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

May 31, 2021
You are watching Power Nations. It started out as a bunch of

coyote

pieces on a couple of pallets. It will end up on the dyno creating some serious supercharged

power

. Hey everyone, in the shop today, we're excited to start a new

engine

project and it's one of you. has been asking us to do let us explain because the complexity of this

engine

makes it a bit more expensive and a lot harder to find so for months we have been searching the internet and we think we finally found a project that will work for us said this, normally we would have the engine in the shop and on an engine mount 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, we got this bunch of loose

parts

. like someone's unfinished project it doesn't look like anything special now but looks can be deceiving this is one of ford's most popular late model high performance engines the 5 liter

coyote

we've got some serious

power

plants for this bullet , but first we have to sort through h the stack and see what we have these look great yeah it looks ported oh my god they are heavy also cnc ported and we have two engine blocks so there more than one engine here yeah i saw there's a double of some stuff and not all so i don't know if he bought doubles or started with two engines or what is all sorts of stuff you got that yeah i'll take this give me the heavy oh yeah it seems that we have most of the Well there's a complete engine that's gone down yeah I'm seeing some doubles so there are two blocks we'll have to look at but I think we have most of a completely new valve set and these two, Yeah.
building a race ready 5 0l coyote from a pile of parts   engine power s8 e10
It's got a lot of nice

parts

, oh yeah, throw it in the wind drag, there's a wind drag train, old wheels from the oil pump, yeah we may need some of that. and this has been a line perfected with studs, at least pretty studs. we got a nice block to start with yeah no its a stock block but its a nice stock um what i dont see is connecting rods and pistons i think they are tucked into that block whats in there? Yes we have all the pistons the rods some of the cleats we need we won't be using this one but it definitely has some of the things we need so great take it easy get your back up on your knees this is what i'm looking forward to seeing yes this is the part , i'm excited i got that open wow that's actually red oh yeah i thought it was going to be like slick now we know what color the engine is going to be it's red ok the good and the bad of getting a project that has been That's how 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 a quarter cool so we've got a few options there as we go through our deck full of parts that We are realizing two different things, one we have a lot of nice parts to work with and two are missing some key components that we need to order, so our next step is to make a list of what we need and have it arrive for us.
building a race ready 5 0l coyote from a pile of parts   engine power s8 e10

More Interesting Facts About,

building a race ready 5 0l coyote from a pile of parts engine power s8 e10...

In order for us to put this engine together next, the build starts with a

race

-

ready

rotating assembly, the piston rings are frequently overlooked and often taken for granted, but if they aren't sealing the cylinder effectively, they won't is making horsepower from OEM applications to high performance bullets. -to the material and that increased cylinder pressure and horsepower were added different face coatings such as molybdenum known as molle which is sprayed on the face of the ring and then lapped to a molly surface finish increases wear life of the ring and its sealing properties in more extreme power applications a A different type of ring material is needed to withstand the extra abuse, so various types of tool steel and stainless steel are used. exotic coatings such as several different types of nitriding, as ring manufacturing technology has improved modern rings have become thinner and thinner to decrease friction and resistance to rotation, but it is important to note that sizes of rings 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 fitted to the correct gap for the application.
building a race ready 5 0l coyote from a pile of parts   engine power s8 e10
You can get different levels of ring binders depending on your budget. It doesn't matter what your application is. You can find the rings you need in summit racing gear it took several hours but all the parts are sorted and all the parts we need for this coyote build have been ordered with the block and parts completely clean we can finally start as Every engine we build, the main and connecting rod bearing clearances are set up specifically for the application, these are Clevite H-Series

race

bearings designed to handle high horsepower before the crank moves. on the stock piston the jet plugs are reinstalled this keeps more oil in the engine bearings the stock forged crankshaft is rumored to take up to 1500 horsepower more than enough for our needs the crankshaft has been balanced as a rotating assembly how did darth vader know what? luke skywalker got it for christmas how he felt his presence good arp has some very specific instructions on how the torque sequence goes and what to tighten up the biggest mistake people make is assuming a bra like an arp is the same as a for give in and they'll take one and treat it like a twist agreement, which is why it's so important to follow the instructions in your twist sequence. ft. on outer studs and side studs due to driven application ring gap is set at 29 mil on top ring and 31,000 on second ring ring is squared in hole with Our Summit Racing Adjustable Ring Squareness Tool ensures accurate gap measurement.
building a race ready 5 0l coyote from a pile of parts   engine power s8 e10
The block was honed for a set of custom dss forged pistons. They have a thermal barrier on top and coated skirts for durability. included, pistons are mated to heavy duty H-beam connecting rods, wire locks retain wrist pins, yeah ok that's ok so why do you have to net tight or net tight before turning the crank but on the rods? we're not tightening them and we're still turning it right when we assemble it this way we actually tighten them so it al

ready

makes the bar holes pour so we can do it until we actually tighten them one last time that's certain. and you can do the same thing with a crank, but normally we'll put the crank and wheels forward and just tighten them, you can adjust them, and as long as something is snug in the bearings, you can't just tighten them there. and then flip it over people will put a crank with no caps on and turn it and that's bad news right there so the bolts are torqued to 67 foot-pounds and the rod bolt stretch is checked with our arp gauge to accurately calculate compression ratio we must cc combustion chamber has a volume of 53.8 cc stock phaser assemblies that are designed for variable cam timing are being phased out we are replacing them with lock plates compcam phasers that allow for easy mechanical adjustment of both camshafts on the centerline next, the coyote gets a custom-spec supercharger, then it goes horse-hunting on 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 in we are going to do some upgrades we picked up from limit racing pumps ok we can take the stock pump which is a 2011 and put a few different gears on it and a different one the back plate starts with the gear set they are the same dimensions as the gears we they came out but they do have some distinctive differences like ports in the side which will have less cavitation and more flow at high rpm as well as putting less heat into the oil they are also coated with a combination of martin wear and cold finish which is virtually non it'll have nowhere up to 13,000 rpm along with the gears we're also adding 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 of the.
The best part of all of this is that the new parts go right where the old parts were and you are back in business making sure the pump is properly centered. We will insert fifteen hundred feeler gauges before tightening the heads. They arrived fully machined but unassembled. Stainless steel male valves are lubricated with assembly grease and then slid into guides. We use a special valve spring. mpressor on our package valve springs and our offset cam retainers, this tool can even be used to change the springs with the engine still in the vehicle if required, this is a more tedious process than

