Building A Race-Ready 5.0L Coyote From A Pile Of Parts - Engine Power S8, E10

You're watching Power Nation. It started out as a bunch of

coyote

pieces on a couple of pallets. It will end up on the dyno making big supercharged horse

power

. Hello everyone, today in the shop, we are excited to start a new

engine

project and it is one of you. They've been asking us to explain to them because the complexity of this

engine

makes it a little more expensive and a lot harder to find, so for months we've been searching the internet and we think we've finally found a project that will work for That said, normally we would have the engine in the workshop and on a stand so we can disassemble it, evaluate it and tell them what we are going to do, but this time that is not going to happen, this

pile

of loose

parts

came to us.

As someone's unfinished project, it doesn't seem like anything special now, but appearances can be deceiving. This is one of Ford's most popular late-model high-performance engines. The 5 liter

coyote

. We have some high

power

plants for this bullet, but first we have to check the stack and see what we have. They look very good, yes, it seems ported. Oh my goodness, they're heavy, over CNC ported and we have two engine blocks so is there more than one engine here? Yes, I saw that there are doubles. of some things and not everything, so I don't know if he bought doubles or started with two motors or what is all kinds of things, you have that one, yeah, I'll take this one, give me the heavy one, oh yeah, it seems like we have most of them. of the original accessories, well there is a complete original engine that was knocked down, yes I see some doubles, so there are two blocks, we will have to go through some of them, but I think we have the most part, a completely new set of valves and these. two, yes, it has a lot of nice

parts

, oh yes, throw that in the wind there is a pickup wind train, old oil pump idlers, yes, we may need some of that, this is a block with sleeves and we have to look at the piston, but the pistons look really really nice and this has been a honed line with nice bolts arp bolts at least we have a good block to start with yeah no it's a stock block but it's a good stock um, What I don't see are rods or pistons, I think.

They're stuck in that block, what's in that? Yes, we have all the pistons, all the rods, some of the pins that we need. We won't be using this one, but it definitely has some of the things we need. Excellent, take it carefully, lift your back. on my knees, this is what I'm looking forward to seeing, yeah, this is the part I'm excited about, I've got that one open, whoa, that's so red, oh yeah, I thought it was going to be polished now that we know what color the engine. be red well the good and bad thing about having a project that's been like this is you know most of what it is yeah pulley options yeah it looks like three and three quarters three and a half and three and fourth, great, so we have some options there, as we look through our pallet full of parts, we realize two different things: one, we have a lot of good parts to work with and two, we are missing some key components that we have to order , so our next step is to make a list of what we need and get it running so we can assemble this engine.

Next, the build begins with a rotating assembly

ready

to

race

. Piston rings are often overlooked and taken for granted, but they do seal the cylinder effectively. You're not making horsepower from OEM applications to high performance bullets, there are several different ring materials and coatings that are available in the past. Cast iron rings were the material of choice and cylinder pressure and horsepower increased. Different front coatings were added such as molybdenum known as molle, which is sprayed onto the face of the ring and then lapped to give it a surface finish. Molly increases ring life and sealing properties.

In more extreme power applications, a different type of ring material is needed to withstand the varied additional abuse. Types of tool steel and stainless steel are used, these can have more exotic coatings such as several different types of nitriding, as ring manufacturing technology has improved modern rings have become increasingly thinner to decrease the friction and resistance to rotation, but it is important to note that ring sizes are dictated by the piston ring lands, most OEM replacement rings are designed to be installed right out of the box, but high performance rings must be file fit to the correct gap for the application.

You can get different levels of ring filers depending on your budget, no matter what your application is, you can find the rings you need at Summit Racing Equipment, it took several hours but all the parts are sorted and all the parts we need for this build of coyote were sorted with the block and parts thoroughly cleaned, we can finally begin. Like all engines we build, the main and connecting rod bearing clearances are configured specifically for the application. These are Clevite H series

race

bearings designed to handle high horsepower before it enters the crank. The original piston jet plugs are reinstalled, which keeps more oil going to the engine.

Engine bearings The original forged crankshaft is rumored to support up to 1,500 horsepower, more than enough for our needs The crankshaft has been balanced as a rotating assembly How did Darth Vader know what Luke Skywalker gave him for Christmas How did he sense his presence? Okay, Arp has some very specific instructions on how the torque sequence goes and what the torque is applied to. The biggest mistake people make is that they will assume that a fastener like an arp is the same as a yield and they will take one and treat it as a torque agreement. That's why it's so important to follow instructions on your twisting sequence.

