In this chapter I’m going to show you what’s available from Ford Performance Racing Parts and Roush Performance and what can be done with the Coyote right out of the crate. These engines are factory-backed with a 24-month/24,000-mile warranty and are ready for installation.
This Tech Tip is From the Full Book, FORD COYOTE ENGINES: HOW TO BUILD MAX PERFORMANCE. For a comprehensive guide on this entire subject you can visit this link:
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Why buy a crate engine? You buy a crate engine more for convenience than anything else, especially if you need fast turnaround or are building a vintage Ford and would like to avoid the hassle of having an engine built. The advantages of a crate engine are both durability and the warranty, should anything go wrong. What follows are crate engines either currently in production or discontinued that may be in remaining inventories or for sale from private sellers.
5.0L 4V Coyote 420-HP Mustang Crate Engine M-6007-M50
The M-6007-M50 crate Coyote is the production 2011–2014 5.0L Ti-VCT factory-installed in new Mustang GTs and was also available from Ford Performance as a crate engine until 2015. Although this non–CMCV is not available from Ford Performance it may still be available from other sources and often at a discounted price.
5.0L 4V Coyote 435-HP Mustang Crate Engine M-6007-M50A
The M-6007-M50A engine is the 2015–2016 production 5.0L Ti-VCT Coyote installed in new Mustang GTs and is also available from Ford Performance. This is the engine with better heads, hotter cams, and CMCV technology.
5.0L Coyote Aluminator NA Crate Engine M-6007-A50NA
The 5.0L Aluminator M-6007-A50A, formerly available from Ford Performance, is for naturally aspirated applications due to its 11.0:1 compression ratio. Although this engine is no longer in production it may still be available in remaining inventories and from private sellers.
5.0L Coyote Aluminator NA Crate Engine M-6007-A50NAA
The 5.0L Aluminator NA (naturally aspirated) from Ford Performance includes Mahle 11.0:1 compression ratio forged and coated pistons that are hard anodized and feature the Grafal low-friction coating. Connecting rods are premium Manley H-beam with ARP 2000 bolts fitted with BOSS 302 high-performance aluminum bearings. The 5.0L Aluminator NA is a direct bolt-in for the 2015–2016 Mustang GT. It can be used in street rod or restomod builds using Ford Performance’s 5.0L electronic engine controls pack M-6017-504V.
5.0L Coyote Aluminator SC Crate Engine M-6007-A50SC
The M-6007-A50SC engine, which is no longer available from Ford Performance, is a low-compression crate Coyote engineered for supercharged applications for which lower compression is desirable. This engine may still exist in inventories and in the hands of private sellers. It is not fitted with CMCV.
5.0L Coyote Aluminator SC Crate Engine M-6007-A50SCA
The M-6007-A50SCA Coyote from Ford Performance is a lower-compression crate engine designed for supercharged applications where lots of boost is desired. This is a direct drop-in replacement for the 2015–2016 Mustang GT.
5.0L Aluminator XS “Cobra Jet” Crate Engine M-6007-A50XS
Ford Racing has taken the technology developed for the Mustang “Cobra Jet” drag car and created the ultimate 5.0L crate Coyote engine. With a rating of 500 hp, the new Aluminator XS is the most powerful naturally aspirated Coyote crate engine built by Ford Performance. Every Aluminator is hand-assembled by the same professionals who build the Mustang Cobra Jet drag racing engines.
Durability comes from Manley connecting rods with ARP rod bolts and Mahle coated and forged pistons. Unique Coyote components developed specifically for the Cobra Jet racing program are used, including the billet gerotor oil pump, CJ short-runner high-RPM intake manifold, 1,517-cfm dual 65-mm Cobra Jet throttle body, competition pulse ring, and 12-quart competition oil pan.
Ford Performance 5.2L Aluminator XS
When word hit the streets that Ford was bringing an intoxicating Shelby Mustang GT350 to market, enthusiasts wanted to know all about it. I happened to be behind a GT350 test mule in Arizona at a traffic light during field-testing. The car was camouflaged and sounded snarly nasty. The engineer cracked the throttle and there wasn’t any doubt. It sounded unlike any Mustang in history. What I heard at that traffic light was the 5.2L Voodoo engine exclusive to the Shelby GT350 that was coming for 2015–2016. The flat-plane crank 5.2L engine produced a European, buzzy throat like no other American muscle car had ever had.
