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January 11, 2012.  It has been ~6 months since our last blog post and there is a lot to go over.  Firstly, we ended up converting the car over to the S&R power steering bracket kit, which relocates the alternator to the passenger side (and flips it around), allowing the power steering pump to be mounted in basically the exact same location as the 96-04 pump.  This is an improvement over the Ford Racing bracket for 3 reasons:

• It allows all 79-04 cars to retain their stock swaybars, as the power steering pump is no longer directly in the path of the swaybar as it is with the Ford Racing bracket.

• A factory 96-04 4.6L a/c compressor can now be mounted on the passenger side in the same place as a 2011 GT (although custom lines must be made)

• Factory 96-04 4.6L power steering lines can be used to plumb the hydroboost system, eliminating the need for custom braided stainless steel lines (which can be noisy--due to their inability to "flex" like a factory line).

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We also had a chance to dyno the car, in order to get a baseline on the tune and verify that the FRPP tune untouched is safe to be run in conjunction with the BBK headers, and our HFP Coyote swap old air intake--which it is.  The very first pass, the car put down 399rwhp/ 377rwtq.  Adding a little fuel resulted in final numbers of 407rwhp/ 388rwtq:

VIDEO:

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Here is a quick shot of the interior in its current state showing the Autometer gauges we installed using a custom dash plate from MC Machine, and the Momo steering wheel from Maximum Motorsports.

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The next blog post we will outline the gear swap, clutch change, and suspension "tweeks" that we have made to make the car ready for its open track debut with the Coyote motor.  Until then, here are two short videos we took right after the car was driven for the first time:

April 7, 2011.  After several months, we have several updates.  A few setbacks have come up along the way, but we are now closer than ever to getting actual numbers from this build.  The latest company we are distributors for, Phenix Industries, has provided AN fittings and hose to plumb our fuel system.  We previously had plans to try and retain the factory chassis hard lines, but we scrapped the idea in favor of braided stainless steel lines in -8 feed and -6 return from Phenix.  All Phenix fittings are made in America, which is an important consideration for a car that will surely see a lot of miles.  In the weeks to come, we will have a complete drop-in fuel system package which retains the stock fuel tank that includes a newly developed 340LPH fuel pump, a brand new hanger, regulator, and all the fittings and lines to plumb the system from front to back.

Another huge update is the Ford Racing power steering bracket.  Those who have been following our build, or are in the middle of their own, have probably thought, "what are they going to do about the power steering??"  KRC Power Steering is still in the process of R&D'ing their kit which will retain the air conditioning compressor (if you choose to run one).  We will test that kit when it becomes available.  A "spy" shot of that kit can be seen here.  Note the new water pump pulley that is included.

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In the meantime, Ford Racing has released part # M-8511-M50BR.  A bolt-on bracket that allows the use of any 96-2010 4.6L power steering pump.  We bolted ours up immediately, and our impressions are extremely positive.  The bracket has a threaded rod built in that is used to apply belt tension. Very cool!  We adjusted the pump all the way left and right, and there is plenty of clearance between the pump and the swaybar bracket--even when the threaded rod is maxed out.  This bracket is an immediate option for those looking to plumb their hydroboost unit, and aren't running a/c.

The next blog article will cover our complete fuel system front to back.

Here are the pictures of the bracket itself:

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And here are the pictures of the pump and bracket mounted on the block:

January 13, 2011.  Car Craft Magazine puts out their first segment of our Coyote build in their March, 2011 issue.  The article details some of the parts used, and a few snapshots of Guy Parsons, the BBK header builder.  Look for more articles in the months to come.  Note: disregard the "do not copy" warning, these scans were sent to us before the issue actually hit the stands.

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January 1, 2011.  KRC Power Steering will be working with us to develop a Coyote swap power steering bracket that will use their all-new Revolution power steering pump.  The pump will mount on the passenger side, and should accommodate the use of the factory 2011 GT a/c compressor.  KRC's pump, which along with other cool features, incorporates changeable flow valves, allowing the steering feel and assist to be tuned to the driver's preference.  We can't wait to get a kit in our hands!

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December 2nd, 2010.  BBK Performance's prototype 1 3/4" Coyote swap headers and 3" X-Pipe are finished!  A cool feature that was built-in last minute is the wideband bung welded onto the driver's side header... simply awesome.  It will still be a ~2-3 months before these headers are available, but we will let you know as soon as they are.  Stay tuned for Volume XI where we'll outline the fuel system and wiring (Ford Racing Control Pack) before the motor is fired for the first time.  Like us on Facebook!

