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Thread: Turbocharged Coyote/6R80 Swap, Build/Discussion Thread, Pics, info inside!

  1. #31
    Join Date
    May 2013
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    Saudi Arabia
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    Nice... I know it! that the time well come for a 5.0 swap with 6speed auto. Good luck sir
    EATON SWAP ONGOING LIST !!!!!!!!!

    Eaton M112 Supercharger
    Intercooler
    Lower intake plenum
    Coolant Intake Manifold
    TB Intake Plenum
    Throttle Body
    Cobra air intake tube
    Accelerator cable bracket
    Fuel rails
    39lb. injectors
    Cobra heat exchanger
    lower Metco pulley with hub
    Intercooler reservoir
    90mm Lightning MAF
    MAF to filter adapter plate
    Conical air filter
    Custom Bracket for Intercooler Reservoir
    Custom Gortch Brackets
    Heat Exchanger brackets
    Intercooler pump
    Intercooler pump wiring pigtail
    Intercooler pump bracket
    Ribbed idler pulley
    Belt tensioner
    Alternator Pulley
    Fuel Pump
    EGR delete kit
    New accessory belt
    Cooling tube
    IAT sensor

  2. #32
    Join Date
    Mar 2015
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    Great Bend, Kansas
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    383
    Put in another 1.5 hr this evening.



    Should be on the shop floor by Friday evening.

  3. #33
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    I think that everyone is going to be subscribing to this thread.
    03 Black MM: Trilogy #19, Build Date 04/02/03 #7113
    03 SB MM: Lidio Tune/JLT CAI DD Build Date 04/02/03 #7114

  4. #34
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    Nov 2013
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    CT, MA
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    Quote Originally Posted by WhatsUpDOHC View Post
    I think that everyone is going to be subscribing to this thread.
    yup.
    I bet in 5 years, this will be equal to the Eaton swap sticky.
    sent from my rotary phone using Technicolor


    2004 SILVER BIRCH/BLACK PAINT
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    NOW WITH A 392 & 3.73 posi!

  5. #35
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    Quote Originally Posted by chief455 View Post
    yup.
    I bet in 5 years, this will be equal to the Eaton swap sticky.
    And if you think about it.....the N/A 5.0 Coyote makes about the same RWHP as an Eaton blown 4.6....
    2020 Ford Ranger STX DFI Turbo 2.3L 10 speed Auto
    2017 Ford Fusion Sport DFI Twin Turbo 2.7L V6 6 speed Auto (14.000 ET bone stock in 82 degree heat)
    1985 Mustang GT 5.0 Hatchback 4bbl 5 speed manual (525 HP 363 Dart block/AFR heads with Magnum 6 speed in the works)
    1984 Mustang GT 2.3 Turbo Convertible FI. 5 speed manual
    1966 427 Cobra (ERA) 468 all Aluminum FE 2x4bbl 5 speed manual

    SOLD : 2003 Mercury Marauder FI. 4 speed Auto
    w/Crower Cams & Springs, +1mm SS valves, mild port job on the cylinder heads.
    Extrude honed intake w/PHP spacer.
    Kooks Headers w/2.5" High Flow Cats & X-Pipe, Magnaflow mufflers, OEM tailpipes w/Megs Tips
    B&M Trans cooler w/fan, Level 10 Shift Kit, Art Carr Hughes Deep Sump Trans Pan,
    SVO Rearend Girdle, Redline Gear lube; OEM 3.55s
    'Real Gauges' + matching Trans Temp, Oil Temp, Water Temp, Fuel Pressure, Vacuum/Boost Gauge
    Built: 10/15/02 Bought: 12/16/02 Sold: 10/15/18

  6. #36
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    To boldly go where no man has gone before.

    YES!
    03 Black MM: Trilogy #19, Build Date 04/02/03 #7113
    03 SB MM: Lidio Tune/JLT CAI DD Build Date 04/02/03 #7114

  7. #37
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    Awesome. Keep it up.

  8. #38
    Join Date
    Jun 2003
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    Timbuk3, MI
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    Post

    Joe Walsh - And if you think about it.....the N/A 5.0 Coyote makes about the same RWHP as an Eaton blown 4.6....
    The 2011-2014 F-150s aren't as much as the Mustangs - 360HP / 380FtLb *87Unleaded | 375HP / 390FtLB *E85 (flywheel).

    The 2015 gets a bump to 385HP / 387FtLb
    .

  9. #39
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    ^ Correct.

    From my understanding, this is due to an intake camshaft change, manifold v. shorty header, and different tune. (F150 v. Mustang)

    My intentions are to boost the heck out of this workhorse motor. It's been my experience, with GM LS motors anyhow, that on boost there is little difference in power v. the higher end motors (LS1/6.0L/6.2). I've seen many a 4.8L GEN III put down over 800 RWHP in stock trim.

