Coyote drivetrain

Coyote drivetrain DEFAULT

Ford Coyote Engine Swap Guide

| How-To - Engine and Drivetrain

Only Three Years Old, Ford's 5.0L DOHC, TI-VCT Engines Have Already Found Homes in Everything From Street Rods to Muscle Cars. Here's What it Takes to Get 'er Done.

Unless you've been cast away on a desert island, you're aware that Ford's current performance standard-bearer is the '11-and-later Mustang TI-VCT (Twin Independent, Variable Camshaft Timing) 5.0L V8 that's commonly called the Coyote. The 412hp engine is currently the standard Mustang V8—no more SOHC two- or three-valve base motors. Before long, the new 5.0Ls will be all over the wrecking yards, but in the meantime, Ford Racing Performance Parts (FRPP) and savvy aftermarket companies are already full speed ahead. Not only does FRPP offer a bunch of crate engines—including supercharged and high-output versions—but it also has a range of add-on kits to simplify retrofitment. And what Ford doesn't have, the aftermarket does—or soon will.

But hasn't the modular-engine architecture been around since the mid-'90s? Yes, but the new TI-VCTs have a bunch of changes that collectively yield significant differences from previous modular motors. Although the bellhousing bolt pattern and engine-mount pattern are still the same, just about everything else is different, not only in physical attributes but also in the electronics department. And it's the electronic-integration portion that's often the most challenging part.

That hasn't fazed early pathfinders, though. With the help of these hardy pioneers as well as official FRPP and other aftermarket sources, we present a broad overview on the basics of retrofitting the TI-VCT engine into older cars. Next month, we'll show some real-world examples of cars with completed Coyote swaps.

Physical Fitness
The most daunting problem with a Coyote swap is the engine's physical size. The massive cylinder-head width is an obstacle to swaps into classic Ford muscle cars with their high-mounted shock towers, which make for a narrow engine bay. There's virtually no chance of squeezing a Coyote into a stock early Falcon or '65'66 Mustang engine bay, but it may be possible to notch the shock towers on the later, wider cars, retaining a basically stock front end but with coilover shocks or struts.

But let's face it: That old suspension pretty much sucks, even if it isn't already worn out. Everyone wants massive, modern disc brakes, and the old steering boxes are about as slow as molasses. The best bet is axing the entire front end for an aftermarket subframe that includes modern suspension, brakes, and rack-and-pinion steering. Heidts, Rod & Custom Motorsports, Fatman Fabrication, Total Cost Involved (TCI Engineering), Detroit Speed, and others all sell high-shock-tower-Ford conversion clips that can accommodate modular engines with their factory oil pans.

Oil Pan and Filter
Yes, that's the other major problem an entire replacement front-end resolves: oil-pan sump clearance. The '60s cars all used front-sump oil pans, and the Coyote uses a rear-sump pan that won't clear old chassis. The TI-VCT engine's oil pan is different from—and won't interchange with—earlier modular motors because of front-cover changes as well as the relocation of the ignition's tone ring (aka the crank trigger wheel) from the front to the rear of the crank.

If you need more oil control than the stocker provides, FRPP sells the factory Boss 302 oil pan (M-6675-M508) with added baffles, as well as a full-on race pan (M-6675-M50BR) from its Grand Am Racing program. You also have a choice of aftermarket pans from Canton, Champ, and Moroso.

The stock oil filter sticks out of the driver side of the block at about a 45-degree angle and may not clear all chassis. One option is using a shorter, nonstock filter with similar threads and characteristics. The standard Coyote's Motorcraft filter (FL500S) has M22x1.5 metric threads and is 4.09 inches long with a 3-inch od. There is an ACDelco filter (PN PF48) used on many LS-powered GM cars and trucks with otherwise similar dimensions, and it's about -inch shorter.

Not enough? FRPP sells a modular-engine, 90-degree oil-filter adaptor (PN M-6880-M22) that tucks the filter housing tight against the side of the block while accepting a larger-capacity Motorcraft FL1A filter. If necessary to completely remote-mount the filter, use FRPP's oil filter adapter (PN M-6881-M50) that fits '11'13 5.0L 4V TI-VCT aluminum block engines and is machined with O-ring female bosses for AN 10 fittings. If you want an easy-to-install, sandwich-style, water-to-oil type of cooler, FRPP's PN M-6642-MB was used OE on the '12 Mustang Boss 302.

What Interchanges?
Which previous-generation Ford Modular engine parts fit the new TI-VCT 5.0L "Coyote" Engine?
Part TypeWill It Fit?
Bellhousing or bellhousing bolt patternYes
Exhaust headers or manifoldsNo
Flywheel or flexplateMaybe*
Front accessory brackets/drivesNo
Front coverNo
Intake manifoldsNo
Motor mountsYes
Oil pans and pickupsNo
Powertrain Control Module (PCM)No
Water pumpNo
*Must be for 8-bolt (DOHC) crank; verify tone-ring clearance and crank offset.

Accessory Drives
Out of the box, most FRPP crate engines have only the crank and water-pump pulleys installed. The exception is the just-announced Aluminator XS engine (PN M-6007-A50XS), which does come with an alternator. A Coyote engine's front accessory drives and mounting brackets are different from those on earlier modular motors. The earlier stuff won't fit because the front cover is different—but the new front accessory drive may not play well in older cars. The big hurdle: '11-up Mustang GTs have electric power steering, meaning the stock setup lacks provisions for mounting a hydraulic power-steering pump. The good news is that the A/C compressor is now on its own belt and located low on the engine's right side. That makes it easier to delete the A/C drive provisions on a retrofit application, plus the vacated space leaves a natural place to either relocate the alternator from the left side or to mount a hydraulic power-steering pump. FRPP's Boss 302R 5.0L power-steering pump bracket (PN M-8511-M50BR) can be installed in place of the OE A/C compressor and mounts an '05'10 Mustang GT power-steering pump. FRPP also offers a Boss 302 alternator kit (PN M-8600-M560BALT) that includes the high-rpm Boss 302 alternator, higher-tension belt-tensioner, larger pulley, the correct-length belt, and mounting hardware. Turn Key Engines, Vintage Air, KRC, and March Performance offer complete aftermarket accessory-drive solutions.

Stock and FRPP 5.0L Coyotes come with tubular headers, but they're designed for the late-model Mustang and may not fit earlier applications. Earlier modular-engine exhausts—whether for SOHC or DOHC engines—won't fit the TI-VCT cylinder heads. For street rods, FRPP offers cast manifolds (PN M-9430-SR50) that are basically the same as the production TI-VCT 5.0L truck F-150 manifolds. Shorty headers are available from JBA; although listed for production Coyote Mustangs, they may back-fit into some earlier cars. Several dedicated header configurations for Ford Fox-body retrofits are available from BBK and Kooks. These will require either an aftermarket front K-member compatible with the Modular motor and its engine mounts or a '96'04 Ford Mustang SN95-chassis, 4.6L Cobra crossmember that's been modified to fit the '78'93 Fox-bodies. (Swapping in the older 4.6L DOHC engine into a Fox-body was covered in the article "Ford 4.6L DOHC Into Fox Body," Aug. '07; also available online at Many of the tips are applicable to the Coyote motor as well.)

The cooling system is conventional (not reverse-flow), but the inline, remote thermostat also contains the coolant bypass (i.e. inlet and outlet main hoses both route through the thermostat, not directly to the engine). The coolant fill-cap must be the highest point in the system. If it isn't (as is the case on current Mustang production cars), a separate, remote-mounted surge or supply tank is mandatory to properly purge the engine of air bubbles. To allow purging air from the right-hand cylinder head as well as provide sufficient coolant flow through that head when not running a heater, the heater supply and return hoses must be spliced together, and a 5/16-inch-diameter restrictor needs to be inserted into the hose assembly. Ford's installation instructions contain a detailed layout. Electric fans are mandatory because the water pump has no provisions for supporting a mechanical fan.

Right now, virtually no one is using a wrecking-yard setup, for several reasons: The stock vehicle antitheft system is hard to defeat, the stock Powertrain Control Module (PCM, aka "the computer") ties into other systems not usually found on a retrofit application, and it's hard to deal with the stock returnless fuel system. The problem-solver here is FRPP's Control Pack. As Ford tuner, racing, and performance shop owner Justin Burcham of JPC Racing explains, "We prefer the FRPP Control Module solution. You could salvage parts from a wrecking yard, but it's a lot of hassle, and not worth the extra time or money. The FRPP harness is a plug-and-play with instructions. Everything is clearly labeled and easy to install."

