When Ford introduced the 5.0L Ti-VCT (Twin Independent Variable Camshaft Timing) V-8, better known as the Coyote, it was an immediate success with Mustang fans, and when Ford Performance introduced them as a crate engine they were a hit with hot rodders as well. Dean Livermore at Hot Rods by Dean has been involved in a number of Coyote conversions and he and his crew managed to shoehorn one into our ARP/STREET RODDER Road Tour 1966 Ford Fairlane.
Ford created the Coyote from a blank sheet of paper, or maybe we should say an empty computer screen. In any case, Ford’s new engine was a truly modern all-aluminum four-valve DOHC V-8. With a bore of 3.629 inches and a stroke of 3.649, displacement is roughly 302 ci or 5.0-liters (actually 301.95 ci or 4.9-liters, but 302 and 5.0L sounded better). Weighing in at a scant 444 pounds, these new cammers churned out 412 hp at 6,500 rpm, 390 lo-fi of torque at 4,250 rpm when first installed in Mustangs. Along with impressive performance these new engines posted surprising mileage numbers—17/26-mpg city/highway with a six-speed manual, and 18/25 with the automatic, so every number they made was impressive.
Differences in the Breed
For clarification, 2011-2014 Coyotes are Gen I engines; 2015 are Gen II. According to Ford most of the improvements to 2015 Coyote (or Gen II Coyote) focus on allowing it to breathe better. Those Gen II Coyote improvements include:
• Larger intake valves
• Larger exhaust valves
• Revised intake camshafts
• Revised exhaust camshafts
• Stiffer valvesprings to ensure that the valves close completely at high rpm
• New cylinder-head casting, including revised ports that provide a straighter path to the valves for less-restrictive intake and exhaust flow and combustion chamber modifications to accommodate larger valves
•A new intake manifold features charge motion control valves to partially close off port flow at lower engine speeds. This increases the air charge tumble and swirl for improved air/fuel mixing, resulting in better fuel economy, idle stability, and lower emissions.
•On the intake side, variable camshaft timing now has mid-lock phasers allowing better control of the valve timing over a broader range of engine.
Additional changes include:
• Sinter forged connecting rods that were used on the Boss 302 engine that are more durable for high-rpm operation
• Redesigned piston tops with deeper cutouts to clear the new larger valves
• Rebalanced forged crankshaft that supports higher-rpm operation
• Gen II blocks use 11mm head bolts
All the improvements made in the Gen II Coyote impact performance, and there are some changes that directly impact how these engines are installed. Of critical importance in this regard are the changes in the Gen II oiling system. Gen II blocks have an added oil return and require the matching Gen II OFA (oil filter adaptor) to mount the spin-on filter. Gen II blocks can be used for builds with Gen I or II components as long as the Gen II OFA is used.
Proper Plumbing of a Remote-Mount Oil Filter
Oil filters have an internal one-way check valve so it is crucial that remote filters are plumbed correctly. If the oil lines are hooked up backward, oil flow to the engine is stopped and engine failure will result.
When using a remote oil filter adapter, the top hole delivers oil from the remote mount oil filter adapter into the engine. The bottom hole delivers oil coming out of the engine to the filter (oil port A is in, B out).
Ford also cautions that due to the high oil demands of this engine, nothing less than -10 lines and fittings are used. In addition, use only radius-type fittings if a bend is needed. A 45-degree radius bend creates less restriction than a 90-degree radius bend.
Proper Priming of the 5.0L DOHC Engine
Unlike the earlier pushrod equipped engines, the Coyote doesn’t have an oil pump driveshaft that can be spun to prime the oiling system—and these engine cannot be primed by spinning them with the starter. The only proper pre-lube procedure for a Coyote is the use of a pressurized tank.
Ford’s instructions on priming the oil system are very specific and must be followed to prevent engine damage:
When Using an Aftermarket Remote-Mount Oil Filter
“Check and note oil level on dipstick. With oil filter installed, remove lower line from block adapter oil port “B.” Using proper adapters, attach engine pre-lube tank to the oil line removed from oil port “B.” Following the engine pre-lube tank manufacturer’s instructions, prime the engine.
Remove pre-lube tank from oil line and attach oil line to block adapter. Check oil level—if engine was properly primed, the level will have risen. It may take a few minutes for the oil to drain down to the pan. Drain excess oil if necessary.”
Priming the Engine with the Oil Filter in the Stock Location
“Check and note oil level on dipstick. With oil filter installed and full of oil, remove oil pressure sending unit. Using proper adapters, attach engine pre-lube tank to the port that the sending unit was screwed into. Following the engine pre-lube tank manufacturer’s instructions, prime the engine. Check oil level—if engine was properly primed, the level will have risen. It may take a few minutes for the oil to drain down to the pan. Drain excess oil if necessary.
Remove engine pre-lube tank from filter adapter. Apply sealant to the threads of the oil pressure sending unit. Reinstall and torque to 14 Nm, then rotate an additional 180 degrees.”
How a Coyote cools is a critical issue. Ford cautions “If a heater circuit is not used then the heater supply must be connected to the heater return to allow air to be purged from the right hand cylinder head and provide sufficient coolant flow through the righthand cylinder head. Install a 5/16-inch-diameter (0.3125) restrictor in this hose.”
To ensure that coolant flows through the righthand head at all times Hot Rods by Dean can provide a heater valve that diverts coolant into the engine when the heater is in the “off” position.
Thanks to the Roadster Shop chassis and the redesigned engine compartment by Hot Rods by Dean the tiny Fairlane engine compartment was made big enough to accommodate the larger than most Coyote V-8.
While the engine remains stock internally, with the notable exception of lockout plates on the variable timing camshafts, the most obvious modification is the wild custom induction system. Hot Rods by Dean fabricated the intake manifold and then equipped it with Inglese eight-stack, 50mm, throttle-body injectors controlled by a FAST computer, while the engine management system is a FAST XFI Sportsman ECU. Aeromotive supplied the fuel pump, filters, pressure regulator, and lines.
To get the engine low enough in the chassis for the new induction system to clear the hood, Hot Rods by Dean fabricated the custom engine mounts and swapped the stock pan and pickup for parts from Moroso. Spent gases are removed by headers from PerTronix that were designed to fit street rod applications—the collector on the right side required minor surgery to fit the Fairlane but that’s all part of putting 10 pounds of stuff in a 2-pound bag. The remainder of the exhaust system is made up from pipes and those sweet-sounding mufflers from Flowmaster that gives our Road Tour car that unmistakable rumble.