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The 2015-2016 5.0 Coyote is impressive by itself but fast is never fast enough!! 2017  Mustang Coyote GT features the Aluminator Ford 5.2 Voodoo Crate Engine series. The 5.2-liter Aluminator XS. It is Capable of producing  570+ horsepower. The 5.2 Ford Crate Engine Aluminator XS offers an aftermarket option. For enthusiasts looking for enhanced power train options.

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How does the Ford 5.2 Voodoo Crate Engine Aluminator XS differ from the engine in the GT350?  

Quite Significant, the Aluminator 5.2L XS combines all the FPP highest-performing. Coyote engine parts built since 2011 into one package:

  • Ford Performance Parts Cobra Jet 5.0L 4V intake manifold. Engineered for the Mustang Coyote cobra jet. Drag car  allows for an extra 20-25hp @ 8000 RPM
  • Ford performance Parts 65-mm Cobra Jet place aluminum choke body M-9926-CJ65. A dual 65mm throttle body that allows better flow over 5.0L or 5.2L choke bodies.
  • Ford Performance Parts with full CNC ported Ford 5.2 Voodoo Crate Engine cylinder heads with custom high lift (5.0L firing order). The camshafts allow better flow and the correct timing for a cross-plane crankshaft.
  • High-performance timing chain tensioners
  • Custom H-beam connecting rods & forged crankshaft. A cross-plane crankshaft is there to keep GT350 exclusive with the flat-plane crankshaft.
  • Includes 200 amp alternator

What do you see the intended use of this engine for Mustang enthusiasts?

This engine you can use as a crate engine in high-end resto-mod. Which builds or used as an engine upgrade for customers building track-day cars.

How did Ford Mustang go about developing the Ford 5.2 Voodoo Crate Engine Aluminator XS?

FPP engineers made slight modifications to work with the cross-plane crank.  As a result, the Aluminator XS is a capable, high-revving. One thing we set out to do with the new Aluminator kept the flat-plane crankshaft exclusive to GT350. Doing that means integrating a cross-plane crankshaft which was a challenge. Because it changes the firing order which impacts valve timing.

ALUMINATOR  XS 5.2 Ford CRATE ENGINE FEATURES

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Maximum Coyote Crate – 570+ Horsepower

  • 5.2 Ford Crate Engine – 317 cubic inches
  • 12:1 compression ratio (nominal)
  • Ford Performance 5.2L GT350 aluminum block
  • Mahle® hard anodized forged pistons with a low friction coating
  • Manley® H-beam connecting rods with ARP2000 bolts
  • Lightweight aluminum cylinder block features cross-bolted main bearing caps
  • Camshafts Camshaft kit – M-6550-M52A
  • M-6675-M50BR 12 quart rear sump oil pan features optimized oil drain back and windage tray to control oil and improve high-rpm performance
  • M-6600-50CJ High-Performance oil pump with billet steel gears
  • M-9424-M50CJ Cobra Jet tuned intake manifold
  • M-9926-CJ65 dual bore throttle body
  • M-9593-LU47 47 lb. fuel injectors
  • Ford Performance GT350 fully CNC ported aluminum heads M-6049-M52 & M-6050-M52
  • M-12A227-CJ13 high RPM pulse ring
  • M-8600-M50BALT alternator and mount kit
  • M-6P067-M50BK black coil covers
  • M-12405-M50A heat range zero (0) spark plugs
  • M-6731-FL820 oil filter


Flat Out: Inside the Shelby GT350 Mustang’s Engine

On the outside, it may look like your garden variety 5.0-liter. Mustang Coyote V8 found in the engine bay of a Ford Mustang GT or F-150, but appearances can be deceiving. “This is a new engine top to bottom,” said Eric Ladner, engine program supervisor at Ford. The list of changes and enhancements compared to the standard five-oh are exhaustive.