The arp fasteners are torqued in sequence to a final value of 80 foot-pounds on the inside bolts and 45 foot-pounds on the outside bolts and side bolts due to the improved ring application. Spacing is set at 29k on the top ring and 31k on the second ring. The ring is squared in the hole with our Summit Racing Adjustable Ring Squaring Tool. Ensures accurate measurement of space. The block was honed for a set of custom DSS forged pistons. They have a thermal barrier on the top and coated skirts for durability. They also feature their patented X-slot technology and heavy duty wrist pins are included.

The pistons are mated to heavy-duty H-beam connecting rods. Wire locks retain wrist pins. Okay, yeah, okay. So why do you have to tighten or tighten the main ones before turning the crank, but on the rods we don't tighten them and they still turn fine when we assemble them like this? We actually adjust them so that it al

ready

makes the holes in the rod round so we can do that until we actually tighten them one last time, that's true and you can do the same thing with a crank, but normally we'll put the crank and the wheels forward and we'll just tighten them. you can adjust them, and whenever something tightens the bearings around, you can't just put them on loosely and then turn them over.

People will put a crank on without the caps on and turn it, and that's bad news. Right there, to get the bolts torqued to 67 foot-pounds and check the rod bolt stretch with our arp meter, to accurately calculate the compression ratio, we need to cc of the combustion chamber, it has a volume of 53.8 cc, the original phaser assemblies that are designed for variables. The cam timings are being eliminated, we are replacing them with Compcam phaser lock plates that allow for easy mechanical adjustment of the centerline of both camshafts. Next, the coyote gets a custom-spec supercharger and then goes looking for horsepower in the dyno cell.

It's time to move on to the lubrication system on our coyote and just like an ls, these have an oil pump that is driven from the front of the crankshaft, but before we put the pump on we are going to make some improvements that we learned from the limit racing pumps, well we can Take the original pump which is from 2011 and put some different gears on it and a different backing plate. Start with the gear set. They are dimensionally the same as the gears that came out, but have some distinctive differences, such as the ports on the side. which will have less cavitation and more flow at high rpm, in addition to putting less heat into the oil, they are also coated with a combination of martin wear and a cold finish that will have virtually no effect up to 13,000 rpm along with the gears we are also Adding in their deep flow billet bag plate which also has the same coating on the inside and is made of steel which is much stiffer than the aluminum that came out, the best part of all of this is that the new parts go just right. where the old parts were and you are back in business to ensure the pump is properly centered.

We will insert thousands of feeler gauges before tightening. The heads came to us completely machined, but the unassembled stainless steel manly valves are lubricated with assembly grease and then we slide it into the guides, we are using a special valve spring compressor on our package valve springs and our valve retainers. compensation cams. This tool can even be used to change the springs with the engine still in the vehicle if necessary, this is a more tedious process than we build conventional cylinder heads, but the tool makes it easier in part because it compresses two valve springs when Same time.

We use Cometics mls head gaskets that are 94 millimeters by 40,000 thick and then our CNC ported heads can drop over the heads and sit on the pegs. and only then do we install the head bolts, if you try to do it the other way around the bolts can remove chunks of aluminum from the heads during assembly which can clog the threads and cause all sorts of problems. The bolts are tightened in three stages to a final value of 100 foot-pounds per ARP instructions. The original hydraulic cam followers receive a little ultra-slick assembly lubricant then are snapped back into place.

They have a two-to-one ratio. Our new offset cams are put into place making sure to install them in the unloaded position. Once all four cams are installed, there is a long process of timing and timing the cams. This is a crucial and complicated part of engine construction. Fortunately, comp cams provide detailed instructions to guide you along the way. The coyote has four chain guides and two hydraulics. Actuators maintain tension on the primary timing chains. Grenade, you shouldn't say grenade around an engine because the intake and exhaust valves have individual camshafts. You can set the center lines wherever you want.