The $1,500 (give-or-take) Control Pack utilizes a central-power distribution box that contains all relays needed for the engine, A/C, and cooling-fan controls. Besides simplified wiring hookup and all necessary sensors, the kit includes a factory PCM that's calibrated for an unmodified, naturally aspirated 5.0L Mustang with a manual transmission, yet can still be diagnosed or reprogrammed, thanks to its standard OBD-II diagnostic plug.

The retrofit harness will convert the stock returnless fuel-supply system to a conventional return style that's much easier to integrate in a custom application. However, use of the modern, drive-by-wire electronic pedal is mandatory (it's included in the box). The good news is you won't need to worry about throttle linkage; the bad news is it may be necessary to fabricate an adapter bracket to bolt the pedal into an earlier car.

Required for correct operation and also included in Ford's kit is an '11'13 Mustang airbox and inlet assembly. Unfortunately, the bulky unit is hard to package in many retrofit applications. If it won't fit, and you need to fab your own inlet solution, Ford's recommended length, curvature, and cross-sectional recommendations must be followed or it will throw off the MAF (mass airflow) sensor, requiring PCM recalibration. Aftermarket inlet schemes will almost certainly require recalibration as well. Ditto for most engine mods, or if using the higher-performance Ford crate engines—either the Boss 302 racing mill, the Alumintor XS, or the low-compession 5.0L crate mill intended for use with a supercharger.

If it's necessary to reprogram the PCM to deal with performance mods, air-inlet duct calibration, or driveability issues, SCT Performance and DiabloSport are two sources for reprogramming tuners and software. One thing they still can't do, though, is defeat the production TI-VCT engine PCM's vehicle antitheft system. The difficulty is that bypassing the antitheft protection on a late-model Ford requires modifying the PCM's internal hardware; it's not just a software reflash! SCT is said to be working on the problem and may have a solution by the time you read this. According to SCT's Jeff Johnson, "This will require physical PCM disassembly, so when we're ready to go on this, you'll have to mail the PCM to us for modification."

Outside the Ford sandbox, stand-alone, Coyote-compatible EFI systems are available from FAST (better for primarily street setups) or Big Stuff (probably better for racing). Mainstream EFI systems like these still won't support variable valve timing, so the cams must be locked in place. Retaining the engine's independent variable cam timing with an aftermarket EFI controller requires a pricey high-end system and advanced programming know-how. Presently, AEM, DTA, MoTeC, and Autronics are said to support variable cam timing.

Ford Racing 5.0L TI-VCT Crate Engine Lineup
Crate Engine Package DescriptionPart No. CrCrankConnecting RodsPistonsOil PanTop CoverPrice sourcePrice
5.0L 4V TI-VCT 412HP Mustang Crate Engine (412 hp/390 lb-ft)M-6007-M5011.0:1ForgedForged I-beamHypereutectic8 qtNoSRE$6,119.95
Coyote Sealed Racing Engine (NMRA Coyote Stock Class Spec motor)4M-6007-M50S11.0:1ForgedForged I-beamHypereutectic8 qtNoSRE$6,129.95
5.0L DOHC Aluminator Crate Engine (naturally aspirated)M-6007-A50NA11.0:1ForgedForged Manley H-beam, ARP2000 bolts, Boss 302 rod bearingsMahle forged8 qtYesFRPD$8,050.00
5.0L DOHC Aluminator Crate Engine (supercharged applications)5, 6M-6007-A50SC9.5:1ForgedForged Manley H-beam, ARP2000 bolts, Boss 302 rod bearingsMahle forged8 qtYesFRPD$8,350.00
5.0L TI-VCT 4V Boss 302S Engine Assembly 5, 7M-6007-M50BR11.0:1ForgedUpgraded sintered-forged I-beamForged12 qtYesSRE$13,249.00
5.0L DOHC Aluminator XS Crate Engine (500-plus hp) 5, 8M-6007-A50XS11.5:1ForgedForged Manley H-beam, ARP2000 bolts, Boss 302 rod bearingsMahle forged12 qt (Note 9)RYPP$14,449.00

NOTES: Engines with no top cover, use cover kit PN M-9680-M50. FRPD = Ford Racing Parts Direct; RYPP = Roush Yates Performance Parts; SRE = Summit Racing Equipment. Priced Feb. '13 and subject to change; does not include any taxes or shipping charges. 4For racing, no warranty; otherwise identical to M-6007-M50. 5Custom PCM tuning required for optimum performance. 6Does not include supercharger; supercharger kits sold seperately. 7Includes CNC-ported heads with sodium-filled valves and high-rpm, short-runner intake. 8Includes fully-ported Boss heads, high-perf cams, and alternator. 9Not applicable: This engine assembly includes a short-runner Cobra Jet intake manifold.

Drivetrain Interface
Like all modular engines, the 5.0L is neutral-balanced. Also, like previous DOHC Modular family members, the 5.0L has an eight-bolt crank flange—so it will accept existing modular eight-bolt flywheels and flexplates (but not six-bolt-crank SOHC Modular motor parts). Some sources maintain that the Coyote's crank offset out the back of the block is 4mm (0.167-inch) greater than previous modular engines to accommodate the rear-mounted tone wheel, but early adapters have not reported any interchange issues with existing manual-transmission hardware; there seems to be enough leeway in the clutch linkage to accommodate the slight difference. On an automatic, there's a chance that the greater offset could result in the converter bottoming against the front pump, causing possible trans or converter damage. FRPP's M-6373-A engine plate will usually add just enough extra clearance if this is encountered. Such plates can also help to correct starter tooth-engagement problems.

Although it's possible to use the automatic transmissions that come stock behind a 5.0L, at this point it would require an auto-trans-compatible production PCM and a takeout harness. That's because the FRPP's controller and wire harness designed for a manual transmission won't support an automatic trans that would otherwise interface with the engine PCM and for which no separate aftermarket stand-alone control unit is offered. SCT programmers support six-speed automatic recalibration on stock production PCMs, but with a retrofit, there's still that pesky antitheft-defeat issue.

For the moment, that leaves older automatics as the only practical choice. The popular conversions so far have been either beefed-up C4 three-speeds or the AOD/AODE/4R70W four-speed family. Performance Automatic's old-school C4 trans kits range from a mild, street rodlevel package to full-race, drag-only packages capable of supporting up to 1,000 hp.

As for manual transmissions, forget about a T5—it's just not strong enough. The general preference for retrofits is either Ford-style Tremec heavy-duty five-speed transmissions (such as the TKO, TR-3550, and other family members) or Tremec T56/6060-family six-speed transmissions. To bolt aftermarket-style, retrofit Ford-style T56 transmissions like those offered by FRPP and aftermarket transmission shops into a modular motor (including the 5.0L), use Quicktime bellhousing PN RM-8080. To bolt up Tremec heavy-duty five-speed transmissions, use FRPP bellhousing PN M-6392-M46 and starter index plate M-7007-A. These bellhousings are really designed for older-style mechanical or cable-clutch linkage, but if you don't want to mess with mechanical linkage, McLeod offers bolt-on or slip-on hydraulic clutch release bearings that can be used with conventional bellhousings. If you need a solution for other, even non-Ford, manual transmissions, Quicktime offers many weird adaption bellhousings. There's also McLeod's unique modular bellhousing system that can be stacked together to accommodate just about any manual trans.

What's It Gonna Cost?
It's amazing that there's already so much support for the TI-VCT engines, but let's not kid ourselves—late-model, high-tech performance doesn't come cheap. As Kurgan Motorsports' Wade McGowan explains,"Ford Racing really hit the nail on the head with their support for swapping these engines. The downside right now is cost. With the engine and all the other stuff you're going to need, you will probably have $12,000$14,000 in the car. Right now, wrecking yard pricing is still close to the new price." This assumes starting with one of the lower-priced crate engines, then doing most of the work yourself. Farming the whole job out, plus adding a whole new front end, suspension, braking, and steering system, could push the cost into the $20,000 range. Still, you've got to climb up on the horse sometime, and those hardy pioneers are breaking the ice for the not-too-distant day when engines will become more plentiful in the wrecking yard. Next month, we'll turn theory into reality, as we take a look at actual swaps in a variety of early- and late-model vehicles.

If the Stock Airbox Won't Fit
FRPP says the air cleaner assembly (aka "airbox") with its integral mass airflow (MAF) sensor must be used as received or it will screw up the PCM calibration. Unfortunately, it doesn't package well in many retrofit installs. If you need to modify the supplied airbox or fab your own inlet system, Ford offers the following guidelines for proper MAF-sensor location. Even if the PCM still needs recalibration, adhering to these recommendations should result in optimum system performance.