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And as you’ve no doubt heard, the most important update of all is the crankshaft. Engineers eschewed a traditional cross-plane arrangement for one that’s flat. Rather than have the throws arranged at 90-degree intervals, the Shelby GT350’s are set 180-degrees. Flat-plane cranks are common in supercars like Ferraris. Where most performances are a top concern. But this is the first time Ford’s ever offered one and they’ve been mass-producing V8s for more than eight decades, ever since old Henry’s first flathead rolled out of the Rouge foundry in 1932. Ladner said, “Flat-plane cranks are in inherent lighter than their cross-plane counterparts.” This is because bulky counterweights are not required to balance them. But he also cautioned that crankshafts account for less than 15 percent of an engine’s rotating mass. So this is hardly their only benefit.

Beyond all of this, they “[allow] all the cylinders breathe the same,” said Christian. Which makes tuning the Ford 5.2 Voodoo Crate Engine much easier so they can run it closer to the ragged edge and get more power. Additionally, the Shelby GT350’s crank is made from forged steel for extra strength. It’s been “gun-drilled,” meaning holes have been punched through each of its throws to further cut mass. These openings also allow the adjacent bays inside the block to breathe together. So further reducing parasitic drag.

Bored and Stoked. Another major change in Mustang Coyote V8s is this power plant’s internal dimension. Giving it that extra 0.2-liters of lung capacity is a larger bore and longer stroke. The 5.2’s digits clock in at 94 millimeters by 93 millimeters. If you’re curious, a regular 5.0-liter measures 92.2 by 92.7.

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Instead of traditional cylinder liners, Shelby’s engine uses a plasma transferred wire-arc technology. Which saves a significant amount of mass. Additionally, its block is unique to this application. But the bore spacing and deck height are identical to a five-oh so the same machine tools you can use. The GT350’s engines will be assembled on Ford’s niche line in Romeo. Michigan; standard Mustang Coyotes are built in Windsor, Ontario.

These rotating components squeeze incoming air and fuel with a frighteningly high 12-to-1 compression ratio and, that’s ok. Thanks to exhaustive computer modeling the engine run just fine on 93 octane pump gas and it doesn’t even have direct injection. According to Ladner this feature “wasn’t necessary to meet our Ford performance targets,” plus DI systems are heavier and add cost.

Moving into the basement, this 350 Crate engine features a composite oil pan. So saves more weight, about 20 percent in fact. But it’s hardly a sump; it also contains an integrated pickup and windage tray, all in one unit. A higher-capacity oil pump ensures there’s plenty of lubrication at all times.

Breathe Deeply

Taking an elevator ride topside, the Shelby engine breathes through an 87-millimeter throttle-body, the largest Ford’s ever fitted, as well as an open-element air filter. Beyond this, there’s an all-new intake manifold. Its runners are both longer and larger in diameter than the ones found in the dearly departed Boss 302. This configuration bolsters torque production across the rev range and all told, 90 percent of peak twist is available at just 3,450 RPM.

The cylinder heads are where all the magic happens in modern engines and the 5.2-liter V8’s have received special attention. For starters, they’ve been strategically lightened and weigh about 6 percent less than the ones that cap off a standard Mustang Coyote block. Beyond this, the 350 Crate engine enlarged bores allowed for even bigger valves to help get copious amounts of fuel and air into the cylinders and speedily evacuate spent exhaust gasses once the mixture’s gone off.

Overall this 350 and Ford 5.2 Voodoo Crate engine is lighter than the 5.0-liter V8 on which it’s based and it puts out A LOT more power. And despite spinning beyond 8,000 RPM it has to meet the same durability requirements as any other Ford Mustang product. Accordingly, it will be backed by the same warranty, so don’t be afraid to tickle that redline.

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Dropping a Coyote  Engine into a Vintage Bronco

What do you do when you have a vintage Bronco and want stronger V-8 power? You probably look to Mustang engines. But what if you already have a hot rod pony powerplant and want more?

