Ford Coyote Engines. Jim Smart
Coyote block’s main caps for improved durability. ARP and/or Ford Performance can help with main stud packages engineered to hold things together under extreme conditions. These engines are already rugged and use factory torque-to-yield fasteners. Studding the block makes them virtually indestructible.
The 5.2L Voodoo block looks like the Coyote block at first glance. It is, in fact, a different block with larger 3.700-inch (94-mm) sleeveless cylinder bores. When you think of sleeveless cylinders in an aluminum block, it sparks memories of Chevrolet’s sleeveless Vega 4-cylinder engine, which suffered from grave durability issues. Such is not the case with Ford’s state-of-the-art DOHC V-8. Cylinder walls are finished using the Plasma Transferred Wire Arc (PTWA) coating process developed in a cooperative effort between Ford and Flame-Spray Industries. The result is a super tough, lightweight, low-friction surface also used on the 5.4L DOHC engine in the Shelby GT500. This process sheds 8.5 pounds from the 5.2L Voodoo block.
PTWA is nothing new in the aerospace and heavy-equipment industries. However, it is surely new for Ford Motor Company. PTWA uses compressed air along with high-intensity electricity to create an extremely hot, 35,000-degree F plasma jet that coats the aluminum cylinder wall. This, of course, is an oversimplification of the PTWA process. Suffice it to say, PTWA gets the weight out and durability up by spraying on the sleeve as a coating instead of inserting an iron sleeve. Where this process gets challenging for Ford is the amount of time spent per cylinder. PTWA is a very time-consuming process and is therefore costly. The PTWA process takes more time than just inserting an iron sleeve. This is something Ford and Spray-Flame are working on at press time.
Here’s the PTWA cylinder-liner process being applied to the 5.2L block during manufacture. Ford has brought this technology in-house, which reduces production time and expense, to result in a lighter-weight block. (Photo Courtesy Ford Performance Parts)
This is the 5.2L Shelby GT350 block during manufacture. What makes the 5.2L block innovative is Ford’s patented Plasma Transferred Wire Arc (PTWA) cylinder-liner technology. This process eliminates typical heavy iron cylinder liners with a deposition process. This is the 5.2L block in manufacture prior to the PTWA cylinder-liner process. (Photo Courtesy Ford Performance Parts)
Ford recommends a 500-mile break-in period with the new 5.2L engine to achieve good ring and bearing seating. Break-in with the PTWA cylinder bores is the same as with traditional ductile iron bores. Periodic hard acceleration in third or fourth gear at speed helps seat the rings. Keep revs conservative (under 6,000 rpm) when you’re wearing in the rings. Change the break-in oil at 1,000 to 1,500 miles. Then, opt for a good synthetic 5W50 engine oil. Keep in mind the 5.2L Voodoo engine calls for 5W50. However, the 5.0L Coyote uses 5W20.
This is the 5.2L GT350 block now available from Ford Performance Racing Parts. It is the same production block used in the Shelby GT350 and GT350R. You can get it now for your 5.2L big-bore Coyote build project. (Photo Courtesy Ford Performance Parts)
If you’re impressed with the 5.0L Coyote block, the 5.2L Voodoo block is even more impressive, with thicker main webs within an even stronger casting. Ford Performance Parts will have a 5.2L Coyote block available by the time this book comes off the press, which means the sky is the limit for your S197, S-550, or F-150 engine project. It means greater displacement, thanks to a larger bore size. In fact, the new 5.2L Coyote block from Ford Performance makes it possible to get more displacement from the 5.0L’s stroke without the thicker sleeves, which cost, on average, $1,000 if you’re doing a 5.0L block. This is a nice alternative to a bored thick-sleeve 5.0L block because you get more displacement without having to sleeve.
The Coyote is fitted with an induction-hardened, fully counter-weighted, forged-steel crankshaft that’s virtually indestructible, featuring an eight-hole flange. Team Coyote decided to stay with the 4.6L engine’s main and rod journal dimensions because they have been a proven success in nearly two decades of service in every application imaginable. Moreover, aluminum bearings were borrowed directly from the 4.6L engine instead of opting for tri-metal bearings. Aluminum main and rod bearings work just as well as tri-metal bearings and without the excessive cost and weight involved.
The Coyote engine shares the same connecting rod dimensions with the 4.6L engine at 5.933 inches center to center, yet it is not the same rod according to Ford. It is a much stronger rod with 12-point bolt heads. The rod ratio is 1.62:1, allowing for generous dwell time at each end of the bore. The Coyote’s powdered-metal cracked rod is a sintered-metal I-beam piece engineered for extreme street and weekend race duty. Although “powdered metal” sounds lackluster compared to the word “forged” it is a high-tech form of alloy metal forging that produces a stronger connecting rod than a traditional forged piece. However, the cracked powdered-metal rod isn’t up to the severe hammering of supercharging and nitrous oxide. If your goal is 600 to 1,000 hp, you need to consider a good aftermarket Manley or Oliver rod.
If you’re planning a supercharger or nitrous induction, Manley or Eagle H-beams or Oliver I-beams are a must rather than using the stock rod. The stock rod takes a lot of punishment and does it to 7,000 rpm. However, it is pushing your luck to go with anything less than a heavy-duty forged-steel I-beam or H-beam connecting rod if you’re going to push it above 600 to 800 hp.
The Coyote’s induction-hardened forged steel eight-bolt crankshaft is fully counter-weighted and up to the task from 400 to 1,500 hp. It has the same dimensions as the 4.6L with 2.652-inch main journals and 2.086-inch rod journals. Ford stayed with this crank because it is time and race proven. It just doesn’t break.
The Coyote is fitted with lightweight hypereutectic pistons with coated skirts for reduced friction and wear. There’s also less piston noise on cold start. Ford engineers weighed the benefits of forged versus hypereutectic and hypereutectic won for its weight and expansion properties. Forged pistons are loose and noisy when they are cold, which generated plenty of complaints with 4.6L and 5.4L engines. In fact, 4.6L/5.4L enthusiasts became extremely concerned about cold-piston noise in Modulars even though it really is nothing to worry about.
Although a lot of different markings have shown up on Coyote cranks, such as this DW, there appears to be little or no difference in these eight-bolt flange crankshafts. All are eight-bolt flange in forged steel with the same nuances. Even the BOSS crank isn’t much different from the standard crank. If you’re going to thrust horsepower above the 800 mark, consider the BOSS crank. Closely inspect any crank and have it tested by a trusted machine shop.
Here’s the M-6303-M50B 2012–2013 BOSS 302 crankshaft. This is a BOSS 302–specific forged steel crankshaft, which is a cut above the Coyote’s steel crank. What makes this racing specific is race-ready machining and balancing with chamfered oil holes and polished journals.
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