Building A Race-Ready 5.0L Coyote From A Pile Of Parts

(Pat)>> You're watching Powernation!

(Frankie)>> It started as a bunch of Coyote parts on a couple of pallets.

(Pat)>> It will end on the dyno making big supercharged horsepower. [ MUSIC ]

(Pat)>> Hey everyone, today in the shop we are excited to start a brand new engine project, and it is one you've been asking us to do.

(Frankie)>> Let us explain. Because of this engine's complexity it makes it a little bit more expensive and a lot harder to find. So for months we've been scouring the internet and we think we finally found a project that will work for us.

(Pat)>> That being said normally we would have the engine in the shop and on an engine stand so we could tear it down, evaluate it, and tell you what we're gonna do but this time that's not gonna happen. [ MUSIC ] This pile of loose parts came to us as someone's unfinished project. It doesn't look like anything special now but looks can be deceiving.

(Frankie)>> This is one of Ford's most popular late model high performance engines, the five liter Coyote. We've got some big horsepower plans for this bullet but first we have to sort through the pile and see what we've got.

(Pat)>> These look really nice!

(Frankie)>> It looks ported!

(Pat)>> Oh my god they're heavy too, c-n-c ported! [ MUSIC ] And we have two engine blocks. So is there more than one engine here?

(Frankie)>> Yeah there's doubles of some stuff and not everything. So I don't know if he bought doubles, or started with two engines, or what? There's all kinds of stuff. [ MUSIC ] Yeah, I'll take this. Give me the heavy one.

(Pat)>> Oh yeah.

(Frankie)>> Looks like we have most of the stock accessory stuff.

(Pat)>> Well there's an entire stock engine that was tore down.

(Frankie)>> I see some doubles.

(Pat)>> Well there's two blocks.

(Frankie)>> We'll have to go through some of it but I think we have most of it. [ MUSIC ]

(Pat)>> Entirely new set of valves.

(Frankie)>> Manley's too! He's got a lot of nice parts. [ MUSIC ]

(Pat)>> Pickup and windage tray. Old oil pump, idlers.

(Frankie)>> We might need some of that. [ MUSIC ]

(Pat)>> This is a sleeved block, and we've got to look at the piston. The pistons look really, really nice, and this one has been align honed with studs.

(Frankie)>> Nice ARP studs. At least we have a good block to start with.

(Pat)>> It's a stock block but it's a good stock block. What I'm not seeing is any rods and pistons.

(Frankie)>> I think they're stuffed in that block.

(Pat)>> What's in that one? [ MUSIC ]

(Frankie)>> Yeah we've got all the pistons, all the rods, some of the dowels we need. We won't use this one but definitely has some of the stuff we need. So I'll take it over.

(Pat)>> Careful! [ MUSIC ] Lift with your back, not your knees! [ MUSIC ] This is what I'm looking forward to seeing.

(Frankie)>> This is the part I'm excited about! [ MUSIC ] Whoa!

(Pat)>> That's really red!

(Frankie)>> I thought it was gonna be like polished. Now we know what color the engine's gonna be.

(Pat)>> Grab one side. [ MUSIC ] Well the good thing and the bad thing about getting a project that's been like this is you know most of what it is. [ MUSIC ] Pulley choices!

(Frankie)>> Yeah looks like three and three quarter, three and a half, and three and a quarter. Cool, so we've got some options there.

(Pat)>> As we are going through our pallet full of parts we are realizing two different things. One, we have a lot of nice parts to work with and two, we are missing some key components that we have to get ordered. So our next move is to make a list of what we need and get it coming so we can get this engine together. Up next, the build begins with a race ready rotating assembly.

(Frankie)>> Piston rings are frequently overlooked and often taken for granted, but if they're not sealing the cylinder effectively you're not making horsepower. From o-e-m applications to high performance bullets there are several different ring materials and coatings that are available. Back in the day cast iron rings were the go to material, and as cylinder pressure and horsepower increased different face coatings were added, like molybdenum known as moly, which is sprayed on the ring face and then lapped for surface finish. Moly increases the life span of the ring and its sealing properties. In more extreme horsepower applications a different kind of ring material is needed to hold up to the extra abuse. So various types of tool steel and stainless steel are used. These can have more exotic coatings like several different kinds of nitriting. As ring manufacturing technology has improved modern rings have got thinner and thinner to decrease friction and rotating resistance, but it is important to note that ring sizes are dictated by the piston ring lands. Most o-e-m replacement rings are designed to be installed right out of the box, but high performance rings need to 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 pieces are sorted and all the parts we need for this Coyote build have been ordered. With the block and parts thoroughly cleaned we can finally get started. Like every engine we build the main and rod bearing clearances are set up specifically for the application. These are Clevite H-series race bearings designed to handle high horsepower.

(Pat)>> Before the crank goes in the stock piston squirter plugs are re-installed. This keeps more oil going to the engine bearings. The stock 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 got him for Christmas?

(Frankie)>> How?