Ford Performance decided to tap into the Voodoo’s genetics to conceive the 5.2L Coyote crate engine. In addition, you can piece all of the parts together to build your own 5.2L Coyote if you’d like to do something different. What makes the crate 5.2L and all its components different is the absence of the flat-plane crankshaft. The 5.2L Coyote is a cross-plane crank mill with increased displacement. This means 5.2L (317 ci), 12.0:1 compression, 5.2L block with a larger bore yet the same stroke, Mahle forged-aluminum pistons, Manley H-beam connecting rods with ARP 2000 bolts, M-6550-M52 block, GT350 CNC-ported heads, and more. You’re getting a Shelby-class crate engine except without the cross-plane crank.
Edelbrock E-Force Coyote
The Edelbrock E-Force Coyote is a complete supercharged engine package for your classic or late-model Ford project vehicle. The Edelbrock E-Force engine is a new, factory-fresh Ford Aluminator crate engine built for high-performance applications with a steel forged crankshaft, Mahle forged and coated 9.5:1 compression pistons, and Manley H-beam connecting rods. The 9.5:1 compression ratio allows for safe and reliable supercharged performance on 91-octane pump gas.
On top is the Edelbrock E-Force supercharger system, which is also scheduled to be a separate supercharger kit at press time. This great-looking system features Eaton TVS 2300-cc rotors, which provide unparalleled efficiency, whisper-quiet operation, and OEM reliability. This engine package comes complete with the essential E-Force supercharger kit including electric intercooler water pump, intercooler plumbing, and intercooler recovery tank, as well as fuel rails, 50 lb/hr fuel injectors, mass air flow sensor (MAFS) housing, and reusable air filter. It also includes all front-end drive accessories: water pump, alternator pulleys, idlers, tensioners, belts, and hardware. Pair with universal heat exchangers 15405, 15406, or 15407 for a complete installation. What this means for you is 700 hp with an OEM-style warranty.
Proving the Coyote Out
Ford Performance Parts has provided me with a 2011–2014 M-6007-M50 crate engine to work with in JGM Performance Engineering’s dyno lab in Valencia, California. I’m going to try everything from basic bolt-on parts to cam swaps and Ford Performance Parts BOSS and Cobra Jet induction. I’d like to show you how you can improve on the Coyote in your Mustang GT or F-150 with easy bolt-on mods.
The big challenge for the aftermarket, including Ford’s own Performance Racing Parts division, is how to make the Coyote more powerful while maintaining durability. Improvements come from larger throttle bodies and induction systems from Ford Performance Parts and Edelbrock. Ford Performance Parts and Comp Cams have a variety of cam picks for the Coyote that improve horsepower and torque.
As this book goes to press, no one in the industry is working on a cylinder head for the Coyote apart from existing castings and sophisticated CNC port work. Total Engine Airflow from Summit Racing Equipment, JPC Racing, Livernois, MMR, and a host of others offer CNC-ported cylinder heads for the Coyote. The web is rich with options. Regardless of the head you choose, you can count on improvements in horsepower and torque. Jim Grubbs has invited me into his dyno lab at JGM along with the Ford Performance Parts 5.0L DOHC Coyote. Let’s get started.
The amount of power the Ford Performance 5.0L Ti-VCT Coyote engine pulled right out of its shipping crate is remarkable. This is not an Aluminator crate engine, which is more about durability than power. Ford Performance’s Aluminator crate engines are torn down and built up using race-ready components on which you build power.
The Ford Performance dyno engine is an out-of-the-box Mustang GT engine, which means stock powdered-metal rods and hypereutectic pistons. I took this engine to 7,200 rpm initially just to see what it would do power-wise. JGM tried a couple of baseline pulls on its newly calibrated and digitized SuperFlow 901 for consistency. Our best numbers at the crank were 487.4 hp at 6,300 rpm and 416.47 ft-lbs of torque at 5,000 rpm.
Stock Intake with BBK Cold-Air Kit and Factory Shorty Headers
Jim Grubbs suggested we conduct baby-step modifications to prove out the value of each modification. I installed BBK’s cold-air kit just to witness the value of a simple cold-air kit. The best numbers at the crank were 498.3 hp at 6,800 rpm and 412.21 ft-lbs of torque at 5,100 rpm. Here’s what happened.
We lost some torque but gained 10.9 hp with the BBK cold-air kit. This demonstrates a common sense approach to power. The Coyote is an easy engine with which to make power. However, power is gained step by step. Each individual modification, regardless of how small, contributes to big power gains over time.
Stock Intake with BBK Cold-Air Kit and BBK Shorty Headers
The BBK cold-air kit yielded 10 hp. BBK provided ceramic-coated shorty headers to complement the cold-air kit. Here are the numbers: 509.7 hp at 6,800 rpm and 417.70 ft-lbs of torque at 5,100 rpm.