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November 24th, 2010.  BIG update to report.  Over the course of the last the last 3-4 months, many of the emails, calls, and PM's being exchanged between those who were undertaking Coyote motor swaps had to do with the issue of headers.  We were pretty sure that the overall width between the 5.0L Coyote and the 4.6L Cobra motors were comparable, as both of them are Dual Overhead Cam, and Ford Racing had clued us in on the fact that they both share the same motor mount and bellhousing architecture.  This was confirmed when BBK Performance sent us a set of modified 2V 4.6L headers onto which they welded a Coyote motor header flange (pictures in our Blog Post VIII).  The headers fit pretty close, which gave BBK a solid baseline to go by once the car was in their hands.  After the SEMA show, we trailered the Coupe down to BBK's R&D and manufacturing facility in Temecula, CA where they began building the first prototype set.  Whereas BBK 2V headers are only available in 1 5/8" primary tube sizing, the Coyote swap headers will be 1 3/4" with 3" collectors, making them perfect for both n/a and boosted builds.  Space constraints makes fitting a 1 7/8" header very difficult, especially with the need to accommodate Ford's chassis revisions over the 25 year span of the Fox chassis.  BBK's headers will be available to the public in about 3 months, and will be available in both chrome and ceramic coated versions.  Who would have thought that within only a few short months of Ford's release of the Coyote, off the shelf parts can be used to install it into any 79-04 Mustang/ Capri/ Fairmont/etc?  Just call up your local Ford Racing distributor for a motor and wiring harness, source a transmission from any mod motor car, and call up BBK for a set of headers.  Check out the pictures and check back soon for Volume X.  And don't forget to Like us on Facebook!

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October 27th, 2010.  Several updates to report.  We have been working with a well known header manufacturer to develop headers specifically for swapping a 5.0L Coyote motor into a fox body.  Primary tube sizing will likely be 1 3/4" with both coated and uncoated headers available.  Matching xpipes and hpipes are also a possibility.  We were able to test fit the first prototype set last week with very promising results.  We will be trailering the Coupe down after SEMA to have final tweaks made.  At some point in the near future, swap headers will be as easy as picking up the phone and making an order.  That will make the Coyote swap an extremely realistic alternative to SBF strokers.  The first picture below shows the driver's side of the motor before the headers were installed, to give an idea of the space between the motor and the framerail.

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We were also able to get the radiator fitted.  Since the mod motors are setback further than a pushrod motor (by an inch or more) there is no trouble fitting wide aluminum radiator/ electric fan setups.  We used a Ron Davis aluminum radiator and a Lincoln Mark VIII electric fan which we anticipate will cool this motor and any future boosted variation just fine.

Check out the pictures and check back soon for Volume VIII.  And don't forget to Like us on Facebook!

October 20th, 2010.  To quench our thirst for Coyote power, we felt it was time to drive the 2011 Mustang and see for ourselves what all the hype was about.  Off we went to Texas to drive a Torch Red automatic GT courtesy of Avis Rental Cars.  To say these cars are amazing is an understatement.  The chassis improvements of the S197 platform have been documented since its inception in 2005, and the 2011 goes one step further.  The base GT suspension is now the "Track Pack" lowering kit, which until 2011 was only available through Ford Racing.  All the bells and whistles of a new car--including the ability to change the color of the gauges and ambien lighting--are pretty cool.  

But what about the motor?  No doubt this is the most powerful GT to date--the DOHC 5.0L puts down 360-370rwhp bone stock.  The Coyote Motor's powerband is linear, then comes alive HARD at 4000rpm, and flat out screams all the way to the limiter.  Our only suggestion for the automatic would be a calibration and converter to bring out its full potential, as it feels a little lazy around town off idle.

Overall impression of the 2011 GT?  Flat out awesome.  If owning one is out of your hands, go to Avis and rent one.  Next, reach down to the button to the left of the shifter, turn the traction control off, footbrake the motor while raising the rev's until the tires start smoking, and let the dual overhead cam 5.0L wail to 7,000rpm as you lay rubber down the boulevard.  Which... is exactly what we did.  Check out the pictures and check back soon for Volume VIII.  And don't forget to Like us on Facebook!

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October 8th, 2010.  We have completed installation of the T56 transmission (upgraded with a 26 spline input shaft), Ram twin disc clutch, Ram billet aluminum flywheel, MGW shifter, and Coast Driveline custom aluminum driveshaft.  We chose the T56 transmission because we'll be able to make an accurate comparison between the 2011 Mustang GT, and our soon to be Coyote 5.0L powered 86LX Coupe.  S197 5spd and 6spd transmissions are not ideal for the 79-04 chassis due to shifter location, but T56's from Ford (03-04 Cobras), GM F-Bodies (93-02) and Dodge Vipers are readily available.  D&D and Ford Racing also offer T56's that have the advantage of having provisions for a mechanical speedometer.