  • Locate the MAF sensor on a straight length of tubing. If that's not practical, install the sensor on the tube's outside radius so it's located in the higher flow-velocity area.
  • The MAF-sensor tube should have the same cross-sectional area as the original induction system.
  • Minimize flow-direction changes and maintain smooth tubing to minimize airflow disturbance and turbulence.
  • Install the sensor upstream of the throttle-body—no closer than 68 inches to prevent pulsation and no further than 24 inches to prevent rich/lean transient spikes.
  • The sensor should be installed downstream of the air filter and upstream of the PCV hose inlet connection. The ideal sensor location is three diameters upstream of the PCV inlet.
  • Minimize the chance of condensation coming into contact with the MAF-sensor element by installing the sensor in the upper half of the tube's cross-sectional area, equal to or above the 9- and 3-o'clock positions on an old-school, round clock face tangent to the tube's cross-section.

If the Engine Stalls Under Deceleration
A small number of early adopters using the Ford conversion harness kit have experienced an engine-stall condition during or immediately after hard deceleration. There are at least two workarounds for this problem. Just like a standard Ford production PCM, FRPP's retrofit unit includes full support for a VSS (vehicle speed sensor), but the wires are not included in the retrofit harness. A VSS lets the PCM sense that the vehicle is moving (or not). Most modern transmissions (including popular aftermarket replacements) have VSS sensor provisions. FRPP's provisional workaround is adapting its existing Speed-Dial unit (PN M-4209ADPT-AC) that's officially listed in the catalog as an electronic-speedometer recalibration tool, but it now serves as a hardware patch for interfacing a VSS to FRPP's PCM.

The other solution is a custom software download from JMS Chip and Performance, an authorized SCT distributor and custom tuner. It's available for purchase and download for those who own SCT's tuning devices. The entirely software-based solution is said to eliminate the stalling condition without the need to add a VSS or a piggyback device.

If the Oxygen Sensors Must be Moved
FRPP's engine harness and controls package supplies two wide-band oxygen sensors that are designed to mount in the stock '10'11 Mustang GT locations. If the factory headers don't fit your old chassis, the relative sensor position may need to change on any new exhaust. If that's the case, position each sensor so it can sample from all four cylinders on one bank (for example, in the header collector). Ford also frowns on altering sensor wire lengths, claiming that such alterations can degrade sensor function. If the headers won't permit sampling all four cylinders without harness mods, Ford says the least harmful alternative is locating the sensors to sample one cylinder per bank: "The cylinders that have on average the closest air/fuel ratio to the bank average are cylinder No. 4 on Bank 1 and cylinder No. 7 on Bank 2; the next best choices are No. 3 and No. 8."



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The Ford Performance all-aluminum 2018-2020 5.0L Coyote crate engine is a modern 5.0L 32-valve DOHC V-8 that uses advanced features like Direct and Port Fuel Injection, Twin Independent Variable Camshaft Timing (Ti-VCT), high-flow cylinder heads, and heightened compression ratio to deliver 460 horsepower @ 7,000 rpm and 420 ft.-lb.+ of torque @ 4,600 rpm (with premium fuel). The lightweight  plasma transferred wire arc spray aluminum cylinder block features cross-bolted main bearing caps and thick main bearing bulkheads for bottom-end strength, optimized oil drainback and windage control to improve high-rpm performance.  
  • 460 Horsepower @ 7,000 rpm
  • 420 ft.-lb.+ of Torque @ 4,600 rpm    
  • 12.0:1 Compression ratio 
  • Hypereutectic aluminum pistons
  • Sintered steel connecting rods as used on BOSS302 Mustang   
  • Forged steel crankshaft
  • Aluminum block which features plasma transferred wire arc spray weld liner coating
  • Longer, 12 mm head bolts for higher clamp load
  • 10 qt capacity oil pan
  • Tuned composite intake manifold provides efficient air delivery and weight savings
  • 80 mm single bore "drive by wire", electronic throttle body with variable runner control
  • High-flow aluminum cylinder heads, dual overhead camshaft (DOHC), four valves per cylinder, variable intake and exhaust camshaft timing
  • Includes engine harness and dual mass flywheel, for engine equipped with automatic flex plate, see M-6007-M50CAUTO  
  • Engine mount bosses and bell housing mount pattern common to 4.6L modular engines 
  • Mustang GT 409 stainless steel tubular exhaust manifold on the RIGHT SIDE ONLY
  • Vehicle harness and PCM not included
  • Use Ford Performance M-6017-M50B Control Pack which includes wiring, PCM and installation kit, designed for project car installation
  • Does not include alternator, for alternator kit see M-8600-M50BALT or M-8600-M50ALTA
  • 5.0L Coyote air conditioning kit available, see M-8600-M50AC
  • 5.0L Mustang motor mount kit available, see M-6038-M50     
  • 5.0L Mustang engine cover kit available, see M-9680-M50B
  • Photo and specs may vary
  • Engine weight: 445 lbs.
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Gen 3 5.0L Coyote Swap Powertrain with 6 Speed Manual Transmission


Gen 3 5.0L Coyote Swap Powertrain with 6 Speed Manual Transmission

Ships truck freight, allow 7-10 business days

Complete Modern Powertrain Solution for Any Ford!

  • NOW AVAILABLE WITH 2018-2019 Mustang GT 5.0L 460 HP Coyote Engine!
  • Tremec 6 speed manual transmission
  • Complete Engine Controller and Wiring Harness (Control Pack)

Next generation 5.0L power all in one complete powertrain kit. The crew at Ford Performance have spec’d out a kit to simplify the swap of the newest, most innovative 5.0L Coyote engine into just about any Ford vehicle. The Coyote Power Module teams the Mustang GT 460 horsepower 5.0L Coyote V8 with a state of the art Tremec 6-Speed transmission – and all the electronics and hardware to finish the installation. The engine features advances like Direct and Port Fuel Injection, Twin Independent Variable Camshaft Timing, and a lightweight plasma transferred wire arc spray aluminum engine block. Coyote Power Module simplifies both the shopping and build experience by kitting up the right parts that are matched to deliver potent performance with civilized drivability.  The engine Control Pack is truly plug and play and simplifies conversions to a modern electronically fuel injected V8 high performance engine.

  • 2018-2019 Mustang GT 5.0L Coyote Engine
  • 460 Horsepower @ 7,000 rpm
  • 420 lb.-ft. Torque @ 4,600 rpm
  • 12.0:1 Compression ratio
  • Aluminum block
  • Boss 302 Alternator Kit 
  • Starter and Starter Index Plate
  • Control Pack PCM and installation kit is tunable for power upgrades
  • Runs on pump gas
  • Steel Quicktime Bellhousing
  • Roller Pilot Bearing 
  • Tremec 6-Speed Transmission 2.66 1st gear
  • Clutch Fork / throw-out bearing
  • Clutch Kit 
  • Billet flywheel
  • Installation hardware
  • Note: Engine will be fitted with dual mass flywheel installed. Included is billet flywheel, to be installed on engine before installation into vehicle

Ships truck freight, allow 7-10 business days

SKU: M-9000-PMCM3Category: Crate Engine's

Additional information

Weight865 lbs
Dimensions48 × 48 × 48 in

Related products

Coyote Swap Engines - HOW \u0026 WHERE TO BUY

Leader of the Pack – A Guide to the Ford Coyote Engine

When it comes to late-model engine swaps for Ford enthusiasts, there were a number of years in the not-too-distant past where the options were limited (or perhaps non-existent). No Blue Oval fan likes to see a two-letter engine series with pushrods under the hood of their favorite street rod or muscle car, even if they could understand the ease of installation and availability.

Then came the Coyote engine. Finally. However, what followed with the Coyote was nearly as important as the engine itself. Ford – and many aftermarket companies – understood the importance of designing products to help hot rodders retrofit the modern 5.0-liter driveline into classic cruisers and committed to making those products available.

When the 4.6-liter Ford Modular engine was introduced in the 1996 Mustang, taking the place of the venerable pushrod 5.0-liter small-block, the aftermarket was underwhelmed to say the least. This resulted in a less-than-enthusiastic response from many street rodders about incorporating modern Ford engine technology into their vintage rides due to the size, complicated electronics, and even the appearance of the OHC V8.