Jim and I ultimately ran four header types on the Ford Performance Parts base Coyote. Of the four, these BBK shorties provided the best street power curve. Just bolting these guys on netted another 11.4 hp and 5.56 ft-lbs of torque. Again, it all adds up to significant gains.
Stock Intake with BBK Cold-Air Kit and BBK Long-Tube Headers
The installation of BBK long-tube headers proves that there isn’t always benefit to long-tube headers when compared to shorties alone. If you’re going to long-tube headers, be prepared to change both induction and cam profile if you want serious gains in power. Also be prepared to visit a professional tuner. Here’s how long-tubes stack up against shorties with no other modifications. Here are the numbers: 508.4 hp at 6,600 rpm and 417.19 ft-lbs of torque at 5,100 rpm.
Stock Intake with BBK Cold-Air Kit and JBA Long-Tube Headers
When we bolted on a set of ceramic-coated JBA long-tube headers, numbers came in lower in terms of horsepower and torque; this is another reminder of why a custom tune is so important to horsepower and torque numbers. You don’t always gain power with an induction and exhaust upgrade. You must have a custom tune to complement the parts upgrade, which makes the most of the upgrades. Here are the numbers: 497.9 hp at 6,800 rpm and 408.48 ft-lbs at 5,400 rpm.
Stock Intake with BBK 87-mm Throttle Body and JBA Long-Tubes
When we installed the BBK 87-mm throttle body it actually lost horsepower but gained torque. This shows something about how to package induction and exhaust systems. With the BBK long-tube headers it gained torque but lost some horsepower. Ray McClellend of Full Throttle Kustomz in Fillmore, California, explains the importance of dyno tuning every time you change parts, regardless of how small the modification appears to be. Each upgrade changes the engine’s dynamics. When we went to the BBK 87-mm throttle body and long-tubes the crate Coyote needed a professional tune, which would have gained both horsepower and torque. Here are the numbers: 498.4 hp at 7,000 rpm and 423.83 ft-lbs at 5,200 rpm.
Ford Performance Parts BOSS 302 Intake with BBK 87-mm Throttle Body and JBA Long-Tube Headers
When we installed the Ford Performance BOSS 302 induction with 87-mm BBK throttle body it woke the Coyote up with 22.2 more ponies but lost torque. This change proves what the BOSS 302 intake manifold is all about. This is a great street and track manifold designed for the road course, which makes it a nice compromise between street and track. It comes on strong at high RPM on an engine that likes to rev. Here are the numbers: 520.1 hp at 7,000 rpm and 394.82 ft-lbs at 4,500 rpm.
JGM did a second pull with this combination after a brief cool-down and came up with these numbers: 524.4 hp at 6,900 rpm and 402.09 ft-lbs at 5,300 rpm.
Ford Performance Parts BOSS 302 Intake with BBK 87-mm Throttle Body and BBK Shorty Headers
Exhaust tuning is a big part of how power is made. I have learned that long-tube headers do their best work at high RPM while shorties are better for low- to mid-range torque. When we went back to the BBK shorty headers the numbers improved across a broader RPM range. Torque was consistent. Here are the numbers: 528.2 hp at 7,000 rpm and 406.48 ft-lbs at 5,200 rpm.
Ford Performance Parts BOSS 302 Intake with 90-mm Throttle Body, BOSS 302 Cam Swap and BBK Shorty Headers
When we went to the larger Ford Performance 90-mm throttle body and BOSS 302 cams it was apparent from the numbers that Ray McClelland was needed to tune the Coyote, which came in a pinch lower in terms of horsepower and torque. Whenever you change engine dynamics, such as a larger throttle and cams, you have to change air/fuel ratio and spark timing. The testing logic was, what can the average enthusiast get from just changing parts without a tune? Ray stresses that it does not work that way. Any time you change induction and exhaust you effectively change how the engine processes air, fuel, and spent gasses. This calls for adjustments to fuel and spark curves, which can only be performed by a professional tuner. You can purchase off-the-shelf tune packages, which will get you started. When it’s time to lay down rubber, you need a professional tune. Here are the numbers: 526.2 hp at 7,000 rpm and 402.92 ft-lbs at 5,700 rpm.
Ford Performance Parts BOSS 302 Intake with 90-mm Throttle Body, BOSS 302 Cam Swap, BBK Shorty Headers and Full Throttle Kustomz Tune
We learned quickly that without a professional tune I had gone as far as I could go with the JGM Coyote. We installed a quartet of Ford Performance BOSS 302 cams and moved on to the next phase of testing. Ray McClelland arrived and promptly went to work on the Coyote’s PCM and dialed in a custom tune. He made adjustments to fuel and spark curve and here’s what happened: With a custom tune and BOSS 302 cams, it gained 25.3 hp and 19.85 ft-lbs of torque. Here are the numbers: 551.5 hp at 7,000 rpm and 422.77 ft-lbs at 4,400 rpm.
