Coy­ote Combo

Part 2: We fin­ish in­stalling a Ford Per­for­mance Parts Coy­ote Power Mod­ule

Street Rodder - - Contents - By Ron Ceri­dono Pho­tog­ra­phy by Brian Bren­nan & Ja­son Scud­el­lari

Since we in­tro­duced the Ford Per­for­mance Parts Coy­ote Power Mod­ule pack­age we’ve been busy in­stalling a 5.0L Coy­ote V-8 and 6R80 au­to­matic trans­mis­sion in a fat Ford, specif­i­cally a '41 woodie.

We’ve sung the praises of the Coy­ote on nu­mer­ous oc­ca­sions, and right­fully so. The so­phis­ti­cated four-cam V-8 pro­duces 435 hp ef­fort­lessly and gets great mileage do­ing it. The all-alu­minum V-8 is light at 445 pounds but it’s cer­tainly not petite thanks to heads that house two cams each.

At first glance, with the en­gine and trans sit­ting on the floor, this swap looked like a daunt­ing task, and tech cen­ter man­ager Ja­son Scud­el­lari was seen scratch­ing his head on sev­eral oc­ca­sions. Like any en­gine swap there are a num­ber of fac­tors to take into con­sid­er­a­tion, but the most crit­i­cal are room for a ra­di­a­tor and an ef­fec­tive fan and the space needed for an ex­haust sys­tem—pri­mar­ily on the left where steer­ing com­po­nents have to fit. Vir­tu­ally all other ob­sta­cles, such as oil pans, fil­ters, cross­mem­ber in­ter­fer­ence, and so on are eas­ily over­come, but if an ad­e­quate cool­ing sys­tem won’t fit and there’s no room for the ex­haust and steer­ing to be routed, it’s time to re­think the en­tire plan.

Mak­ing room for the Coy­ote in our

woodie was han­dled by in­stalling a Di­rect Sheet­metal re­cessed fire­wall (see the Apr. ’18 is­sue) that al­lowed the en­gine to be po­si­tioned back far enough to elim­i­nate any in­ter­fer­ence is­sues and pro­vide plenty of room for the U.S. Ra­di­a­tor alu­minum ra­di­a­tor, elec­tric fan, and shroud. How­ever there is an­other is­sue that of­ten has to be re­solved and that has to do with the ac­ces­sories driven off the front of the en­gine.

The Coy­ote has the al­ter­na­tor at­tached to the en­gine with a fixed bracket on the front cover and in some early cars, such as ours, there is of­ten a clear­ance prob­lem be­tween the al­ter­na­tor and the front sus­pen­sion/steer­ing com­po­nents

(on later cars or with more en­gine set­back this may not be a prob­lem). An­other is­sue is the power steer­ing pump, or lack of one. As the Mus­tang uses elec­tric power steer­ing there is no pro­vi­sion for a con­ven­tional power steer­ing pump and hang­ing ex­tra brack­ets on the crowded nose of a Coy­ote seemed to be vir­tu­ally im­pos­si­ble but Vin­tage Air found a way. Their Front Run­ner drive sys­tem mounts the power steer­ing pump with the pul­ley fac­ing to the rear, thereby align­ing it with the other pul­leys and idlers in the sys­tem.

While the Vin­tage Air Front Run­ner ac­com­mo­dates the power steer­ing pump and the A/C com­pres­sor, the stock Ford al­ter­na­tor po­si­tion still posed a prob­lem as it in­ter­fered with the up­per con­trol arm. The so­lu­tion was to steal a page from the Vin­tage Air play­book and mount the Pow­er­mas­ter al­ter­na­tor fac­ing to the rear on a cus­tom bracket. The only other clear­ance is­sue was the stock oil fil­ter/cooler assem­bly. It was swapped out for a re­mote fil­ter adapter mount from Ford Per­for­mance Parts, M-6881-M50A.

Al­though the Coy­ote is wide up top the only real chal­lenge that pre­sented was run­ning the ex­haust. Un­for­tu­nately nei­ther the OEM cast-iron truck man­i­folds or the tubu­lar head­ers used on the Mus­tangs would fit. How­ever, Pa­triot Ex­haust of­fers com­pact tubu­lar head­ers that fit the tight con­fines of our chas­sis and in­clude bungs for the nec­es­sary oxy­gen sen­sors on each bank. Af­ter the driver side header was in place new U-joints and shafts were used to con­nect the steer­ing col­umn and rack-and-pin­ion steer­ing. All the steer­ing com­po­nents came from Flam­ing River.

With all en­gine fit­ment is­sues re­solved, deal­ing with the 6R80 trans­mis­sion was next. As we de­tailed last month, Scud­el­lari and tech cen­ter as­sis­tant Chris­tian Ar­riero mod­i­fied the X-mem­ber. And while the 6R80 isn’t par­tic­u­larly long for a six-speed, it is larger in width and height than the three-speed au­to­matic it re­placed so mod­i­fi­ca­tions to the orig­i­nal floor and trans tun­nel were also re­quired. One of the pe­cu­liar­i­ties of the Ford Per­for­mance Parts Coy­ote Power Mod­ule 6R80 is the lack of a con­ven­tional splined out­put shaft. In­stead these trans­mis­sions have a four-bolt flange that means the slip joint must be built into the drive­shaft. That chore was ca­pa­bly han­dled by In­land Em­pire Driv­e­line.

As the 6R80 has over­drive ra­tios of 0.87 in Fifth and 0.69:1 in Sixth, the sub­ject of the wagon’s 3.08:1 rear gear ra­tio had to be ad­dressed.