That all changed with the Coyote when it was introduced in 2011 and in the last few years we’re happy to say we’ve seen a lot more modern Fords under the hoods of classic rides. One can’t place all the credit on the new platform, as the Coyote engine never would have happened without the Mod Motor, plus enthusiasts have also evolved to accept and embrace modern electronics and controls in their hot rods.

Regardless, Ford fans can delight in the fact that the Coyote engine is available to power their favorite classics and there are plenty of components available to help their drivetrain swap go smooth from start to finish. Take a look.

Truck of the Year

Danny Bouchard’s ’58 F100 won the Goodguys 2019 Scott’s Hot Rods Truck of the Year Early honors with the help of a Coyote engine topped by a 29L Whipple supercharger. Custom valve covers by Korek Designs helped dress up the blown engine, while Ford Performance headers directed exhaust gases to a Flowmaster exhaust system.

coyote swap, 2019 truck of the year
coyote swap,


Transplant Kit

coyote swap, FASTIn the past few years it has become a lot easier to install a Coyote engine into your Ford project thanks to companies like FAST. The team at Fuel Air Spark Technology has put together a complete engine management system for Coyote engines which includes a fully tunable ECU through their proven XFI Sportsman EFI kit.

The system also includes their XIM ignition module, a Valve Timing Control module, a complete engine harness and a Coyote-specific Big Mouth LT 87mm throttle body. The Big Mouth allows users to retain their cable-style throttle and factory pedal, avoiding additional electronics while delivering a more connected feel to the Coyote power on tap.


Four Speed Autos

coyote swap, tci transmissionThere are a lot of transmission options to fit behind your Coyote engine and TCI provides two proven packages for four-speed automatics. For enthusiasts that want to keep things simple with fewer electronics, TCI has a proven 700R4 trans (yes, the GM trans) that comes with an SFI-spec adapter bellhousing. The 700 is controlled mechanically and is available in two levels to support either 550hp or up to 750hp. TCI incorporates a constant-pressure valve body providing more freedom when setting part-throttle shifts with no worry about a misadjusted TV cable.

TCI also offers an electronically controlled overdrive in the form of a 4L80E (also a GM unit). The unit includes an adapter flexplate with the GM converter bolt pattern. This is one heavy-duty trans supporting up to 875hp and is controlled by TCI’s easy-to-calibrate EZ-TCU.


Terminate It

coyote swap, holley terminatorLooking for a more versatile EFI system to manage your new Coyote? Holley now offers its Terminator X system for this favorite Ford platform. The Terminator X brings all of the tuning and functionality from Holley EFI and delivers it into a compact, entry-level system that is plug and play!

The new system is also capable of utilizing many of Holley’s fuel injection accessories such as their Pro Dashes and other analog gauges. Depending on the year model and injector configuration of your engine, Terminator X can be programmed to adapt to almost any combination! To ease the installation, Holley also has an all-new harness that plugs directly into the factory sensors, actuators, coils, injectors and more.

Unbox Performance

Ford Performance offers a number of complete Coyote crate engines with power output from 435-hp up to 580-hp. Engine and trans combinations are also available for a turn-key solution.

coyote swap, aluminator
coyote swap,

Vintage Air

Front Running

coyote swap,One of the major hurdles the Coyote engine presents to retrofits in muscle cars and classics is the lack of a hydraulic power steering system. Taking that one step further is fitting the engine with an air conditioning compressor and having room for the alternator as well. Vintage Air has answered all of these concerns with their Front Runner Coyote system.

The Vintage Air engineering team designed a complete system that retains the factory Ford alternator and water pump drive on the driver’s side of the engine while adding a compressor cradle positioned low on the passenger side along with a Detroit Speed power steering pump just above it. The result is a compact and complete accessory drive for your Coyote swap.

Summit Racing Equipment

Gaining Intake

coyote swap,It’s rare to find bolt-on engine components that not only add power, but also deliver cool looks. In the case of Summit Racing Equipment’s new sheet metal intake, it scores this rare win-win combination.

The aluminum intake is crafted from CNC-machined pieces and formed into an intimidating form coated in a show-quality black anodized finish. The intake, designed for 2011-2015 Coyote engines, accepts a 90mm throttle body and accepts the factory fuel rails.


Boosted Coyote

coyote swap, roush, roush racing, roush performanceThe name Roush is synonymous with race-winning performance, especially when it comes to Ford engines and cars. Luckily for performance enthusiasts, Roush is using all of that performance experience to put the hot back into hot rods. One of their latest crate engine offerings is a 600hp Coyote engine that will get your Ford rolling quick with 475 ft-lbs of grunt.

Roush starts with an aluminum 302c.i. engine block topped with four-valve heads with variable cam timing to produce an engine that makes incredible power across the curve. The turn-key engine easily revs to 6,500rpm, making it a blast to drive. It’s even backed with a 2-year/24,000-mile warranty.

Setting the Pace

The Goodguys ’79 Mustang Pace Car built by Goolsby Customs has plenty of ponies thanks to a Ford Performance Aluminator XS crate engine pumping out 500hp and topped with custom Goodguys valve covers.

coyote swap, goodguys fox body
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Powermaster Performance

Crank ‘n Charge

coyote swap, coyote alternatorWith more than 25 years’ worth of experience in cranking and charging, Powermaster knows what it takes to get your Coyote engine fired up. They offer a full line of starters ranging from an economically priced bolt-in upgrade such as their PowerMAX+ with an adjustable billet mount and heavy-duty solenoid on up, to the Ultra Torque for high compression, forced induction race engines.

On the charging side, if your retrofit requires serious current due to electric fuel pumps, fans, ECU and performance ignition, Powermaster’s new HPR alternator is up to task. The alternator is also a direct bolt-in with a factory-size pulley and delivers a stout 195 amps at idle with over 245 amps at cruising speeds. Plenty of juice to keep your Coyote and other accessories fully functioning.

Gearstar Performance Transmissions

Custom OD

coyote swap, gearstarWith your new Coyote comes the need for a transmission that can handle the power. An overdrive is the only way to go and if you’re looking for an automatic, Gearstar has you covered with their custom built 4R70W transmissions. Gearstar offers three level of builds that will support from 400-hp with 450 lb-ft of torque to the strongest Level 4 that supports 750-hp and up to 550 ft-lbs!

Their Level 4 4R70W is upgraded with a 300M hardened intermediate shaft and a heat-treated input shaft. A hardened sun shell and gear are used along with a high capacity 4-plate intermediate clutch and wide reverse drum. All of the electronics are upgraded and before the trans is shipped it is dyno tested, with its converter, over 100 miles!

When Good Enough Just Isn’t

Sometimes good enough just isn’t good enough. Gregg Dunkin stacked a Kenne Bell supercharger on top of the already stout Ford Performance 5.0L Aluminator engine in his ’67 Mustang. (Photo courtesy Shawn Brereton)

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TCI Engineering

Perfect Fit

Worried about getting your new Coyote engine placed perfectly between the finders of your ’53-’64 F100? There’s no need to be concerned with TCI Engineering’s new IFS kit that was designed specifically to handle a Coyote engine. The crossmember has been notched and reinforced while the anti-sway bar has been moved to the front of the crossmember to make room for the 5.0L oil pan.

coyote swap, tci suspension

The one-piece crossmember design makes installation much easier with just a few simple measurements. The front end is based on TCI’s custom-designed spindle with bolt-on steering arms and proprietary geometry to maximize comfort and performance. You can choose dropped or stock-height spindles to get the height just right for your modern-power pickup.

Darton Sleeves

Sleeve It

coyote swap, darton sleeveThe aluminum Coyote block is quite a durable design and capable of handling serious horsepower. The blocks were originally designed with thin iron cylinder sleeves and in 2018 moved to a plasma transferred wire arc cylinder wall. If you’re planning on serious cylinder pressures by introducing big boost, you’ll want to contact Darton Sleeves.

Darton came up with a solution for all Coyote blocks by utilizing their ductile iron Seal Tight Technology sleeve. Not only will these sleeves handle 1,600hp with the stock block, they also allow an increase in displacement to Voodoo levels (the 5.2L offering) safely. The sleeve kit is available for the Teksid 4.6L, 5.0L, Voodoo 5.2L, 5.4L and 5.8L aluminum blocks. Darton also offers installation in any of these blocks.