Perhaps a Coyote crate engine. This “Aluminator” engine is a 5.0L Four-Valve unit with an 11:1 compression ratio and comes complete with a manual transmission engine injector harness. Lamb Fab pulled the existing engine and started working to fit the wider, modular Ford V-8 under the hood. The work required modifications to the fender wells, front cowl, steering shaft, and front driveshaft along with will all the other usual changes that have to be made when a different engine is swapped in.  Front Runner Pulley system

For this swap, the Coyote engine was mated to a six-speed auto. This, in turn, was adapted to the existing Dana 20 transfer case that has a twin-stick shifter setup.

trans-adapter

Follow along as we detail some of the tasks needed to complete this swap. The results are impressive, to say the least. With 435-plus horsepower on tap, there are plenty of ponies to make this Ford Bronco swap move rapidly. With the backing of the six-speed, the engine is always in powerband and drivability is awesome, especially when compared to the older three-speed C4 auto it had previously. It is supersmooth now.

The complete powertrain is temporarily assembled for test fitting. It is a clean setup adapting modern to vintage for this classic Ford. The six-speed auto transmission In the final configuration, driveshaft lengths were unchanged. However, some mods were made to the front driveshaft to clear the larger transmission. No CV joint was used, but high-angle U-joints were needed.

An adapter was sourced to mate the modern auto transmission to the Dana 20 that was already in the Ford Bronco swap. Multiple bolt holes on the adapter allow for numerous clocking configurations to place the t-case at almost any angle relative to the transmission.

To best mate the engine to the Coyote Bronco swap frame rails and make moving the engine in and out easier, an engine cradle was fabbed under the oil pan that bolts to the full-metal engine mount plates using urethane bushings. The cradle then sits in a set of pocket brackets on the frame rails. Determining the final engine placement took some time to ensure that the hood, radiator, and firewall clearances were maintained.

heidts-frame

Ford Racing headers were used but modified a bit to fit around the inner fenders and steering shaft.  Cut off and reworked some of the tubes as needed.

bronco-headers

The Coyote engine computer itself monitors water temperature and oil pressure.  Autometer gauges used in the dash. The mechanical water temp sensor was plumbed into one of the heater ports on the new engine.

Since the Coyote engine was primarily designed for late-model Mustangs that use electric power steering, no steering pump is provided on the engine. Use of a Vintage Air Front Runner Setup includes the Power Steering Pump.

As work progressed, the engine was placed in and pulled out of the engine bay a number of times for fit checks. The Coyote engine is a good bit wider across the cylinder heads than the older 302 V-8 it replaces. The Coyote Bronco swap uses a 1980s Ford 2WD steering box and a Borgeson shaft. The position of the Ididit steering column had to be modified, as did the inner fender panel in order to push the steering shaft a bit more to the driver side to clear the wider engine. You can also see the beginning of a frame mount to capture the engine cradle

The shop fabricated this simple, high-clearance mount for the adapter at the end of the transmission. It mates with two pairs of tabs on the inner frame rails and attaches with two bolts.

Coyote 5.0 Bronco Engine Swap Radiator

The radiator is from a late-model Thunderbird; it is very slim and packaged well. The Coyote engines are quite thermally efficient, so very large volumes of coolant aren’t needed. A 60-plus-psi inline electric pump was installed along the frame rail to feed fuel to the new engine.

 Coyote 5.0 Bronco Engine Swap Radiator Filler Hoses Neck

The radiator is a closed-style, having no top radiator cap. An inline radiator fill assembly was used, simply spliced into the upper radiator hose. Hoses are late-model Mustang pieces. All hoses were secured with heat-shrink hose clamps.

Coyote 5.0l Bronco Engine Swap Radiator Steam Line

These modern motors usually require a cooling system steam line. In this case, it was run with a rubber hose to a connection at the top of the radiator. This radiator also had an integrated cooler for the transmission fluid with inlet and outlet connections.

Coyote 5.0l Bronco Engine Swap Transmission Lines

A set of factory Ford steel fluid lines was mated to the automatic transmission and routed forward. They were cut off just forward of the crank pulley, and compression fittings were used to adapt to rubber lines leading to the cooler integrated into the radiator. Also tucked up on the bottom side of the engine is an OEM Ford starter. Wiring was straightforward, and the existing Coyote Bronco swap connections were all used on the new starter.

