Muscle Mustangs & Fast Fords
Coyote Crate Engines - Business In The Front
Crate engines have become a staple of the automotive aftermarket
Crate engines have become a staple of the automotive aftermarket. And in no portion of this market are there as many options as with the Mustang. From 302ci, 331ci, 347ci, and now 363ci, small-block Ford crate engines are dominant and plentiful—not to mention Windsor-based engines or big-blocks. And since the introduction of the modular engine, options have grown enormously.
But when Ford introduced the '11 GT in 2010, Blue Oval enthusiasts salivated with anticipation to get their hands on the new engine—we were no exception—and Ford Racing Performance Parts did not disappoint. With 412 hp, independent cam timing, tidy packaging, and an affordable price, this is, and likely will remain the go-to crate engine for the foreseeable future.
So the obvious choice of host for such an engine is a Fox-body coupe. Well, we just to happen to have one on deck. Others have done it, but if you've been following along, we're taking a different spin on the combination. If you haven't been following along, shame on you.
This month, we're prepping the engine for final installation. Granted, we could just drop it in, but that's just not our style. And besides, there are slew of aftermarket parts available already. So this month, we're going to give our crate a little extra flair, and a few extra ponies in the process.
The foundation and lifeblood of this project is the 5.0L Coyote crate engine from FRPP (PN M-6007-M50; $6,999). Featuring a 3.63-inch bore and 3.65-inch stroke, the displacement is a true five liters. The deep-skirt design of the all-aluminum block and oil pan gasket/windage tray combo allow for better oil scavenging of the eight quarts of oil.
The engine is the same that can be found in production GT's, with a forged crankshaft, forged rods, and cast aluminum pistons; the compression ratio is 11.0:1. The cylinder heads feature four valves per cylinder and dual-overhead camshafts with twin-independent variable camshaft timing (Ti-VCT). The production intake manifold and 80mm throttle body are included.
The engine harness is included and installed, as well as injectors, fuel rail, spark plugs, coil packs, water pump, headers, and emissions piping. If you're using the engine for a swap, like us, you also need to buy the Controls Pack (PN M-6017-A504V; $1,799). This includes the PCM, accelerator pedal, Controls Pack harness, OBD-II port, power distribution module, airbox, inlet tube, oxygen sensors, and mass air meter.
Since the '11-up Mustangs all utilize electronic power assist steering (EPAS), there are no provisions for a power steering pump on the front of the engine. FRPP does offer a power steering bracket (PN M-8511-M50BR; $286.95), which utilizes the position and mounting holes of the stock A/C compressor. We're going to need those for our compressor, so we needed another way.
We found out about Turn Key Engine Supply and its new serpentine system for the Coyote. Turn Key has been a leader in the GM/LS world since 2001, and has recently increased its efforts to include Ford and the new 5.0L. Dubbed Road Runner ($1,650), this comprehensive kit solved all our problems associated with our accessory drive. It includes all brackets, hardware, pulleys, and all other gizmos necessary for you to have both power steering and A/C.
Not only is it fulfilling a need, but it's doing it in First Class form. All of the brackets and pulleys are 6061 T6 aluminum, it only weighs 32 pounds, and there's no cutting, drilling, or grinding necessary. The Sanden SD7 compressor is included, which pumps enough refrigerant to cool an Excursion; fittings included. The kit also includes a PSC power steering pump with remote reservoir. The tensioner is even OEM Ford, with a matching pulley.
The only missing link was the alternator, which we solved simply with FRPP's kit (PN M-8600-M50BALT; $310). It includes the alternator, tensioner, belt, and all necessary hardware.
Intake to Oil Pan
With FRPP's release of the Boss intake (PN M-9424-M50BR; $599.95), we knew that was mod we couldn't resist. With its short-runner design and lightweight composition, it's ideal for our application. FRPP recommends the installation kit (PN M-9444-M50B; $215) as well, which includes an inlet tube and emissions piping; injectors and fuel rail transfer over without an issue.
In conjunction with the intake, we opted for the FRPP 90mm throttle body (PN M-9926-M5090; $689.95). At 10mm larger than stock, this polished throttle body requires a four-inch diameter inlet tube or adapter. Included is the necessary harness adapter. Also required for the installation of the TB is an adapter bracket (PN M-9474-M50B; $56.95) for the Boss intake. This is also polished aluminum and includes bolts for mounting.
To increase oil capacity and to help with K-member clearance, we turned to Moroso for one of its zinc-plated oil pans (PN 20571; $349.99). The pan is internally baffled for road racing or drag racing applications, includes a bung for the oil level sender, and holds two more quarts (10 quarts) than the stock pan. An aluminum version is available as well.
Elsewhere, just for the sake of the photo, we went ahead and mocked up our BBK Performance long-tube headers. These ceramic-coated headers are made specifically for the Coyote-in-a-Fox engine swap, and we'll give you more information on them when we get to the exhaust system.
Until then, our coupe is off to the paint shop; we're awaiting its return so we can begin final assembly.