Wild Coyote

One of the wildest-looking Coyote engines we’ve seen is the one in Tom Agostino’s ’34 Ford built by Divers Street Rods. It was disguised with vintage aluminum 427 SOHC valve covers using adapters built by Hollywood Hot Rods, topped with a Whipple supercharger, and finished off with snake-like headers built at Divers.

coyote swap, 1934 ford
coyote swap, sohc


Boost Is Better!

coyote swap, whipple superchargerIf you’re going for the Coyote swap in you classic, why stop with a naturally aspirated 5.0L when you already know that boost is better! Whipple offers a low-profile 3.0L Gen 5 supercharger that was designed and developed specifically for the Coyote!

Thanks to the inverted design, the assembly fits under the hood of many early- and late-model vehicles. A massive, dual-pass intercooler sits stealthily beneath the Whipple name plates to efficiently cool the air charge. This simple bolt-on can provide enough airflow to support well over 1000hp!


Victor Power

coyote swap, edelbrock intakeThere is one intake manifold name that immediately conjures up years of performance experience; the Victor series. Named after founder Vic Edelbrock, the Victor II Coyote intake was designed for performance with nitrous, supercharged and turbocharged applications in mind.

The cast aluminum intake features long tapered, crossover-style runners connected to a large plenum. The manifold includes provisions for all emissions equipment and reuses the stock fuel rail and even features nitrous bosses for a direct-port system on competition applications. According to Edelbrock, engine dyno testing resulted in 27 more ft-lbs of torque over a common aftermarket plastic upgrade intake manifold with an additional 16hp over a stock manifold. A stock 80mm throttle body can be used or the Ford Performance 90mm version.


Faster with Fasteners

coyote swap, arpWhen you start building serious power with your Coyote engine, you’ll need to consider updating the fasteners. From the factory, most of the high-torque fasteners used on the long block are torque-to-yield designs which are meant to never be reused.

ARP has studied the Coyote platform and has developed high performance replacements that provide higher clamping loads with an extra margin of safety. The list is so encompassing, that they offer a handy guide on their website that is full of nothing but Coyote-specific fasteners! Find it at www.arp-bolts under the new product section.

Coyote Bill’s TVR 2500M

Ford fans are using the Coyote in all sorts of builds, such as this radical 1974 TVR 2500M project. Originally, TVR built some special-edition models with a 302c.i. small-block Ford in place of the weak Triumph six-cylinder. Bill Holland decided a modern-day Coyote would be a good way to go in his extreme TVR build affectionately deemed T-Rex. With 50/50 weight ratio and over 550hp of Livernois Performance-prepped Coyote, we can’t wait to see Bill on the autocross track soon! (Photo courtesy Holland-Communications)

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coyote swap, tv8rex


Supercharge It!

coyote swap, coyote prochargerProcharger has been boosting Coyotes from day one and now that it’s so much easier to put a new Ford in your old Ford, they’re offering Coyote Transplant Systems. This system provides the brackets, belt drive, and intercooler options to mount one of their superchargers from the P-1SC-1 to the F-1R for street to strip applications.

The brackets are modeled off their rock-solid 2011-plus Mustang system, but have been adapted to fit into more compact engine bays (such as a Fox-body Mustang). As for the belt drive, an 8-rib dedicated system is perfect for street cruisers and can be used with the OEM balancer (a 50mm cog belt is also available). The icing on the cake comes in the way of their compact, yet very efficient, air-to-air intercoolers, which are available in a number of different sizes depending on your application.

Little Shop MFG

Howling Lincoln

coyote swap, little shopcoyote swap, coyote headersWhat’s going to make cruising a classic Lincoln Continental even better? Having the smooth power range of a Coyote engine under its long hood! Little Shop Manufacturing has developed a kit that makes the installation of a 2011-plus engine into a ’61-’69 Lincoln as smooth as they start and idle.

The foundations of the kits are CAD-designed and laser-cut components and brackets that help mount the engine in an ideal position to avoid clearance issues around the stock crossmember and steering box. They also offer a high-clearance oil pan (with pickup) and transmission mount provisions for a 4R70W or 6R80. To finish off the swap, they offer set of trick TIG-welded stainless headers designed specifically for the tight Lincoln engine bay.

Truckload of Fun

The Goodguys Giveaway GRT-100, built by Lucky 7 Speed Shop, got red-hot power from a Roush Performance SR Coyote crate engine pumping out 425hp. It looked great in the well-tailored engine compartment and ran hard wherever we drove it. Winner Gene Moberly has been having fun with it since winning the truck at the 2019 PPG Nationals in Columbus.

coyote swap, goodguys bumpside, goodguys f100
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Moving Oil

coyote swap, hamburgers fittingsWhen you’re putting a modern engine into the engine compartment of a 50-year-old vehicle, there are bound to be a few surprises. One issue that Hamburger’s Performance Parts can help you avoid is with their Oil Filter Relocation system.

Hamburger’s kits come with everything you need to move the oil filter to a remote, easy-to-maintain location. Kit #3377 is supplied with a 22mm-1.5 pitch thread that spins right onto the Coyote engine in place of the stock filter. Everything else you need to finish the install is supplied, including a multi-position remote filter base, aluminum AN fittings, high-temp Gates oil lines and hose ferrules. The billet components are CNC machined right in Whittier, California and clear anodized for great looks and protection.

Bowler Performance Transmission

Sticks for 5.0L

coyote swap, bowler transmissionLooking to stick a stick behind your Coyote? There’s no need to settle for just four gears anymore, as Bowler Performance can set you up with five or even six gears to stir! As a Tremec Elite Distributor, Bowler offers full conversion options for the Coyote and Modular Ford engines.

The Ford version of the Tremec Magnum six speed has been the most popular option for these high-revving engines and Bowler takes any guesswork out of your swap. They’ve researched and assembled all of the components to get it done, from the bellhousing to a new trans mount. If you prefer a five-speed Tremec or would maybe like to go the automatic route with a 4R70W, the Bowler team is at the ready to help with your transmission needs.

Classic Cruiser

Bev and Terry Bryant opted for Coyote power in their ’60 Ford Starliner built by Walton Customs. It was dressed up with billet valve covers from MMR, backed by a 6R80 transmission, and used electronic controls from Power by the Hour to get on the road.

coyote swap, starliner
coyote swap,

Power by the Hour

Cool Coyote

coyote swap,Ford designed the cooling system of the 5.0L Coyote engine to work with a Degas bottle, the big, ugly plastic tank that most hot rodders refer as the overflow, though they’re not quite the same. Power by the Hour has designed a series of components that allow you to delete the Degas bottle to streamline the cooling system and replace the OEM radiator hoses.

With the cooling system dialed in, PBH also offers a hydraulic power steering pump solution in their Speed Drive system which is available for N/A and supercharged applications. As you can tell, PBH is hardcore about Coyote swaps and also offers complete 5.0L engines with power levels from 425 to 800 horsepower. Check out some of their useful videos on their YouTube channel.

Ford Performance

Blue Oval 5.0L

coyote swap, ford performanceIt should come as no surprise that Ford Performance offers complete drivetrain solutions based on the Gen 3 5.0L DOHC Coyote engine that is found in the new Mustang GT. With a 12.0:1 compression ratio, the engine delivers 460hp and 420 lb-ft of torque. coyote swap, ford racingThe engine features direct and port fuel Injection, Twin Independent Variable Camshaft Timing, and plasma transferred wire arc spray-in cylinder liners in a lightweight aluminum engine block.

When it comes to driveline options, you can choose between a Tremec six-speed (M-9000-PMCM3) or their state-of-the-art 10R80 10-speed auto trans (M-9000-PMCA3). Both drivelines are supplied as a turn-key solution with Ford Performance calibration and are supplied with the alternator, starter and all the parts needed to deliver performance, reliability, and drivability.


Nitrous Hit

coyote swap, NOSLooking for a quick way to make your Coyote-powered hot rod even quicker? Nitrous Oxide Systems, best known as NOS, offers a mini two-stage system that can easily be installed in a weekend. The heart of the system is a progressive controller that helps deliver exceptionally smooth power delivery.

The ½-inch thick nitrous plate mounts to the 80mm throttle body and is anodized black for a stealthy installation. NOS includes jetting for 75, 100, 125 and 150 rear-wheel horsepower shots and can support up to 250hp blasts. A custom solenoid bracket with pre-bent hard lines are included as well as a classic 10-pound blue nitrous bottle.

A Brief Coyote History

The 5.0L Coyote engine was launched nearly a decade ago in the 2011 Mustang GT and was welcomed by Ford enthusiasts with open arms. The hot rod faithful were happy to see an engine package with serious potential for swaps into muscle cars and street rods as Ford, and the aftermarket, brought out control packages, wiring kits, and other components to ease the melding of modern engine technology into our favorite classic Fords.