Ford Performance Parts Cobra Jet Intake with Twin 65-mm Throttle Body, Comp Cams 191160 and BBK Shorty Headers
Ford Performance sent both the BOSS 302 and Cobra Jet induction packages for an opportunity to show you how power is made via two induction systems with different missions. The BOSS 302 intake with 90-mm throttle body is a great street and track manifold. It delivers a broader torque curve because it is engineered for both street and track performance. You get the benefit of high-RPM breathing when the throttle is pinned; you get good low- to mid-range torque for raw power coming out of the turns. And this is what the BOSS 302 manifold is all about. As you can see, the BOSS 302 delivered excellent mid-range torque at 4,400 rpm during the previous pull and came on strong at 7,000 rpm.
The Ford Performance Cobra Jet manifold is a high-RPM racing manifold designed primarily for drag racing. When we fired the Coyote with this manifold it immediately went into “limp-home” mode, which called for extensive tune time and reprogramming before Ray could get it running smoothly. This shows how vital a professional tune is to induction, cam, and exhaust modifications.
Between dyno sessions, we decided to swap in the Comp Cams 191160, which is a maximumperformance street cam designed to increase high-RPM horsepower. The 191160 cam package moves the power band higher, where the Cobra Jet manifold lives. While ordering the 191160 cams, I opted for stiffer valvesprings from Comp to keep the valvetrain stable at the expected higher RPM.
Ray went back into the PCM and made finite adjustments to fuel and spark curves. He also raised the rev limit to 7,600 rpm. Ray understood that the Coyote had more lungpower in it. Here is the result in three consecutive dyno pulls: 567.3 hp at 7,500 rpm and 399.63 ft-lbs at 5,700 rpm; 587.5 hp at 7,600 rpm and 400.27 ft-lbs at 6,500 rpm; 585.5 hp at 7,600 rpm and 401.09 ft-lbs at 6,500 rpm.
Ray took these numbers and went to work tuning for the fourth and final pull. It turns out that leaner is better, but it’s risky. This is why Ray likes to find a happy medium between lean and risky lean. He made adjustments to fuel and spark curve and we wound up with the following numbers: 591.5 hp at 7,600 rpm and 406.52 ft-lbs at 5,400 rpm.
You learn from Ray McClelland how important professional engine tuning is to performance. Finite adjustments to fuel and spark curve are what the professional engine tuner understands and most of us don’t. Building performance into the Coyote via bolt-on parts is all well and good but you must couple this effort with tuning.
Dyno time with Ford’s 5.0L Ti-VCT Coyote has shown something about how power is made and what it takes to get there. Simple bolt-on mods such as short- and long-tube headers show how important exhaust scavenging is to horsepower and torque. Shorty headers prove they’re a good choice for street and weekend strip. Long-tubes cater more to high RPM and horsepower. I’m convinced that the Ford Performance crate Coyote would have gone over 600 hp with long-tube headers and more of Ray’s engine tuning capability.
The two Ford Performance induction systems show how different they are when it comes to the torque and horsepower power band. Stock Coyote induction operates where it was designed to on the street with good low- to mid-range torque, and its CMCV system with variable runner length (2015–2016) comes on strong at high RPM.
The BOSS 302 manifold raises the power band where torque comes on stronger in a higher-RPM range than you see with stock induction. Torque begins to arrive around 4,500 rpm with the BOSS manifold and cams, giving this thing a nice broad torque curve between 4,500 and 6,500 rpm.
The Cobra Jet manifold coupled with the 191160 aggressive Comp grind leaves low-end torque behind, yielding to high-RPM horsepower, which is what the Cobra Jet manifold was designed for. Ford Performance has provided a foundation on which to build power in its 5.0L and 5.2L Coyote engines. It is the most rugged member of the Modular engine family.This means that you can take the Coyote’s bones and get into power adders without concern for durability. And if you’re planning more than 600 hp you can order up an Aluminator crate engine from Ford Performance and go to more than 1,000 hp.
Comp Cams 191160
This is a aax-effort street/strip cam set. It has strong power gains above 5,500 to 7,200 rpm, benefitting from full-length headers and 3.73 gears. It requires a phaser limiter kit and custom PCM/ECU programming. XFI NSR Ford 5.0L Modular 4V hydraulic roller swinging/finger follower camshafts (no springs required). Stiffer springs are suggested.
Written by Jim Smart and Posted with Permission of CarTechBooks