5.0 Coyote in SN95

[Blackpony]

Yes

Very kool! I have spoken to you on corral numerous times. my sn is white93pony71 over there. Very nice to see you on here, you do incredible work!!!

[aggie97]

How would it be a lot lighter? The Coyote is only around 440 lbs

found out the shipping tag on the new Z363 crate motors from FRPP is 450lbs. That's an Iron Boss Block. Coyote is heavy!

[YALE]

Yes

Welcome!

[BlackGT]

found out the shipping tag on the new Z363 crate motors from FRPP is 450lbs. That's an Iron Boss Block. Coyote is heavy!

The Z363 does not have Intake, Headers or Carb.
The Coyote is 430 lbs which includes 4 valve heads with cams, Intake, TB, Injectors, Wiring, Fuel Rails, EVERYTHING. So, no, it's not that heavy. Take off at least 40 lbs for everything I listed except the heads, probably closer to 50, and you have an equally dressed engine as the Z363 that is 60-70 lbs lighter...
First Model Year 2011
Engine Family Modular
Code Name Coyote
Displacement 4957cc (302 ci)
Bore x Stroke 92.2 x 92.8mm (3.263 x 3.647 inch)
Horsepower

•412 hp @ 6,500 rpm, 91 octane
•402 hp @ 6,500 rpm, 87 octane
Torque

•390 lb-ft @ 4,250 rpm, 91 octane
•377 lb-ft @ 4,250 rpm, 87 octane
Shipping Weight 430 pounds, includes water pumpBlock Low-pressure cast 319 aluminum, pressed-in thin-wall iron liners
Bore Spacing 100mm (3.937-inch)
Deck Height 227mm (8.937-inch)
Deck Thickness 13mm (0.510-inch)
Cylinder Head Retention 12mm bolts, 4 per cylinder, 10 bolts total per bank


Oil 5W/20 weight, mineral
Oil Pan Stamped steel, 8 quarts
Windage Tray Integral w/oil pan gasket
Oil Pump Gerotor
Pistons Hypereutectic, short-skirt, flat-top w/four equal valve reliefs; moly friction-reducing coating; oil-jet cooled
Piston weight 500 grams
Piston Pin Full-floating, 22mm diameter
Piston Pin Retention Wire lock
Piston Rings 1.2 x 1.2 x 2.5 mm, moly top ring
Connecting Rod Powered metal forging, I-beam, no balance pad
Connecting Rod Length 150.7mm (5.933-inch)
Rod/Stroke Ratio 1.62
Crankshaft Forged steel, fully counterweighted, induction hardened
Main Journal 67.5mm (2.652-inch) diameter
Rod Journal 53.0mm (2.082-inch) diameter


Flywheel Retention Eight-bolt
Cylinder Heads Aluminum, four-valve per cylinder
Head Bolts 12mm, four per cylinder
Valve Covers Composite
Compression ratio 11.0:1
Valves 37 x 31mm (1.454 x 1.218-inch), four per cylinder
Camshafts DOHC, four camshafts, independently adjustable timing
Camshaft Timing Twin independent variable
Duration 260 degrees intake, 263 degrees exhaust
Lift 12mm (0.472-inch) intake, 11mm (0.432-inch) exhaust
Lift Limit 13mm (0.510-inch) physical limit in head
Valve Followers Roller-finger follower
Lash Adjusters Hydraulic
Coolant Organic (red)


Exhaust Manifold Short-tube, S44100 stainless-steel Tri-Y tubular headers; 10mm mounting studs w/prevailing torque nuts
Intake Manifold Constant cross section, long-runner single-plane (single-scroll); molded composite w/upper section colored; front throttle body mount
Throttle Body Single-blade, 80mm, e-throttle
Engine Management Software Copperhead
Mass Air Meter 86mm, digital
Oxygen Sensors Universal Exhaust Gas
Knock Sensors Two, in block valley
Ignition Timing Crank trigger, rear of crankshaft
Ignition Coil-on plug
Spark Plug NGK Iridium
Firing Order 1 5 4 8 6 3 7 2
Cylinder Numbering

•Right bank: 1, 2, 3, 4
•Left bank: 5, 6, 7, 8
Fuel System Port fuel injection, returnless
Fuel Injectors 32.8-lb/hr
Fuel Pressure 55 psi
Fuel Requirement 87 octane minimum, 91 octane best/rated power


Read more: http://www.mustang50magazine.com/tec...#ixzz1SfHx7nvb

[CYAZ06]

The biggest bonehead move on that engine is the use of the 3/8 ths capscrew scat I beam rod, which is really meant for a stock block, so this prohibits a TON of potential sales to the power adder community. The factory always had the best stuff, now today the ford racing segment is a mere sheel, with a ton of "ok" reboxed ford racing parts. On the flipside I do realize ford must sell cars and not go fast parts.

Yep. And for my application, NA is the only way to go......power adders with road racing don't mix. Plus everything is power to weight ratio.