    I'm hoping.......that by going back to Ford.....I will see similar results with the Coyote. From what I can see by guys that are running boost, they seem to throw down pretty good .

  10. #40
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    Mar 2015
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    Great Bend, Kansas
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    Time for a little tech info! If anyone has some suggestions or such, please chime in!

    Here's my battle plan for the fuel system. The factory Marauder is ERFS (electronic returnless fuel system), as many here know. Pressure is changed by varying the pump speed based on demand.

    The F150 Coyote computer is not. It's a fixed pressure with a high/low switch, which keeps the pressure static at around 53-58 psi.

    My solution to this issue is, remove the stock Marauder fuel pump/sender, replace with a 2002 Grand Marquis hanger/sender (same fuel tank between the two), and install a Walbro 255 on the hanger (same pump as my Turbo Vic). This will change the pump/hanger back to a return style system with two outlets from the fuel tank. Run a Corvette fuel filter (has built in regulator that cuts pressure to 55 psi) mounted in the stock Marauder filter location, and the Vette filter will connect to the Marauder's push-connect style fuel supply line from there up to the engine bay.

    I will be using braided AN hose from the tank to the filter, as with my other builds.

    The only thin I'm uncertain on right now is the tuning side of that. The FRPP coyote power pack tuning wants a fixed fuel pressure at 55 psi, and as you can see in the screenshots of the tune on that link, I believe I've deciphered how they have done that. Wanting confirmation on the HPT forum. Here's the link:

    http://www.hptuners.com/forum/showth...50-Coyote-5-0L

  11. #41
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    You need a conventional return style fuel system with an aftermarket regulator. Tune out the unnecessary fuel stuff in the pcm

  12. #42
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    ^ Which is what the 2002 Grand Marquis hanger/sender does, adds in the return. The Vette filter has a built in regulator, and can support in excess of 800 hp.

  13. #43
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    Oct 2014
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    Cunningham, Kansas
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    The Vette fuel filter must be for a C4 or C5 as I am pretty sure that my 2006 C6 doesn't have an easily replaceable fuel filter that is located outside the fuel tank(s). Just posting this so there is no confusion about the filter / regulator.
    2004 SB #2150 of 3214 Moonroof, Heated Seats and 6 CD Changer. Non OEM Mufflers and 32,XXX miles and counting.

  14. #44
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    A typical return puts the regulator at the fuel rail, it sounds like you are putting the regulator/return by the tank.

    The only issue I can think of is if the flow is high enough and the factory fuel line thin enough to cause a pressure drop with increasing flow, as the pressure is regulated at the input of a long fuel line. I guess if you use large enough fuel line frictional losses should be low and not cause an issue.

    One minor detail I learned while building a fuel system is there is special electrically-conductive Teflon fuel line available so you don't build up static electricity from the flow of non-conductive fuel over Teflon. Kind of like rubbing a balloon on your hair.
    Lifespeed

    2004 Silver Birch Marauder 130K miles
    Wilwood Aero6 F, NMDP R brakes, Penske 7500DA shocks, Hypercoil 600lbs F and Grand Marquis R air springs, Addco tubular sway bars, Metco control & Watts, 31 sp axles, Stainless Works cat-back exhaust, Lidio tune, American Racing AR883 9.3" 50mm F 10" 59mm R 20" wheels, Pirelli P-Zero 265/35-20, 275/40-20 tires

    Coming soon: Livernois 5.0L stroker, ADTR/Vortech V2 intercooled SC, Silverfox trans and Circle D converter

  15. #45
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    ^ Yes, and I should have been more specific on that.....sorry guys!

    The C5 uses a filter that combines both a fuel filter, and regulator in 1 compact housing. It's used widely on LS swaps, and comes in handy in this instance as well fortunately!

    Speedway makes a kit that includes all the fittings to mate to -AN. If you buy the filter/fittings individually, they are rather expensive in comparison to this kit. Here is what I use on all my swaps:

    http://www.speedwaymotors.com/LS1-Fu...Kit,41791.html

    That filter will support in excess of 800 flywheel HP, and was confirmed via a reliable source via this link, during my Malibu build:

    http://ls1tech.com/forums/fueling-in...flow-data.html

    I think a lot of times, people over think fuel systems as far as diameter of feed lines/hose go, DEPENDING on their fuel. Obviously, alcohol/E85 will require more volume.

    This filter is 3/8" Feed diameter on the outlet.

    My old Vic, which was easily in excess of 550 RWHP, was using the stock '97 Crown Vic fuel lines, with only a Walbro 255 in-tank in place of the stock fuel pump. The stock line diameter at the engine bay was 5/16" feed, 1/4" return.....haha.

    Now, on E85, it probably would have been close to tapped out at 6-7 psi give/take.

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