(Pat)>> He felt his presence. [ MUSIC ] Okay ARP has some very specific instructions on how the torque sequence goes and what they're torqued to. The biggest mistake people make is they will assume a fastener like an ARP is the same as a torque to yield and they will take one and treat it like a torque to yield. That's why it's so important to follow the instructions on their torque sequence. The ARP fasteners are torqued in sequence to a final value of 80 pound feet on the inner studs and 45 pound feet on the outer studs and side bolts. [ MUSIC ]

(Frankie)>> Because of the boosted application the ring gap is set to 29 thousandths on the top ring and 31 thousandths on the second ring. The ring is squared in the bore with our Summit Racing adjustable ring squaring tool. It ensures accurate gap measurement. [ MUSIC ] The block was honed for a set of custom d-s-s forged pistons. They have a thermal barrier on top and coated skirts for durability. They also feature their patented X-groove technology and heavy duty wrist pins are included. The pistons are mated to heavy duty Manley H-beam connecting rods. Wire locks retain the wrist pins. Now we're good.

(Pat)>> Okay so why do you have to torque the mains, or tighten the mains down, before you turn the crank but on the rods we're not torquing them and we're still turning them?

(Frankie)>> Well when we assemble it like this we actually snug them down. So it already makes the rod bores round. So we're okay to do that until we actually final torque them.

(Pat)>> That is true and you can do the same thing with the crank but typically when we put the crank in we'll just go ahead and torque it. You can snug them up and as long as something's snug the bearing's round. You can't just loosey goosey it in there and then turn over. People will put a crank in without the caps on and they'll spin it, and that's bad news bears right there. [ MUSIC ] [ drill humming ] [ MUSIC ]

(Pat)>> The bolts are torqued to 67 pound feet and the rod bolt stretch is checked with our ARP gauge. To accurately calculate compression ratio we must c-c the combustion chamber. It has a volume of 53.8cc. [ MUSIC ] The stock phaser assemblies, which are designed for variable cam timing, are being removed. We're replacing them with Comp Cam's phaser lockout plates. They allow for easy mechanical adjustment of both cam shaft's center line. [ MUSIC ]

(Frankie)>> Up next, the Coyote gets a custom spec supercharger. Then it goes hunting for horses in the dyno cell.

(Pat)>> It's time to move on to the oiling system on our Coyote, and just like an LS these have an oil pump that's driven off the front of the crankshaft, but before we put the pump on we're gonna do a few upgrades that we picked up from Boundary Racing Pumps. We can take the stock pump, which is a 2011 and up, and we put some different gears and a different backing plate on it. It starts with the set of gears. They are dimensional the same as the gears that came out but have some distinct differences, like porting on the side, which will have less cavitation and more flow at high r-p-m. Plus put less heat in the oil. They are also coated with a combination of martinwear and a cold finish that will have virtually no wear up to 13,000 r-p-m. Along with the gears we're also adding their deep flow billet bag pipe, which also has the same coating on the inside and is made of steel, which is much more rigid than the aluminum one that came off of it. The best part about all of this is the new parts go right in where the old parts were and you're back in business. To ensure that the pump is properly centered we'll insert one and a half thousandths feeler gauges before torquinng. The heads came to us completely machined but unassembled. Manley stainless steel valves are lubed with assembly grease and then slid into the guides. We're using a specialty valve spring compressor on our Pack valve springs and our Comp Cams retainers. This tool can even be using to change the springs with the engine still in the vehicle if needed. 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.

(Frankie)>> We're running Cometic's m-l-s 94 millimeter by 40 thousandths thick head gaskets. Then our c-n-c ported heads can drop on. The heads go on the dowels, and only then do we install the head studs. If you try to do it the other way around the studs can remove bits of aluminum from the heads during assembly, which can clog the threads causing all kinds of problems. The studs are torqued in three stages to a final value of 100 pound feet per ARP's instructions.

(Pat)>> The stock hydraulic cam followers gets some Ultra Slick assembly lube. Then they are put back into place. They are a 2 to 1 ratio. Our new Comp cams go into place being sure to install them in the unloaded position. Once all four of the cams are installed there is a lengthy process of timing and degreeing the cams. This is a crucial and complicated part of building the engine. Fortunately Comp Cams provides detailed instructions to guide you along the way. The Coyote has four chain guides and two hydraulic actuators keeping tension on the primary timing chains.

(Frankie)>> Grenade!

(Pat)>> You shouldn't say grenade around an engine. [ MUSIC ] Because the intake and exhaust valve have individual cam shafts you can set the center lines wherever you like. We are setting ours at 118 degrees center line on the exhaust and 112 degrees center line on the intake.

(Frankie)>> Next the timing cover is bolted on. After that we can drop in the factory oil pan gasket that doubles as a windage tray, followed by our oil pan. To give this engine a clean classic look we chose gloss black for everything. For compatibility with our supercharger setup we're using the stock water pump.

