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

[Music] you're watching power nation it started as a bunch of coyote parts on a couple of pallets it will end on the dyno making big supercharged horsepower 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 let us explain because 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 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 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 this is one of ford's most popular late model high performance engines the 5-liter coyote we've got some big horsepower plants for this bullet but first we have to sort through the pile and see what we've got these look really nice yeah it looks ported oh my god they're heavy too cnc ported and we have two engine blocks so is there more than one engine here yeah i saw there's a doubles of some stuff and not everything so i don't know if he bought doubles or started with two engines or what it's all kinds of stuff [Music] you got that one yeah i'll take this give me the heavy one oh yeah looks like we have most of the stock accessory stuff well there's an entire stock engine that was tore down yeah i see some doubles so there's there's two blocks we'll have to go through some of it but i think we have most of it entirely new set of valves and these two yeah it's got a lot of nice parts oh yeah throw that in the windage there's a pickup windage train old oil pump idlers yeah we might need some of that [Music] this is a sleeved block and we got to look at the piston yet the pistons look really really nice and this one has been a line honed with studs nice arp studs at least we have a good block to start with yeah no it's a stock block but it's a good stock um what i'm not seeing is any rods and pistons i think they're stuffed in that block what's in that [Music] yeah we 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 excellent take it over careful lift your back on your knees this is what i'm looking forward to seeing yeah this is the part i'm excited got that open whoa that's really red oh yeah [Music] i thought it was going to be like polished now we know what color the engine is going to be it's red 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 yeah pulley choices yeah looks like three and three quarter three and a half and three and a quarter cool so we got some options there as we are going through our pallet full of parts we're 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 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 oem 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 that cylinder pressure and horsepower increased different face coatings were added like molybdenum known as molle which is sprayed on the ring face and then lapped for surface finish molly increases the lifespan 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 nitriding as ring manufacturing technology has improved modern rings have gotten 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 oem 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 [Music] before the crank goes in the stock piston squirter plugs are reinstalled this keeps more oil going to the engine bearings [Music] the stock forged crankshaft is rumored to support up to 1500 horsepower more than enough for our needs the crankshaft has been balanced as a rotating assembly how did darth vader know what luke skywalker got him for christmas how he felt his presence 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 that a fastener like an arp is the same as a to yield and they will take one and treat it like a torque deal 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 because of the boosted application the ring gap is set to 29 thousands on the top ring and 31 000 on the second ring the ring is squared in the bore with our summit racing adjustable ring squaring tool it ensures accurate gap measurement the block was honed for a set of custom dss 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 manly h-beam connecting rods wire locks retain the wrist pins all right yep good 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 well when we assemble it like this uh we actually snug them down so it already makes the pours the rod bores round so we're okay to do that until we actually final torque them that is true and you can do the same thing with a crank but typically we will put the crank and wheels go ahead and just torque it you can snug them up and as long as something's snug the bearings round you can't just loosely goosey it in there and then turn it over people will put a crank in without the caps on and they'll spin it and that's bad news bears right there so [Music] the bolts are torqued to 67 pound-feet and the rod bolt stretch is checked with our arp gauge [Music] to accurately calculate compression ratio we must cc the combustion chamber it has a volume of 53.8 ccs [Music] the stock phaser assemblies which are designed for variable cam timing are being removed we're replacing them with compcam's phaser lockout plates they allow for easy mechanical adjustment of both camshaft's centerline [Music] up next the coyote gets a custom spec supercharger then it goes hunting for horses in the dyno cell 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 well we can take the stock pump which is a 2011 up and we put some different gears and a different backing plate on it it starts with the set of gears they are dimensionally 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 rpm plus put less heat in the oil they are also coated with a combination of martin wear and a cold finish that will have virtually nowhere up to 13 000 rpm along with the gears we're also adding their deep flow billet bag plate which also has the same coating on the inside and is made of steel which is