The engine has gone through a number of refinements and upgrades over the course of a decade, all in the name of efficiency and performance. In fact, there are three generations of Coyotes starting with the 420hp, 390 lb-ft model with its unique Twin Independent Variable Cam Timing (Ti-VCT). This dual-overhead-cam design allows the PCM to advance and retard the ignition timing independently, resulting in overall improved performance (as well as economy and lower emissions).

coyote swap,In looking at the Coyote engine platform, it is important to give a nod of appreciation to the 4.6L Modular engine that replaced the original 302c.i. small block in Mustangs back in 1996 (and even earlier in full-size Fords). The Mod Motor, given the name due to its ability to be manufactured for many different applications, was a completely new architecture and featured a single-overhead-cam, two-valve design. Several years later gave way to a three-valve 4.6-liter with variable cam timing followed by a four-valve double overhead cam (32 valves).

During development of the Coyote, the engineering team studied the Mod Motor platform reviewing its successes and its limitations. The two engines are dimensionally similar due to packaging constraints and even share similar appearances like that of brothers, but there are no parts that interchange between the platforms. The Coyote featured completely new architecture including the improved-flowing heads and composite intake manifold. The first gen of the Coyote ran from 2011–2014.

The 2015 model year marked the beginning of the second-gen Coyote engine platform and focused on improving the breathing of the engine with a new cylinder head casting. These heads were fitted with larger valves and revised ports to produce a straighter, less restrictive flow to the updated combustion chamber. (FYI: Gen 2 heads can be used on the Gen 1 Coyote as long as the second-gen head gasket is used, though piston-to valve clearance should be confirmed.) Sinter forged connecting rods provided more durable high-rpm operation and the piston tops were redesigned to accommodate the larger valves. The intake was also modified with charge motion control valves to close off the port flow at lower engine speeds, resulting in an improved air charge form for improved idle and economy.

The third generation of the Coyote launched in 2018 with a number of changes including the introduction of direct injection in conjunction with port fuel. Ford took the best characteristics of direct and port injection to develop a hybrid dual-fuel system that is flexible to meet different demands of engine operation. For instance, at cold start up only port fuel is used, but once running and as any loads increase, the direct injection comes more into the equation.

The valve size was also updated in the cylinder heads of the third gen, as was the cylinder bore, increasing from 92.7mm to 93mm. Gone are the pressed-in steel cylinder sleeves in favor of a plasma transferred wire arc cylinder wall that was used on the 5.2L GT350 engines. The compression was brought up to 12.0:1 and the heads received larger valves and port improvements while the cam lift increased by 1mm over the previous generation. All told, the latest Coyote produces 460hp at 6,500 rpm and 420 lb-ft at 4,250 rpm in a new Mustang GT.

Add a forced induction system and some hot rod tuning and the results are stunning. You have to love modern technology.

About the authorRelated posts

todd ryden, fuel curve contributor

Todd Ryden

Todd Ryden is first and foremost a car guy and admits to how lucky he is to have been able to build a career out of a hobby that he enjoys so much. He’s owned muscle cars and classics, raced a bit and has cruised across the country. With over 25 years in the industry from the manufacturing and marketing side to writing books and articles, he just gets it.


Drivetrain coyote

The New Normal: 1,000-HP Ford Coyote Street Engine and Late-Model Trans

| How-To - Engine and Drivetrain

Pit Stop with Marlan Davis: Boosted Ford Coyote turbo engine build advice, late-model Ford transmissions that can keep up with the motor, and 1979 to 1995 Mustang Ford Coyote swap kits


I'm looking to engine-swap my 1994 Ford Mustang GT. My goal is to Coyote swap it and turbo-boost it to make 1,000 hp. What transmission would you recommend that will hold up that much hp? Where do you suggest buying the engine and trans from?
Adam Burch
Via email

Boosted by twin Precision turbos, Ryan Hargett's 2011 Mustang ran in the 7s at Drag Week 2019. Drag Week requires actually driving the car the car between tracks, so yes, the A/C still works. For more, see Dream Thriller.
Photo: Brian Hogan


1,000 hp on the street? No prob. When I got my driver's license back in the 1970s, it was a big deal if you had 500 hp on the street. Now, the new normal is 1,000 hp. Yes, it's totally possible to get that much or even more out of a boosted Ford Coyote 5.0L engine on unleaded pump premium gas and drive it around on the street. So says wiley Ford Coyote engine expert and builder Tim Eichhorn at MPR Racing Engines. Expect to spend around $15,000—give or take, as of October 2020—if you supply the block and heads. The price could rise over $20,000 for an MPR Coyote engine if it supplies everything. It's possible to build late-model transmissions to keep up with that much power. And there are at least half a dozen outfits that supply Ford Coyote engine and transmission swap kits and parts.

This MPR Racing Engines Coyote used E85 and a Vortech centrifugal supercharger to make 1,155 hp at 7,600 rpm on 24 psi of boost (see "Make Over 1,000 HP With Your Ford Coyote on E85!" or the June 2018 print issue).
Photo: Mark Gearhart

What It Takes for a Ford Coyote Engine to Survive 1,000 HP

Tim Eichhorn and son Tyler routinely build 1,000-hp-plus pump premium unleaded gas turbocharger or supercharger street Ford Coyote engines all the time. We covered one of those builds back in the August 2017 print issue ("Bark & Bite"). They also build the those "other guys" late-model engines, too.
Photo: Mark Gearhart

At the 1,000-hp level, the Ford Coyote engine's biggest issue is the production block. The thin-sleeved 2011 to 2014 Gen 1 and 2015 to 2017 Gen 2 Coyote blocks are a little weak near the tops of the cylinders. 2018-and newer Gen 3 blocks are sleeveless but can't be rehoned. Although there's no streetable (meaning, with full water jacket) aftermarket block available, Darton cylinder sleeves are the solution for all three generations. You must sleeve all eight cylinders.

The 2011 to 2018 Coyote blocks are weak near the top of the cylinder bores. For 1,000-plus hp, replace the thin factory sleeves with thicker, stronger Darton sleeves. 2018-and up sleeveless Coyote blocks have plasma-sprayed cylinder walls that can't be honed for new pistons—so you'll likely have to sleeve them, as well.
Photo: Mark Gearhart

All Ford Coyote engines come with a decent forged-steel crank, but good aftermarket connecting rods and pistons are mandatory at 1,000 hp. Belt-driven superchargers have been known to twist off the stock crank's snout at high boost levels; Eichhorn says the most cost-effective workaround is adding a double keyway on the snout to better withstand the blower drive pulley's induced forces. Cranks with a better snout are available from Callies, Bryant, and Winberg.

You can get the job done through 1,000 hp with a single big BorgWarner or Precision Turbo, but smaller twins are better for street drivability. This is a Precision 62/66mm ball-bearing turbo. Two of them in a Hellion Turbo Systems Eliminator kit made 780 rear-wheel hp at 10.5 psi bolt-on a Boss Coyote engine. That's at least 940 hp at the flywheel. Turn up the boost to 15 to 16 psi, and you'd be past a grand in HP.
Photo: HOT ROD Archives

One of the secrets to run 15 to 16 psi of boost with turbos on pump gas is a big intercooler.
Photo: HOT ROD Archives

Or don't worry about the snout and go the turbocharger route. "A turbo is the best way for a Coyote," Eichhorn says. "They're more linear than a supercharger." On the other hand, a turbo and all its associated parts is more expensive. Other than the supercharger's snout issue, the stock crank with good aftermarket rods and pistons is good through 1,200 to 1,500 hp. The stock four-valve heads flow so well, Eichhorn says all they need is better heat-resistant valves, bronze valve guides, and upgraded valvesprings.

A 1,000-hp Coyote assembly needs good rods and pistons. This MPR build used Wiseco rods plus JE pistons with strength-enhancing electroless nickel coating, but Eichhorn says Manley, JE, or Mahle all have good stuff, too. Lately, MPR has had good luck with Manley's strong (but relatively affordable) H-beam H-Tuff connecting rods with ARP 2000 bolts.
Photo: Mark Gearhart

You can even slide by with the existing OE camshafts, which with better springs will run to 8,000-plus rpm. Boost-optimized aftermarket camshafts will help over 15 psi where a little more overlap is generally beneficial to relieve backpressure when running a turbo. On the street, Eichhorn recommends retaining the Coyote's VCT (independent variable cam timing). "That's the benefit of a factory cam."