(Pat)>> Before we install the gen five three liter Whipple supercharger it needs a little prep. We'll install the intake O-rings on the under side of the unit. [ MUSIC ] Since the supplied intake bolts are hidden under the top they'll receive blue thread locker gel for safety purposes. They are torqued to 106 pound inches. Last to go on are the O-rings for the intercooler and supercharger top. [ MUSIC ] We chose to use ARP 12 point stainless fasteners. They get torque to 90 pound inches.

(Frankie)>> We want to be conservative on our baseline run. So we'll go with the largest diameter pulley for the slowest amount of blower speed. It's a three and three quarter diameter unit. With the complete from drive assembly in place the ten rib serpentine belt gets snaked on. Fuel is supplied by FIC's 1,200cc injectors. These are needed to support the power numbers we're hoping to get. An s-f-i approved billet flywheel from Summit Racing Equipment is a must for dyno safety purposes.

(Pat)>> What makes this engine so easy to run is the Terminator-X Max e-c-u from Holley. It's a simple plug and play system that can run our drive by wire throttle body, and all the tuning is done by the convenient touch screen unit. Up next, we're hoping for 1,000 horsepower or more!

(Pat)>> Break in was uneventful and everything seems to be behaving properly.

(Frankie)>> That e-f-I learned pretty quick. It's idling super smooth.

(Pat)>> I love it! Now if everything else goes this great we're gonna have a good day. So we are going to go from 4,000 to 7,500. Now I don't know how much boost it's gonna have. I'm gonna leave steps to size it 450 cause you can load it too much, or not load it enough.

(Frankie)>> And we're still on pump gas.

(Pat)>> That's the big kicker is the pump gas. Alright 4,000 to 7,500. [ engine revving ]

(Pat)>> It had over 100 pounds of oil pressure I can tell you that. Now we're talking. Boost, boost kills me sometimes cause it's so easy to make power. 811.8 horsepower at 7,500, 662.6 pound feet of torque.

(Frankie)>> Look at that torque too. It's over 600 almost all the way to 7,000.

(Pat)>> Air/fuel ratio right at the target. Keep it nice, fat, and sassy. It's a little on the rich side but for pump gas I'm definitely gonna err on the side of too rich because it'll just hurt a little bit of power. 16 p-s-i of boost. That is a hell of good start right now.

(Frankie)>> Superchargers make everything easy.

(Pat)>> I guess!

(Frankie)>> For our baseline run we were pretty conservative on timing. Now we're adding two degrees, giving us 28 degrees of total timing. With just a few presses on the touch screen the timing adjustment is complete.

(Pat)>> We've already succeeded.

(Frankie)>> I just want to see what we can do now.

(Pat)>> So do I! [ engine revving ]

(Pat)>> How about that? Okay 844 horse pressures at 7,500 and 674.7 pound feet. We have two pulley changes. I don't know if we should really go for the gusto and see if we can make a really large number or we just kinda sneak up on it.

(Frankie)>> Well we have a three and a half and a three and a quarter, and we're at three and three quarter right now. I say we just jump to the small one. Let's just see what this thing can do.

(Pat)>> Okay. We are at 2.79 per cube on pump gas. That is violent, and we've still got 100 pounds of oil pressure. So we'll get a little bit more oil temperature in it. Alright here's what we'll do. Mix up some hot gas, some good gas.

(Frankie)>> And we'll swap that pulley and we'll see what she can do.

(Pat)>> I mean why wouldn't a guy?

(Frankie)>> We've got it on here. Let's find out. There you go.

(Pat)>> The smaller the pulley the faster the supercharger spins bringing more air into the engine.

(Frankie)>> This is a big jump in pulley. A half inch of pulley. It should make a big difference.

(Pat)>> What is half inch of pulley worth? It's gonna be worth some big boost.

(Frankie)>> On this big blower yeah.

(Pat)>> Alright here we go. [ engine revving ]

(Pat)>> That was big! That was really big, did we do it? Yes, 1,003!

(Frankie)>> Holy moly, look at the torque.

(Pat)>> It only made 799 for torque.

(Frankie)>> 799.4, that's pretty much 800 but it's everywhere still.

(Pat)>> This thing doesn't make under 700 pound feet anywhere.

(Frankie)>> That is insane! That's like 3.3.

(Pat)>> It's 3.31 if you do the math, and it still has 102 pounds of oil pressure. Keep in mind this has the stock Ford crankshaft in it, which is a good crank right? It's got a sleeved block but still stock Ford block. We have some nice parts in it, but we've just taken an engine with basically stock architecture, put a big blower on it, and throw 21 pounds of boost at it, and it makes 1,000 horse.

(Frankie)>> That's crazy! I mean boost solves everything.

(Pat)>> I hate when that happens too cause everyone's like, this particular engine. This engine responds really well to boost. Well I've got news for you. Everything responds well to boost.

(Frankie)>> 303 inches, that's just wicked.

(Pat)>> I'd have to check but I think this is the highest horsepower per cube engine that since I've been here we've done.

(Frankie)>> Man that's crazy.

(Pat)>> It doesn't get more successful than that. Nice job on that! For more information on anything you've seen today head over to Powernation TV dot com.