One disadvantage of fitting a T56 into a Fox Body is that there is no readily available bolt-in crossmember; other than the D&D unit--which is not sold separately from their T56 kit.  We chose to fabricate our own brackets out of 3/16" steel plate which we contoured and welded to the floorpan, as well as the subframe connectors.  The transmission mount is our own custom piece, as we were having difficulty locating a mount that had the correct height and spacing for installing an 03-04 Cobra T56into a fox body.  To fix this, a generic Prothane mount was welded to the stock 03-04 Cobra transmission mount bracket.

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Coast Driveline built us a .120" wall aluminum driveshaft, and worked with us through several length revisions to get everything 100% perfect.  The driveshaft is simply a work of art!  We cannot say enough good things about Mark and the crew at Coast.

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Last week, John McGann of Car Craft Magazine stopped by to take pictures of the build, and document our progress.  John was one of the photographers for the Car Craft feature article in 2006 (pages: 1, 2, 3, 4), so it was especially cool to also have him documenting the Coyote build.  Please disregard the ugly shop floor.

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Stay tuned for Volume VII as we introduce a BIG surprise to all those considering doing this swap in a fox body, but are afraid of the #1 question--what about headers??  Hmmm....  And don't forget to Like us on Facebook.

September 25, 2010.  The Coyote Motor is in the car!  Since the Coyote shares the same basic external architecture as the 4.6L/ 5.4L mod motors, motor mounts from a 96-04 Mustang--either factory or aftermarket--are a direct fit.  Ours came from Prothane, which will provide a firm foundation for rev limiter launches, and other abuse that the motor will most certainly endure.  One thing worth mentioning; thread engagement using bolt store hardware is less than ideal.  As such, we strongly recommend using Genuine Ford hardware whenever possible.  After our bolts were overnighted from Livonia, the engine slipped in without issue-- the lift brackets that are shipped with the crate motor are very effective.

OEM Ford part #'s and quantities for the bolts are as follows:

1 Motor Mount Stud: N808380-536 (ships as a pack of 4)

5 Motor Mount Bolts: N808378-536 (ships as a pack of 6)

2 Long Bellhousing Bolts: N606067-S439 (ships as a pack of 4)

5 Short Bellhousings Bolts: W710658-S439 (ships as a pack of 4)

1 Starter Stud: N806771-S36 (ships as 1 individual stud)

2 Starter Bolts: N808980-S36 (ships as a pack of 4)

Having consulted with Ford Racing on a number of occasions, we knew the motor would physically slide into the car without issue.  Oil pan to steering rack clearance was one thing that had not been confirmed yet.  All Maximum Motorsports k-members ship with 3-slot steering rack bushings which are absolutely vital in achieving the necessary clearance.  When the rack is mounted in the lowest position, there is more than 1/2" of clearance between the pan and the rack.  Stay tuned for Volume VI where we will outline the T56 transmission, Ram billet aluminum flywheel and Ram twin disc clutch install, as well as the mounting brackets we fabricated for the T56 crossmember.

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September, 2010.  The Coyote Motor is here!  Delivered in a sealed crate with Ford Racing logos on the outside, we knew this motor meant business from the first moment we saw it.  Check out the detailed pictures below, and if anyone would like to see any specific angles of anywhere on this engine, please email sales@highflowfuel.com.  Stayed tuned for Volume V as we bolt up the Prothane Urethane motor mounts and slide the Coyote between the strut towers.

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Fast forward to 2009.  Having read reviews, magazine articles, and forum posts about Ford's new 5.0L Coyote motor, we started to get curious.  The Coyote motor is conservatively rated at 412 flywheel horsepower from the factory, through factory mid-length headers, cats, and an airbox.  What is the motor capable of with longtubes, 3" exhaust, free flowing mufflers, a cold air intake, tuning, etc?  Numerous 2011 GT owners have already seen 400rwhp with stock headers!  Furthermore, mod motors have been dissected, imploded, exploded, and improved waaay beyond what Ford or the aftermarket ever thought possible.  Without doubt, the new DOHC 5.0L Coyote motor will be just as capable of supporting big power as the previous 2V/3V/4V versions.  Even the weakest, most anemic 2V 4.6L had an engine block that--if fortified with forged internals--could support 1000hp+.  No factory 289/302/351 block could ever do that.  A 412hp motor built by Ford, with variable valve timing, in a lightweight package (about the same as an aluminum headed 302-based motor), that shares pre-existing mod motor archictecture (bellhousing, flyhweel, motor mount location, etc) proved too tempting.  The Coyote motor was ordered!