Coyote 5.0l Bronco Engine Swap Power Steering Reservoir

A remote power steering reservoir from a late-model Mustang was mounted up near the cowl on the passenger side along with a small cooler for the steering system. Low- and high-pressure pump lines were custom fabricated and run from the pump on the passenger side to the steering box on the driver side.

 Coyote 5.0 Bronco Engine Swap Shifter

auto shifter from the 2013 F-150 that’s designed to work with the six-speed transmission. Functions include manual tap-shift capability and tow/haul mode selection. The shop fabricated a metal console to mount and house the shifter, then had it covered in bed liner material to match the interior floor of the Coyote Bronco swap.

Coyote 5.0 Bronco Engine Swap Transfer Case Shifter

The transfer case shifter assembly was custom fabricated. The shifter mount is bolted to a tab point on the new transmission.

Coyote 5.0l Bronco Engine Swap Accelerator Pedal

The Coyote engine control uses signals from a drive-by-wire throttle assembly so no mechanical throttle cable routing is necessary. Installed an accelerator pedal assembly from a 2013 F-150.

 5.0 Coyote Bronco Engine Swap Battery Computer Harness Fuse Box

A Ford Racing engine harness was used along with the engine computer. It was programmed and sits on the passenger-side wheel well just ahead of the battery. These units are designed to survive heat and vibration under the hood, so mounting here is no problem. A Bussman fuse box on the inner fender provides overcurrent protection and cleans up the power supply wiring.

5.0l Coyote Bronco Engine Swap Radiator Cowl Photo

Along with using the slim radiator with the new engine, cut out much of the original cowl.  then bridged the area with a new cross member that preserves the strength but is much more compact.

5.0 Coyote Bronco Engine Swap

The air intake was put together from generic air intake fittings, and a large Spectre open element filter was isolated in a cold air box. The finished engine swap looks super clean sitting in the Coyote Bronco Swap. It fits, but there’s very little leftover airspace under the hood.

To help better assist with lifting the engine, we have our Coyote Lift Brackets available for purchase. Coyote 5.0 Lift Brackets are properly curved and shaped so when lifting up the 5.0 V8 Coyote engine its evenly spaced.  Easy to Use. Can store very easily too. Otherwise lifting with Chain makes it very difficult to lift evenly!

SOURCES

Lamb Fab

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The development of supercharging has a long history, with surprisingly diverse applications. In 1860, the Roots brothers developed an air pump with a pair of meshing lobes for use in blast furnaces, and this type of blower found its way onto an engine designed by Gottlieb Daimler in 1900, making it the oldest of the various superchargers available.
Later on, veterans returning from WWII were inspired by the superchargers on fighter planes to hop up their hot rods. Today, this type of forced induction is now a staple of the performance aftermarket. There’s no quicker way to pull big power out of an engine than bolting on a blower. Gains of 30 to 50 percent and even more are not unusual, depending on the fuel delivery, octane and intercooling systems.
The principle behind supercharging is fairly simple: use a belt-driven pump to push more air into the cylinders so the engine can burn more fuel and generate more power. The devil’s in the details, though, since superchargers come in a variety of sizes and configurations. They also often require modifications to the intake, fuel and cooling systems, along with reprogramming the engine computer.
The basic types of blowers are Roots, twin-screw and centrifugal. As noted above, the Roots pulls air through a pair of meshing lobes (as does the twin-screw, but in a different configuration). While traditionally thought of as the least fuel-efficient type, the Roots has been refined by Eaton Corporation by using three- or four-lobe rotors, among other changes.

Roots Supercharger
These include twisting each rotor 60 degrees to form a helix, along with improved geometry for the inlet and outlet ports, reducing pressure variations, resulting in a smoother discharge of air for higher efficiency over traditional Roots superchargers.
The twin-screw type, offered by both Kenne Bell and Whipple, might look visually similar to the Roots type (both are usually mounted on top of the intake manifold), and is also a positive displacement unit (the amount of airflow pumped per rpm is fixed), but the internals are significantly different.
Using “male” and “female” rotors that turn in opposite directions, the twin-screw compresses the air between the rotors (rather than around the rotors, next to the blower case). The advantages of this design, Kenne Bell notes, include less turbulence, heat and friction, along with higher boost levels.