We are setting ours at 118 degrees centerline on the exhaust and 112 degrees centerline on the intake, then the timing cover bolts on, after that we can put on the factory oil pan gasket which also doubles as protective pan, followed by our oil pan to give this engine a clean, classic look. We chose shiny black for everything. Compatibility with our supercharger setup, we are using the stock water pump before installing the Whiple 3 liter gen 5 supercharger, it needs a little preparation, we will install the intake o-rings at the bottom of the unit as the bolts Intake supplied are hidden under the top, you will receive blue thread blocking gel for safety reasons.

They are torqued to 106 pounds per inch. Last to go in are the O-rings for the intercooler and the top of the supercharger. We chose to use 12 point arp stainless steel fasteners that tighten. 90 inch pounds we want to be conservative in our reference stroke, so we will use the largest diameter pulley for the slowest blower speed. It is a three and three-quarter diameter unit with the complete front drive assembly in place and the 10-rib serpentine belt. Complicated with fuel is supplied by FIC's 1200cc injectors, these are necessary to support the power numbers we expect to obtain. An SFI approved flywheel from Summit Racing Equipment is a must for dyno safety purposes.

What makes this engine so easy to operate is Holley's Terminator touch screen unit. Next, we expect a thousand horsepower or more. It was uneventful and everything seems to behave correctly, yes, Efi learned pretty quickly, yes, he is so inactive, smiling super soft, Ilove it, love it, love it, now everything else is going great and we're having a good day, so off we go. to go from 4 000 to 7 500. Now I don't know how much boost it will have on anything, so I'm going to leave the steps, uh, size at 450. Okay, because I don't want it because you can load it too much or you're not loaded enough and I think it's going to be 450 and that's the big trick is the gas pump so from four thousand to seventy five we had over 100. pounds of oil pressure, I can tell you now we're talking about damn boost.

Momentum kills me sometimes, so it's very easy to make power from 811.8 horsepower to 7,500,662.6 pound-feet of torque, look at that torque two, it's over 600 almost all the way. Seven thousand air-fuel ratio right on target, right, oh yeah, keep it, keep it, uh, nice, fat and bold. It's a little rich, but for pumping gas I'm definitely going to err on the side of too rich, yeah, because. It won't, it will just hurt the power a little bit, yes a 16 psi increase which is a good start, yes right now superchargers make everything easier for our initial run. We were quite conservative at the time, now we are adding two degrees. giving us 28 degrees of full timing with just a few presses on the touch screen, the timing adjustment is complete, we've already done it, I know I just want to see what we can do now, how about those pressures from 844 horsepower to 7,500, yeah and uh? 674.7 foot-pounds, we have two pulley chains, I don't know if we should really taste test and see if we can do a really big number or do we just sneak up on it, well, we have three and one. half and three and a quarter and we're at three and seven fifty so three and three quarters right now I say let's just jump into the little one, see what this thing can do, okay, you know, we're at 2,879 per cube. pump gas, yeah, that's a violent 100 pound oil pressure, so we get a little bit more oil temperature, all good, this is what we're going to do, we're going to mix in some hot gas, some good gas, uh and uh, and we'll change that pulley and just pour in the coals and see what it can do.

I mean, why wouldn't a guy do it? Yes, we have it here, let's find out. The smaller the pulley, the faster the supercharger will spin, bringing more air to the engine. It's a big half inch of pulley, yeah, it should make a big difference, what a half inch of pulley is worth right now, it's going to be worth a big boost, oh, this big blower, yeah, here we go, that was big, that That is what I said. that was really big that was really big we did it yeah 1003 holy moly look at the ride it only did uh 7.99 for torque almost I mean it's 79.4 that's pretty much 800 but it's everywhere still this thing doesn't weigh less than 700 pounds -feet anywhere, that's crazy, that's like 3.3, that's 3.31 if you do the math and 10. it still has 102 pounds of oil pressure, keep in mind this has the original Ford crankshaft here, which is a good crank, right?

It has a sleeved block, but it's still original Ford Block, we have some nice parts, but we just took an engine with basically original architecture, put a big blower on it and threw 21 pounds of boost on it and it makes 1000 horsepower, that's a madness, I mean, impulse solves everything, I guess. I hate when that happens too because everyone likes, well, you know, this particular engine, this engine responds very well to boost, I have news for you, everyone responds, everything responds well to boost, but that's amazing, 303 inches , that's just evil. I think I'd have to check it out, but I think this is the most horsepower per cube engine we've made since I've been here, yeah man, that's crazy, okay, there's nothing more successful than that good job on that.

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