts total capacity). The pan is designed for street, or track use with multiple trap doors and utilizes the stock oil pickup in the Coyote engine. We feel confident that this pan would work quite well in most classic applications that have been converted to a modern IFS setup.

5.0L Coyote Engine Combo Dyno Test
RPM HP Torque
2,400 118.54 259.40
2,600 141.88 286.61
2,800 158.44 297.19
3,000 173.63 303.97
3,200 190.19 312.16
3,400 208.74 322.45
3,600 222.91 325.21
3,800 231.91 320.53
4,000 240.42 315.67
4,200 254.19 317.87
4,400 271.37 323.92
4,600 288.63 329.55
4,800 299.85 328.09
5,000 313.83 329.65
5,200 329.23 332.53
5,400 347.36 337.85
5,600 359.40 337.07
5,800 365.17 330.68
6,000 370.79 324.57
6,200 375.87 318.41
6,400 378.77 310.84
6,600 383.36 305.07
6,800 385.69 297.90