[Trackiscrack]

The biggest bonehead move on that engine is the use of the 3/8 ths capscrew scat I beam rod, which is really meant for a stock block, so this prohibits a TON of potential sales to the power adder community. The factory always had the best stuff, now today the ford racing segment is a mere sheel, with a ton of "ok" reboxed ford racing parts. On the flipside I do realize ford must sell cars and not go fast parts.

Woody,
If you would spend your time building bad ass engines instead of posting on every forum under the sun, I would own one of your motors as would cyaz06. The reality is I called you and you blew me off stating that if I wanted an engine in the next 6-12 months you could not help me.

I have heard you do nothing but bash these engines and Ford Racing for the past 6 months which does not showcase you in a positive light and probably turns other people off the way it does me. You come off sounding more arrogant than confident. Just the opinion of a would have been customer and a could be future customer.

The reality is it is a damn good bang for the buck for those of us running it N/A with no power adders in sub 3K lb cars.

[Blackpony]

Woody,
If you would spend your time building bad ass engines instead of posting on every forum under the sun, I would own one of your motors as would cyaz06. The reality is I called you and you blew me off stating that if I wanted an engine in the next 6-12 months you could not help me.

I have heard you do nothing but bash these engines and Ford Racing for the past 6 months which does not showcase you in a positive light and probably turns other people off the way it does me. You come off sounding more arrogant than confident. Just the opinion of a would have been customer and a could be future customer.

The reality is it is a damn good bang for the buck for those of us running it N/A with no power adders in sub 3K lb cars.

And who are you again?

People do get lunch breaks, and dont work 24 hrs a day. Just because he is online promoting his business and will not build you an engine immediately you are wanting to bash him? What a douch. He does have other people that have already paid for engines and ordered them that he must build. Its called getting your ass in line and waiting. I have spoken with Woody numerous times and he has given me the answers I was after. AND i have not bought a thing from him!! Never met him, but just talking he is a great guy with a vast amount of knowledge!

[majorownage]

I don't have sigs turned on so I didn't see that.

I'm just wondering on what basis you can say the Coyote motor is superior to that 03/04 shortblock which has been proven many times to be reliable at 1000rw+ with stock internals and block?


You wanna race my stockblocked car?

Lol @ 1000 rwhp stock.
Maybe for a couple days, but not even an entire season of racing.


To the op: do a 2012 boss 5.0 swap. A wiring harness can be included from ford racing which would make it a swap. Oh, and buy from tousley ford online. Only 10% over the cost they buy it at. About 20% off the msrp at fordracing.com

[Blackpony]

Lol @ 1000 rwhp stock.
Maybe for a couple days, but not even an entire season of racing.

I have seen many holding those power levels for many years..
So long as the tune up is solid, you shouldnt have a problem.

[Steve]

I have seen many holding those power levels for many years..
So long as the tune up is solid, you shouldnt have a problem.

Exactly.

[racrguy]

Well, this thread turned into a couple of people that have no clue what they're talking about come in and spew their BS as if it was true. /Picard

[STROKD]

For what it will cost, sell your car and buy a C5 FRC or Z06, and be faster and have a nicer car that gets better mileage and won't be a big pain in the ass swap car.

My FRC STOCK outran a stock Coyote Track-pack. That's just plain SAD imo to get drug by a 108,xxx miled stock car built 13 years ago with less rated power...

[Whiteboy]

For what it will cost, sell your car and buy a C5 FRC or Z06, and be faster and have a nicer car that gets better mileage and won't be a big pain in the ass swap car.

My FRC STOCK outran a stock Coyote Track-pack. That's just plain SAD imo to get drug by a 108,xxx miled stock car built 13 years ago with less rated power...

I raced a c-5 zo6 it was neck and neck i only have a couple of bolt on's

[Steve]

For what it will cost, sell your car and buy a C5 FRC or Z06, and be faster and have a nicer car that gets better mileage and won't be a big pain in the ass swap car.

My FRC STOCK outran a stock Coyote Track-pack. That's just plain SAD imo to get drug by a 108,xxx miled stock car built 13 years ago with less rated power...

I'll rape your C5 with my swap car mister.

[majorownage]

I have seen many holding those power levels for many years..
So long as the tune up is solid, you shouldnt have a problem.

Exactly.

Have you ever seen a stock cylinder head after this type of power? Everything is toast. The stock valve guides (powdered metal) cannot keep up with massive amount of heat with associated with 1000rwhp. The seats also will show a considerable amount of wear. Not to mention the rings will be roasted, the stock aluminum backed bearings will be pounded to death, and possible piston scuffing.

There is a reason the ford gt/gt500 heads have bronze guides/copper-be seats.

Just because the car will survive a 1000rwhp dyno tune session does not mean it will last the test of time.

If the car was only used occasionally, and not abused (keeping WOT sessions less than 10ish seconds), the stock engine factors of saftey should be able to keep it operational...at least for a while.

There is a reason high specific hp engines have shortened engine life spans.