The powdered-metal gears in stock Ford Coyote oil pumps can fail on high-horsepower engines. Livernois Motorsports is one source for replacement billet steel gears.
Photo: Mark Gearhart

Ford Coyote Engine Management

Using a Ford Coyote engine/trans takeout "pair" from the same car allows using an all-Ford engine management system to integrate both the engine and trans and tweak everything to your heart's content just like a brand-new factory car, including tuning VCT characteristics and controlling the late-model transmissions. For emissions-exempt retrofit use, Ford Performance Parts (FPP) sells various retrofit control packs that include a wiring harness, an unlocked ECU, and a drive-by-wire accelerator pedal that manage both the engine and trans without all the extra "garbage" functions found in a locked-down-tight OE computer keyed to the individual vehicle. Be sure to check Ford Performance's website, as there is now broader coverage—including supporting the new 10R80 auto trans—than shown in its 2020 printed catalog. Whether the ECU and harness is out of a production car or if you're using the Ford retrofit "hot rod" harness and computer, SCT is one source for a computer tuner program, but there are others as well (but not Acme).

Power By The Hour (PBH) also offers a variety of wiring harnesses for all Coyote transmissions and generations, as well as the 2007 to 2014 GT500 5.4L DOHC modular engine. It also offers retrofit Coyote aluminum radiator and fan packages, and crossmembers for late-model transmissions, including the 10R80. Baumann through its US Shift Division has a standalone controller for the 6R80 if you are using an aftermarket computer.

Woah! Can late-model OE transmissions take 1,000 hp? While no out-of-the-box stock or even big-name aftermarket street transmission can routinely handle that much power reliably, believe it or not, the modern stock late-model transmissions Ford installed behind the Coyotes are up to the task when properly beefed up. Yes, today it's possible to eat your street cake and have your electronic transmission, too—complete with drivetrain management. But you'll need to decide if you want to go manual or automatic.

What It Takes for a Late-Model Ford Coyote Automatic Trans to Survive 1,000 HP

Ford's 6R80 six-speed automatic transmission can do the job at 1,000 hp with a Circle D 300M billet steel intermediate shaft and upgraded clutch packs.
Photo: Baumann

Looking at an automatic first, Circle D transmission's David Dolejsi builds both the 2011 through 2017 6R80 and the 2018 and later 10R80 automatics. Dolejsi says the 6R80's intermediate shaft becomes marginal above 550 hp at the tires. Circle D offers a billet 300M steel replacement that solves that problem. Around 600 hp, the stock clutch packs start to fail. First to go will be clutch-pack E (sometimes called the 3-4 shift clutches), followed by clutch-pack B (3-5 reverse clutch). Circle D recommends and uses Exedy clutch packs that have better friction materials and more modules. When everything is torn apart, some valvebody mods will be in order, as well. "We sell kits for all of this," Dolejsi says. Or you can send the trans to Circle D and have its experts go through it. Expect to spend around $3,000 for a Circle D-built, 1,000-hp-capable 6R80 (as of September 2020).

Baumann Electronic Controls (also known as US Shift) is famous in Ford circles for its electronic standalone Ford transmission controls. The new Quick 6 Gen2 supports Ford 6R80 transmissions, allowing the user to directly adjust shift points, firmness, torque converter engagement, and more.
Photo: Baumann

The 10R80 is the new kit on the block; it's Ford's implementation of the joint Ford-GM collaboration on a new high-tech trans. (GM's version is the 10L80 and 10L90.) Few, if any, performance hard parts are available yet for either manufacturer's version, but so far it seems to be a pretty stout piece under most hot rod scenarios. Dolejsi reports the only broken 10R80s he's seen are out of heavy four-wheel-drive trucks that (paradoxically) were lowered on drag radials, turbocharged, and subject to a full spool-up "hot launch" at the drags. "But only under that extreme boost-building condition—and only in trucks. Starting at the 600-hp level with power-adders in a car, the 10R80 only needs better clutches so far, which are available. Clutch failure starts with the F clutch pack; the E-clutch is next." If the trans is in good shape with low mileage, going through it for performance at the 1,000-hp level costs around $2,500 parts and labor.

Naturally, any automatic trans will require a torque converter that best matches the engine combo's torque characteristics.

What It Takes for a Late-Model Ford Coyote Manual Trans to Survive 1,000 HP

The Gertrag MT82 six-speed is used behind most manual-trans-equipped Coyote Mustangs. Calimer Transmission's offers a Stage 3 MT82 rated at 1,000 hp and 900 lb-ft.
Photo: Calimer

The manual transmission installed in nearly all 2011 and later Ford Coyote-engined Mustangs is the Gertrag MT82 six-speed. It has proven durable, but like any trans it needs enhancement to reliably live at 1,000 hp. Calimer Transmissions specializes in bulletproofing the MT82. For 1,000 hp, you want the Stage 3 version. "With aggressive ceramic clutches and high-shock engagement, a stocker tends to break third and fourth gears," says owner Ben Calimer. "Those gears will literally disintegrate." Replacing the internal gears and input shaft with his own proprietary billet gears solves the problem. Most stock MT82s came with 23-spline input shafts that may snap under aggressive driving conditions. Calimer says a Calimer 23-spline replacement input is good over 700 hp; otherwise; step up to his 26-spline billet input on 1,000-hp monster motors. Other Stage 3 upgrades include bronze shift pads, a billet shift-rail stop, cryo treatment, REM super-polishing, and new synchros, seals, and bearings.

Calimer's exclusive billet gears are the key to making the MT82 live at extreme power levels. Both 23-spline (stock Ford) and (recommended at 1,000 hp) 26-spline input shaft options are available. Clutch spline-count must match the input shaft splines.
Photo: Calimer

Although not quite up to it out of the box, the legendary Tremec T56 Magnum six-speed transmissions and their 6060 production relatives can be toughened up to withstand 1,000 hp. As a Tremec distributor, Calimer builds and distributes brand-new versions of these transmissions, too. Unfortunately, Calimer says that Ford hasn't used the Tremec T56 or 6060 in any Mustang with a Ford Coyote engine. The last stock 6060 Mustang application were 2011 through 2014 GT500 Mustangs, but they still had DOHC Modular engines, not a Coyote. Nevertheless, the Modular and Coyote rear block-face mounting patterns are the same, so a production-based Ford-pattern 6060 used behind Modular motors bolts right up. The advantage of the 6060 compared to an aftermarket T56 is that the 6060 has an integrated bellhousing so in theory there should be no bellhousing alignment and dial-in issues. On the other hand, unlike a late-model factory trans, the T56 Magnum (700 lb-ft rating out of the box) retains provisions for both a VSS and conventional gear-driven speedo hook-up if you need to run an old-school speedometer. But if you prefer a more "conventional" aftermarket Ford-pattern T56 Magnum that works with a separate bell and don't mind dial-indicating the trans and bellhousing to the engine, use a Quick Time SFI 6.1-certified bellhousing (PN RM-8080).

MGW specializes in CNC short-throw shifters for late-model cars and transmissions, including this one for the Shelby GT500 with the Tremec 6060 trans. Also good if you're putting a 6060 in an earlier 'Stang. Yes, the MT82 is covered, too. Parts are all precision aircraft-grade. Different length sticks are available, as well as made-to-order custom jobs.
Photo: MGW

Apart from the aftermarket-pattern T56 Magnum and T56 Magnum XL, any of these late-model transmissions, whether automatic or manual, use a companion flange-style output shaft, not a conventional yoke. They will therefore need a custom driveshaft and/or driveshaft adapter.

Ford Coyote Engine Swap Kit Availability and Options

AJE, Hooker Blackheart, Maximum Motorsports, Team Z, Stifflers, and UPR all sell Ford Coyote engine swap kits or parts to swap a Ford Coyote engine into earlier Mustangs never equipped with a Coyote. The 1994 and 1995 Mustangs are a little tricky because their layout is sort of a hybrid design that has characteristics of both the traditional small-block Ford-equipped 1979 to 1993 Fox-body Mustangs and the later 1996 to 1999 SN95-bodied Mustangs that came stock with Modular motors. Holley's Todd O'Neill explains, "The 1994 and 1995 models basically combine the K-member and front suspension from the Fox-body with the body, transmission mounting, and exhaust system from the 1996 to 1999 cars."