As the motor was crated and sent to us by Ford, we prepared the chassis.  The Maximum Motorsports MMKM-1 5.0 k-member was removed.  In its place we installed the Maximum Motorsportts MMKM-2.1 mod motor swap k-member.  The MM forward offset a-arms MMFCA-5 were wiped down and reused since they were in perfect condition.  Since we had installed a full Cobra brake setup on the car in 2004, the brakes were left in place.  The brake booster itself was replaced with a hydroboost unit out of a 2004 Mach 1.  Switching to hydroboost (or running manual brakes) is mandatory since the wider dimensions of a modular motor do not allow sufficient space for a booster.  We chose to retain power brakes, since the car will be regularly street driven and open tracked. 

Although the 96-04 hydroboost unit cannot be bolted up directly to the fox body firewall, there are several articles on the internet outlining the procedure, so we'll skip that for now, and instead focus on the hydroboost arm that connects to the pedal assembly.  Because the hydroboost arm extends straight out (towards the rear of the car), it will bind if attached to the fox body brake pedal.  One option is to modify and install an SN95 pedal assembly to fit a fox.  The other option is to cut/ weld a booster arm from a fox body onto the hydroboost unit, making sure that the finished (welded) product maintains the same length as the fox body booster arm before it was cut.  For the brake lines, we found that a pair of factory 87-93 V8 master cylinder to proportioning valve lines will thread directly into the hydroboost's master cylinder.  The only issue being the new master cylinder ports are underneath, instead of on the side.  A tubing bender is essential for rebending the lines without creating kinks.  NOTE:  Because this car is a 79-86, the factory proportioning valve is already a 2-port setup.  87-93 owners will need to first convert to a 2-port setup, then bend their brake lines accordingly.  Stay tuned for Volume IV where we will post up many pictures of the Coyote motor when it is delivered from Ford.

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Fast forward to 2007.  We decided to "shift gears" entirely after getting a a ride along in a Maximum Motorsports equipped 93 GT at a California Speedway open track event.  Who knew a fox body Mustang could handle so well?  Evidently, only those who use and race MM parts.  Planted, balanced, confident are a few words to describe an MM Grip in a Box kit.  Without further delay, we began transforming our Coupe into a formidable street and open track animal, setting our sights on Buttonwillow Raceway.  Stage 1 we installed the Maximum Motorsports MMKM-1 5.0 k-member, forward offset a-arms, and bumpsteer kit since we had already installed the  Bilstein struts and  MM coilovers when we first got the car back in 2004.  Stage 2 stage involved the MM panhard bar, and welding the torque arm crossmember to the MM full-length subframe connectors (which had been the very first mod we ever did to the car).  Stage 3 - we installed the MM tubular rear control arms, the MM torque arm itself, the MM adjustable rear swaybar, and rear coilovers with Bilstein shocks.  The whole package was rounded out with Nitto NT05 275/40/17 rubber on all four corners.  At its very first Open Track even at Buttonwillow Raceway, our 86 Coupe did GOOD, running neck and neck with track prepped STi's, C6 Corvette's, and  EVO's.  All with a little stock motor that could, and an MM Grip box!

If installing a k-member, torque arm, or panhard bar sounds intimidating--don't let it be.  Everything can be installed in your garage using a floor jack, stands, and basic hand tools.  A welder is only required for subframe connectors and the torque arm crossmember.  The adjustable swaybar can be optioned with bolt-in brackets, or you can run the stock swaybar in conjunction with the MM control arms that have swaybar provisions.  In the next installment, we'll outline how our Coyote motor will be cradled by an MM 4.6 swap k-member, part # MMKM-2.1, and other modifications that will allow the car to transition from being pushrod-powered, to DOHC-powered.

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Our 86 LX Coupe has gone through several phases in the last 10 years.  Originally purchased as a 160,000 mile daily driver, the car quickly transformed into one of only a handful of 12 second stock motored 5.0L Mustangs in the country.  With a race weight of 3240lbs, the Coupe's best pass was a 12.96 @ 102.77, 1.67 60ft.  Modifications to the stock '93 5.0L longblock included longtube headers, an offroad h-pipe, Flowmaster 2-chamber mufflers, 3.73 gears, an aluminum driveshaft, pullies, an electric fan, a K&N filter (inside factory air box), several Maximum Motorsports road race suspension components (minus front swaybar), slicks/ skinnies, and very aggressive driving.  The journey to 12.99 led to a Car Craft cover and feature article.  When Ford Racing announced that their Coyote Motor would be available under part # M-6007-M50, we couldn't help but think how incredibly cool it would be to go full circle.  Bolt-on 5.0L pushrod motor vs bolt-on 5.0L DOHC motor.  Stay tuned for Volume II where we'll outline the suspension, brake, and chassis changes done in preparation for the Coyote Motor.

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12 Second Stock Motor 1/4 Mile Pass - click to watch