Kenney Belle SC

Kenne Bell introduced the twin-screw concept to Ford Mustangs in 1990, and employs it on a number of other engines, including both the GM LS V8s and the Chrysler Hemi. As mentioned, it’s a positive displacement design that produces the same cfm output and boost at any rpm — not just peak rpm. The 10 psi kit for the 2011 to ’14 Mustang GT increases power by 225 to 250 hp (approximately 20 hp/psi boost), depending on fuel octane (91 or 93).
Supercharger displacement choices are not limited to the smaller 2.3 OEM rotors. The much larger and powerful twin-screw sizes of 2.8, 3, 3.2, 3.6, 4.2 and 4.7 liters cover a power range of 725 to 1,800 hp. All superchargers utilize the same exclusive 4×6 lobe rotor concept that holds all those horsepower and track records.
The twin screw’s big, fat torque curve in the low and middle range, coupled to maximum peak horsepower and rpm, are the main reasons why the twin-screw concept has become so popular with both the aftermarket and OEMs.
In addition, to minimize supercharger inlet and boost restriction, Kenne Bell utilizes the industry’s largest throttle body (168 mm) and inlet system. This feature alone is worth 30 to 50 hp, the company claims. Also, the cooler air charge and patented Liquid Cooling ensure the lowest possible air charge temps for higher air density and thus more power. Finally, the twin-screw concept uses less engine power to drive it, resulting in lower parasitic losses and more power to the rear wheels.

The third basic type of supercharger, the centrifugal, is much smaller in size. It uses an impeller or compressor wheel spinning as fast as 50,000 rpm to draw air in and then force it out radially into a circular scroll. Since this configuration is similar to a turbocharger, the centrifugal supercharger has been described as a belt-driven turbocharger. (Turbos are driven by exhaust gasses.)

centrifugal-sc
One advantage of a centrifugal unit is in the package size, since it can fit under the hood as part of the accessory drive system, usually with no changes in the bodywork, except perhaps to redirect the airflow more efficiently. Another significant difference from positive displacement blowers is that the centrifugal unit provides less boost pressure at low engine speeds. (Which can be an advantage, since no piston modifications are required to prevent engine knock.)

On the other hand, since a centrifugal unit’s airflow is not fixed and increases with the square of its shaft rpm, it really comes alive at higher engine revs. So an engine with a centrifugal blower might feel stock at first, but gets bigger as you go faster. It sometimes seems like the speedometer rises quicker than the tach. Several popular makes of centrifugal superchargers include Paxton, Powerdyne, ProCharger, Rotrex and Vortech.
Which type of supercharger is right for your engine and vehicle? That will depend on a number of variables, but generally speaking, a centrifugal supercharger is ideal for a quick-revving, lighter vehicle with a manual transmission, while the positive displacement blower excels on a larger vehicle with an automatic transmission.
Both types can produce prodigious amounts of power, but at different areas of the power band. When looking at a supercharger, one shouldn’t be concerned only with peak horsepower numbers. Unlike race cars, performance cars aren’t driven frequently at the peak power range, so that can be a misleading figure.

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Whatever the type, all superchargers benefit from the use of an intercooler to reduce heat during compression. A decrease in air intake temperature (using either an air-to-air or air-to-liquid heat exchanger) provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, increasing the output of the

engine. In addition, a cooler intake charge allows for higher boost levels without detonation for more power.
Of course, to keep up with a higher airflow, the fuel system needs to be modified. On an EFI engine, that usually means bigger injectors and reprogramming of the engine computer. The condition and mileage on the engine should be evaluated as well, to make sure the internals can withstand higher cylinder pressures. Also, when you add boost to an engine you are essentially adding compression. Regardless of supercharger style, there is a boost limit with 92- to 93-octane pump gas before detonation occurs, resulting in engine damage. So be wary of huge horsepower claims on pump gas, since they’re simply not sustainable within the detonation limits of most production engines.

 

Article Courtesy of Reincarmagazine.