much more rigid than the aluminum one that came off 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 [Music] to ensure that the pump is properly centered we'll insert one and a half thousands feeler gauges before torquing the heads came to us completely machined but unassembled manly 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 used 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 we're running cometics mls 94 millimeter by 40 000 thick head gaskets then our cnc 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 the stock hydraulic cam followers get some ultra slick assembly lube then they are put back into place they are two to one ratio [Music] 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 grenade you shouldn't say grenade around an engine [Music] because the intake and exhaust valve have individual camshafts 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 next the timing cover is bolted on [Music] 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 before we install the gen 5 3-liter whipple supercharger it needs a little prep we'll install the intake o-rings on the underside of the unit 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 we chose to use arp 12 point stainless fasteners they get torqued to 90 pound inches 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 front drive assembly in place the 10 rib serpentine belt gets snaked on fuel is supplied by fic's 1200cc injectors these are needed to support the power numbers we're hoping to get an sfi approved billet flywheel from summit racing equipment is a must for dyno safety purposes what makes this engine so easy to run is the terminator x max ecu 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 a thousand horsepower or more [Music] break-in was uneventful and everything seems to be behaving properly yeah that efi learned pretty quick yeah it's so idling smiling super smooth i love it i love it i love it now everything else goes this great and we're having 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 on anything so i'm gonna i'm gonna i'm gonna leave the steps uh size at 450. okay because i don't want it because you can load it too much or you're not loaded enough and there's there's i think 450 is going to be and we're so that's the big kicker is the pump gas so all right four thousand to seventy five [Applause] [Music] had over 100 pounds oil pressure i can tell you that now we're talking dang boost boost kills me sometimes so it's so easy to make power 811.8 horsepower at 7 500 662.6 pound-feet of torque look at that torque two it's over 600 almost all the way to seven thousand air fuel ratio right at the target right oh yeah keep it keep it uh nice fat and sassy i it's a little on the on the rich side but for pump gas i'm definitely going to err on the side of too rich yeah because it won't it'll just hurt a little bit of power yeah 16 psi boost that is a hell of a good start yeah right now superchargers make everything easy 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 touchscreen the timing adjustment is complete we've already succeeded i know i just want to see what we can do now [Applause] how about that okay 844 horse pressures at 7 500 yeah and uh 674.7 pound feet dang we have two pulley chains i don't know if we should really go for the gusto and and see if we can make a really large number or we just kind of sneak up on it uh well we have uh three and a half and a three and a quarter and we're at three and seven fifty so three and three quarter right now right i say we just jump to the small one let's just see what this thing can do okay you know we are at 2.879 per cube on pump gas yeah that is violent 100 pounds oil pressure so we get a little bit more oil temperature in it all right here's what we'll do mix up some some hot gas some good gas uh and uh and we'll swap that pulley and let's just pour the coals to it we'll see what she can do i mean why wouldn't a guy yeah we got it on here let's find out there you go the smaller the pulley the faster the supercharger spins bringing more air into the engine this is a big big half inch of pulley yeah it should make a big difference what is half inch of pulley worth right now it's going to be worth some big boost oh this big blower yeah all right here we go [Applause] [Music] that was big that's what i said that was really big that was really big did we do it yes 1003 holy moly look at the tour it only made uh 7.99 for torque almost i mean that's 79.4 that's that's pretty much 800 but it's everywhere still that's this thing doesn't make under 700 pound-feet anywhere that is insane that's like 3.3 that's 3.31 if you do the math and 10. it still has 102 pounds oil pressure keep in mind this has the stock ford crankshaft here which is a good crank right it's got a sleeve block but still a 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 boost at it and it makes 1000 horse that's crazy i mean boost solves everything that's i i guess i hate when that happens too because everyone's like well you know this particular engine this engine responds really well to boost well i got news for you they all respond everything responds well to boost right but that's that's awesome 303 inches that is that's just wicked that i think i 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 yeah man that's crazy all right that doesn't get more successful than that nice job on that for more information on anything you've seen today head over to powernationtv.com

Channel: POWERNATION

Views: 130,908

Rating: 4.9514885 out of 5

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, powerblock, engine build, coyote engine, 5-liter coyote, horsepower, engine power

Id: RSaPOxXiyHM

Length: 21min 35sec (1295 seconds)

Published: Sun May 30 2021