building

conventional cylinder heads, but the tool makes it easier in part because it compresses two valve springs at the same time we use cometics mls 94 millimeters for 40 000 thick head gaskets then our cnc ported heads can drop over the heads go over the pins and only then we install the head bolts if you try do it backwards the studs can pull bits of aluminum out of the heads during assembly which can clog the threads causing all sorts of problems the studs are tightened in three stages to a final value of 100lbs -foot by arp instructions the original hydraulic cam followers get some ultra slippery assembly lube , then snapped back into place, they are a two to one ratio, our new offset cams snap 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 grading the cams. This is a crucial and complicated part of

building

the engine. Fortunately, the build cams provide detailed instructions to guide you along the way. The Coyote has four chain guides and two hydraulic actuators that hold the tension. on the grenade of the primary timing chains you shouldn't say grenade around an engine because the intake and exhaust valves have individual camshafts you can set the centerlines wherever you want we are setting ours to 118 degree centerline on the exhaust and 112 degrees on the intake, then the timing cover is bolted on, after that we can fit the factory oil pan gasket which doubles as a wind pan, followed by our oil pan oil to give this engine a clean, classic look.
We chose gloss black for everything for compatibility with our supercharger setup we are using the stock water pump before installing the Whipple Gen 5 3L supercharger needs a bit of prep we will be installing the inlet o-rings on the bottom of the unit given that the supplied intake bolts are hidden under the top, they will be given a blue thread lock gel for safety purposes, they are torqued to 106 inch pounds. Last to go are the o-rings for the intercooler and supercharger top we chose to use arp 12 point stainless steel fasteners that torque to 90 in-lbs we want to be conservative in our baseline run so we will choose the pulley larger diameter to get the lowest fan speed, it is a three and three quarters diameter unit with the complete front drive assembly in place the 10 rib serpentine belt is wound on the fuel is supplied by the 1200cc injectors of fic these are needed to back up the horsepower numbers we hope to get a sfi approved billet flywheel from summit racing team its a must for dyno safety purposes what makes this engine so easy to run is holley's terminator x max ecu. e for the convenient touchscreen unit below, we expect a thousand horsepower or more. i love it now everything else is going so well and we're having a good day so we're going to go from 4000 to 7500 now i don't know how much momentum it will have on anything so i'm going to leave the size of the steps in 450 it's ok because i don't want it because you can load it too much or you're not loaded enough and i think 450 is going to be and we re that's the big trick is the gas pump so that's ok four thousand to seventy and five had over 100 pounds of oil pressure I can tell you now we're talking about dang boost boost kills me sometimes so it's so easy to make power 811.8 horsepower on 7 500 662.6 pound-feet of torque look at that torque two, it's over 600 almost all the way to seven thousand to go fuel ratio right at the right target ohyeah keep it keep it well fat and sassy 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 It won't just hurt a little bit of power yeah a 16psi boost is great start yeah right now superchargers make everything easier for our benchmark run we were pretty conservative on the timing now we are adding two degrees giving us 28 degrees of total time with just a few presses a few times on the touch screen time setting is complete we've already done it I know I just want to see what we can do now how about that? 844 horse pressures at 7,500 yes and 674.7 pounds Damn, we have two pulley chains.
I don't know if we should really go for the taste and see if we can do really big numbers or just sneak up on it. Well, we have three and a half. a three and a quarter and we're at three and seven fifty so three and three quarters right no alright I say let's just skip the little one let's see what this thing can do okay you know we're at 2,879 a bucket on pumping gas yeah that it's violent 100 pound oil pressure so we get a little more oil temp here's what we'll do mix up some hot gasoline some good gasoline uh and uh and we'll change that pulley and go just throw it the coals, we'll see what he can do, I mean, why wouldn't a guy do it? it's a big big half inch pulley yeah it should make a big difference what's the value of a half inch pulley right now will it be worth a big push oh this big blower yeah okay here we go, that was big, that's what i said. it was really big that was really big we did it yeah 1003 holy moly look at the tour it only did uh 7.99 for torque I almost mean it's 79.4 that's almost 800 but it's everywhere still that doesn't do less than 700 lb-ft anywhere that's crazy that's like 3.3 that's 3.31 if you do the math and 10 it still has 102 lbs of oil pressure keep in mind here you have the original ford crankshaft that's a good crank it has a sleeve block , but it's still a stock ford block we've got some nice parts on it but we just took a basically stock architecture engine put a big fan on it and threw 21lbs of boost at it and it makes 1000 horsepower that's crazy I mean , boost solves all of that i guess i hate it when that happens too because everyone is like good you know this particular engine this engine is very responsive to boost well i have news for you everyone is responsive everything is responsive ok n to propel properly but that's amazing 303 inches that's just wicked I think I'd have to check but I think this is the highest horsepower per hub motor that since I've been here we've done it yeah man that's it crazy ok that doesn't get any more successful than that good job on that for more on anything you watched today head over to powernationtv.com

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