By com­par­i­son, the Coy­otee­quipped Mus­tangs use 3.15:1 rear gears with the six-speed au­to­matic and 27-inch-tall tires. Oddly enough our wooden wagon and a new Mus­tang both weigh around 3,700 pounds but our vin­tage Ford is about as aero­dy­namic as a rail­road box­car and it runs 31-inch-tall 7.50R16 Coker Nos­tal­gia Ra­dial Black­walls on the rear (5.50R16 on front) so we opted to bump the ra­tio a bit and in­stalled a 3.70:1 gearset from Cur­rie En­ter­prises.

Once the run­ning gear was in place, the tech cen­ter team turned its at­ten­tion to the fuel and elec­tri­cal sys­tems. The fuel sys­tem must be re­turn-style only that main­tains 55 psi and Ford Per­for­mance Parts sug­gests an in-tank pump to re­duce the pos­si­bil­ity of pump cav­i­ta­tion. The Coy­ote Power Mod­ule in­struc­tions point out that cav­i­ta­tion is es­sen­tially lo­cal­ized boil­ing caused by a re­duc­tion in pres­sure on the in­let side of a pump (ba­si­cally the pump is be­ing starved for fuel). This con­di­tion re­sults in fuel va­por bub­bles, which will re­duce the vol­ume of fuel the pump is ca­pa­ble of de­liv­er­ing to the en­gine. For this rea­son, it is al­ways best to either have the pump in­side the tank im­mersed in fuel or in the case of an ex­ter­nal pump grav­ity fed, which will in­crease the pres­sure on the in­let side of the pump. In ap­pli­ca­tions where an ex­ter­nal fuel pump is used a very coarse (typ­i­cally around 100 mi­cron) fil­ter on the in­let side of the fuel pump and a finer (typ­i­cally around 10 mi­cron) fil­ter on the out­let side of the pump should be used. A pa­per fil­ter is not rec­om­mended on the in­let of the fuel pump be­cause it can cause a re­stric­tion in fuel flow lead­ing to cav­i­ta­tion.

One of the truly out­stand­ing fea­tures of the Ford Per­for­mance Parts Coy­ote Power Mod­ule is the in­te­gra­tion of the en­gine and trans­mis­sion man­age­ment sys­tems— that means the per­for­mance of the en­gine’s ig­ni­tion, fuel sys­tem, and trans­mis­sion are all co­or­di­nated just like a brand-new Mus­tang. In ad­di­tion, this so­phis­ti­cated elec­tronic con­trol sys­tem al­lows for such ad­vanced fea­tures as pad­dle shifters and push but­ton start/stop. While all that sounds like wiring would be a night­mare, the wiring har­ness for the en­gine and trans­mis­sion are truly plug-and-play. To fur­ther sim­plify the elec­tri­cal sys­tem in­stal­la­tion, Ford Per­for­mance Parts in­cludes what is called the Power Dis­tri­bu­tion Box that con­nects di­rectly to the sup­plied wiring har­ness and con­tains all re­lays and fuses needed for the en­gine, air con­di­tioner, and cool­ing fan con­trol in­cluded in the kit.

Ford Per­for­mance Parts has in­vested a con­sid­er­able amount of ef­fort in both the man­ual and au­to­matic Coy­ote Power Mod­ule kits, they are well thought out and ex­pertly ex­e­cuted.

And by in­te­grat­ing the man­age­ment of the en­gine and trans­mis­sion in one con­troller the op­er­a­tion of the au­to­matic ver­sion is ab­so­lutely seam­less. The end re­sult of our ef­forts is a clas­sic ex­am­ple of a street rod with 435 re­li­able, trou­ble-free horse­power on tap with a silky smooth over­drive au­to­matic. It’s a com­bi­na­tion that is just as com­fort­able on a lo­cal cruise or cross-coun­try trip—we’d say that’s a pretty good com­bi­na­tion.

Su­per­sti­tion Restora­tions fin­ished the in­stal­la­tion of the Di­rect Sheet­metal re­cessed fire­wall and prepped it for paint.

Af­ter the primer the fire­wall was painted matte black. Due to in­ter­fer­ence with the front sus­pen­sion, the stock Coy­ote oil fil­ter mount/cooler assem­bly was re­moved.

This re­mote oil fil­ter adapter from Ford Per­for­mance Parts was used to plumb a re­mote oil fil­ter mount. This is the six-speed 6R80 trans­mis­sion—note the four-bolt flange on the out­put shaft.

Part of up­dat­ing the '41 was the con­ver­sion of the stock in­stru­ments to elec­tronic op­er­a­tion.

A clean power sup­ply and good grounds are re­quired for all the elec­tron­ics to op­er­ate prop­erly, so we used a Pain­less bat­tery ca­ble kit.

Stain­less pipes from Pa­triot con­nect the head­ers to the JBA 304 stain­less muf­flers. The trans mount is from the Road­ster Shop. And while it can’t be seen, fluid man­i­fold from Bowler Trans­mis­sions al­lows AN cooler lines to con­nect with the 6R80.

An elec­tronic throt­tle pedal elim­i­nates the need for a ca­ble and must be used with this sys­tem. Ron Man­gus covered the new floor­boards with car­pet­ing.

1-2 This is the end re­sult of our Ford Per­for­mance Parts Coy­ote Power Mod­ule in­stal­la­tion—the cool look of a vin­tage woodie on the out­side with the lat­est pow­er­train tech­nol­ogy on the in­side. To drive the en­gine-mounted ac­ces­sories and add a power...

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