AJE Suspensions' kit includes a new tubular No. 2 crossmember. AJE owner Anthony Jones says PN MU-40-UM fits 1979 through 2004 Mustangs and "accepts all factory suspension pieces and 99 percent of aftermarket suspension pieces." AJE offers mounts and brackets to accept just about every Ford engine in existence. You can run coilovers or even the stock springs and lower control arm with available AJE parts.
Photo: AJE

The various aftermarket kit makers deal with these idiosyncrasies differently. Looking at AJE's offerings, for instance, its front (No. 2) crossmember (PN MU-40-UM) fits the 1994 to 2004 Mustang SN95 chassis, whether originally equipped with the traditional 5.0L Windsor small-block (1994 and 1995) or the first Modular engines (1996 through 2004). Engine mount plates that fit this crossmember are available from AJE for the 4.6L Modular, the Coyote, the Ecoboost four-cylinder, the V-6, the FE big-block, the 385 big-block, and (gasp!) the General's LS. Mount plate kit PN AJE-20 is the one to use for Modular and Coyote motors. If that's not enough, "We're working on mounts for the new Ford 7.3L Godzilla motor right now," AJE owner Anthony Jones adds.

To mount a Ford Coyote or Modular engine to the AJE tubular crossmember, use its PN AJE-20 barrel-style mount plates. "If the poly bushings ever wear out, they still can't come loose," says AJE's Jones.
Photo: AJE

AJE's engine mount crossmember is tubular for added clearance, and it saves about 70 pounds over stock. You can keep the stock lower control arms and even use factory springs—or use AJE's tubular lower control arms and/or just about everybody's coilover shocks. Transmission crossmembers are available for most legacy and modern transmissions (not just Ford). Custom and universal crossmembers are available.

Hooker Blackheart Coyote swap brackets (PN 71221025HKR) fit stock 1984 to 1995 Mustang front No. 2 crossmembers using modded Prothane red or black polyurethane engine mounts (PN 6-504). Due to different engine perch top hole mounting geometry, these brackets don't fit stock 1979 to 1983 K-members. Note how the driver-side bracket clears the original steering.
Photo: Hooker Blackheart

Hooker Blackheart's Coyote swap kits take a different approach. Its engine mounts and adapters for the 1994 to 1995 Mustangs are the same as those called out for 1984 through 1993 Mustangs and are solely for use with factory-stock K-members and Prothane polyurethane engine mounts. For transmission crossmembers in the 1994 to 1995 models, use the ones called out by Blackheart for 1996 to 1998 Mustangs (they vary by trans). The engine and trans mounts and trans crossmember position the motor at the same exact height and offset as an OE Ford Coyote installation, about 1 inch toward the passenger side.

To keep the stock engine offset and elevation, Hooker Blackheart swap kits require using a Holley PN 302-50 oil pan. This photo shows Holley's 1999 Mustang development car. Behind the Coyote is a 4R70W automatic, which is supported by Holley's Terminator X Max and Dominator EFI engine management systems.
Photo: Hooker Blackheart

Hooker Blackheart's upside is that as stock Ford rearends and transmission crossmember are also offset from center, everything lines up as original. Complimentary Hooker headers, full 3-inch exhaust systems, and even a special oil pan (Holley PN 302-50) are also available. Other options are available to complement various aftermarket on-center engine and trans crossmembers. As Hooker's Todd O'Neil puts it, "When you go with Hooker Blackheart, you are buying matched parts from the same place. And if you'd rather have an aftermarket EFI setup, Holley's Dominator EFI has you covered." As of October 2020, Holley EFI's ability to control the 6R80 or 10R80 trans is still "in the pipeline," though as of now it can control the earlier 4R70. Hooker Blackheart regularly updates its extensive range of options (and ever growing) parts compatibility list with other companies' engine and trans crossmembers on its website.

Stifflers tubular trans crossmember with adjustable bolt-on mounting brackets installs the 6R80 and 10R80 automatic and MT82 manual transmissions into 1979 to 2004 Mustangs.
Photo: Stifflers

Never fear. Today there are plenty of parts to ease swapping a Ford Coyote engine into an older Mustang. It's almost as easy as going to a cafeteria and choosing your poison. Come to think of it...these days, even easier.

ASK MARLAN A TECH QUESTION: [email protected] Please provide your real name and a daytime phone number so we can contact you for more information if necessary. Questions will be answered in the print edition or on

1,000hp Streetable Ford Coyote Engine and Trans

  • A streetable Ford Coyote engine can make 1,000 hp with a turbocharger or supercharger on 15 to 16 psi of boost running pump premium unleaded gas.
  • Ford Coyote specialist MPR Racing routinely builds 1,000hp Ford Coyote engines.
  • A turbocharger is easier on the crank compared to a supercharger, but more expensive.
  • 2011 to 2016 Ford Coyote engine blocks must be strengthened with Darton cylinder sleeves to routinely handle 1,000hp.
  • Linerless 2018 to 2020 Ford Coyote engines have a special plasma-sprayed coating on the cylinder walls so they can't be honed; they'll likely need sleeves, too.
  • The stock Ford Coyote engine four-valve heads can do the job on a boosted 1,000hp engine without porting; just add better heat-resistant valves, bronze valve guides, and better valvesprings.
  • Ford Coyote engines have forged cranks and are fine with a turbo at 1,000 hp, but the snout can twist off with a supercharger.
  • Better forged rods and pistons, and billet steel oil pump gears are needed when running 1,000 hp in a Ford Coyote engine.
  • A 1,000hp boosted Ford Coyote engine can slide by with the stock cams, but boost-optimized cam timing is preferable.
  • Ford Performance Parts and Power By the Hour are two sources for retrofit wiring harnesses that permit controlling and reprogramming both the Ford Coyote engine and late-model Ford transmissions. SCT is one source for tuners.
  • Built Ford Coyote 6R80 and 10R80 automatic transmissions can take 1,000 hp. Circle D Transmissions is one source.
  • Manual six-speed transmissions including the Ford Coyote MT82, GT500 Modular engine Tremec 6060, and aftermarket Ford-pattern T56 Magnum will take 1,000 hp when upgraded by trans experts like Calimer Transmissions.
  • Ford Coyote retrofit engine and transmission swap kits and parts are available from AJE, Hooker Blackheart, Maximum Motorsports, Team Z, Stifflers, and UPR.


AJE Suspensions; N. Vernon, IN; 800.877.7233;
Baumann Electronic Controls LLC (US Shift); Pickens, SC; 864.646.8920; or
BorgWarner Turbo Systems; Asheville, NC; 800.787.6464 or 828.684.4027;
Bryant Racing; Anaheim, CA; 714.535.2695;
Calimer Performance Transmissions; Waynesboro, PA; 717.331.2974;
Callies Performance Products; Fostoria, OH; 419.435.2711;
Circle D Transmission; Houston, TX; 713.895.7019;
Darton International Inc.; Carlsbad, CA; 800.713.2786 or 760.603.9895;
Exedy Globalparts Corp.; Van Burn Twp., MI; 800.346.6091 or 734.740.1986;
Ford Performance Parts; Dearborn, MI; 800.FORD788 or 313.621.0771;
Hooker Blackheart (A Holley Brand); 866.464.6553; Bowling Green, KY;
JE Pistons Inc.; Cypress, CA; 714.898.9763 (main office) or 714.898.9764 (sales/technical assistance);
Livernois Motorsports & Engineering LLC; Dearborn Heights, MI; 313.561.5500;
Manley Performance Products Inc.; Lakewood, NJ; 732.905.3366; Manley West; Orange, CA;
Maximum Motorsports Inc.; San Luis Obispo, CA; 888.378.8830;
MGW Ltd.; Augusta, GA; 706.793.1770;
MPR Racing Engines; Boynton Bch., FL; 561.588.0188;
Power By The Hour Performance (PBD); W. Palm Beach, FL; 561.737.2331;
Precision Turbo & Engine; Hebron, IN; 855.996.7832 (main), 219.306.4220 (international), or 219.996.7832 (all);
Prothane Motion Control; Ontario, CA; 888.776.8426 (tech) or 714.441.8941 (office);
SCT (a Derive Systems Brand); Sanford, FL; 866.637.1672 or 407.774.2447;
Stifflers Automotive and Suspension Products (Innovative Performance Technologies LLC); Mooresville, IN; 317.837.2444;
Team Z Motorsports Inc.; Taylor, MI; 734.946.RACE;
Tremec, A Kuoo Group Co.; Novi, MI; 800.401.9866 (customer service) or 248.859.6500 (general);
UPR Products; Lake Worth, FL; 561.588.6630;
Winberg Crankshafts; Denver, CO; 303.783.2234;
Wiseco Performance Products; Mentor, OH; 800.321.1364 or 440.951.6600;



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