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Coyote Bolt Ons - Pick-Up Sticks
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We were all cautiously optimistic going into the final two dyno segments of this effort (long-tube exhaust and Comp Stage 3 camshafts), as horsepower/torque seemed to sputter a bit after JLT's cold-air system added 21 extra ponies at the feet of Chuck Wrzesniewski's '12 Mustang GT. As is common practice for bolt-on thrashes like this, the Pony was tested on Evolution's Mustang Dyno unit after each piece was installed. However, instead of doing any custom calibrating, Lund Racing's "canned" programs were loaded with each bolt-on (Jon Lund offers email programs that support all of the basic stock-5.0 upgrades) until it was time to run the 'Stang with its new camshafts. Interestingly, though, there were no tuning changes made after the Dynatech headers and X-shaped intermediate pipe were added. "It's not necessary when calibration changes are made to support induction upgrades," Jon says. "After headers are installed, the PCM is able to calculate the air change and make whatever fuel and timing changes are necessary." Similar to our past Coyote... Similar to our past Coyote 5.0 tech efforts at Evolution Performance, Jon Lund joined us for the final dyno session and provided all of the tuning support for our freshly cammed test Pony. Tuning changes definitely are necessary with the Comp Cams. However, our changes didn't go too far beyond the calibration established with our initially installed parts. The Stage 3 cams definitely richened the air/fuel mixture at throttle tip-in on each run. To correct this, Jon reduced fuel, but he also raised timing (from 24 degrees advance to 26 degrees), as he noted that the air/fuel ratio at the top of the rpm range--approximately 7,750 rpm--was safe enough to support the increase. As you see in the dyno chart and graphs, the Comp cams promoted a huge positive swing in both horsepower and torque, and our collective bolt-on group brought more than 100 hp to the feet of Chuck's Mustang. As these things go, that's an impressive step up for a naturally aspirated Pony, and it definitely sets a 'Stang on the right path for monster power and torque if/when a blower or turbocharger are added.  While all factory fastening...  While all factory fastening hardware is reused with a Boss 302 intake swap, using the fuel-vapor hose, bracket, and fuel-supply line from the install kit (PN M-9444-M50B; $215) is highly recommended.  Here's Chuck's Coyote with...  Here's Chuck's Coyote with all of the basic bolt-on mods in place and dyno-tested with the OEM exhaust manifolds. Up next is installation of long-tube headers, which round out most typical '11-'13 5.0 upgrade packages.  At this point, we've watched...  At this point, we've watched Chuck handle several exhaust swaps on new Mustang GTs. Dropping a Pony's K-member, loosening the steering linkage, and removing engine mounts is the express route to efficiency during this procedure, however, it does require a twin-post hoist and pole jacks to successfully get it done.
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BASELINE |
JLT CAI |
| RPM |
Power |
Torque |
Power |
Torque |
| 3,500 | 230 | 338 | 238 | 351 |
| 4,000 | 277 | 357 | 285 | 368 |
| 4,500 | 318 | 366 | 330 | 379 |
| 5,000 | 351 | 364 | 365 | 378 |
| 5,500 | 370 | 350 | 388 | 367 |
| 6,000 | 376 | 327 | 395 | 343 |
| 6,500 | 381 | 306 | 402 | 322 |
| 7,000 | 370 | 280 | 392 | 297 |
| 7,500 | n/a | n/a | n/a | n/a |
| 7,550 | n/a | n/a | n/a | n/a |
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THROTTLE BODY |
BOSS INTAKE |
| RPM |
Power |
Torque |
Power |
Torque |
| 3,500 | 236 | 347 | 220 | 325 |
| 4,000 | 283 | 365 | 259 | 335 |
| 4,500 | 325 | 374 | 302 | 347 |
| 5,000 | 351 | 364 | 334 | 347 |
| 5,500 | 377 | 357 | 358 | 339 |
| 6,000 | 390 | 338 | 384 | 333 |
| 6,500 | 402 | 322 | 396 | 318 |
| 7,000 | 394 | 299 | 400 | 298 |
| 7,500 | n/a | n/a | n/a | n/a |
| 7,550 | n/a | n/a | n/a | n/a |
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EXHAUST |
COMP CAMS |
DIFFERENCE |
| RPM |
Power |
Torque |
Power |
Torque |
Power |
Torque |
| 3,500 | 238 | 351 | 211 | 312 | -19 | -26 |
| 4,000 | 274 | 354 | 250 | 324 | -27 | -33 |
| 4,500 | 312 | 359 | 301 | 347 | -17 | -19 |
| 5,000 | 347 | 360 | 344 | 357 | -7 | -7 |
| 5,500 | 408 | 354 | 399 | 377 | 29 | 27 |
| 6,000 | 419 | 336 | 428 | 371 | 52 | 44 |
| 6,500 | 420 | 313 | 459 | 368 | 78 | 62 |
| 7,000 | 418 | 274 | 477 | 355 | 107 | 75 |
| 7,500 | 418 | 295 | 477 | 337 | n/a | n/a |
| 7,550 | n/a | n/a | 476 | 336 | n/a | n/a |
 Dynatech's SuperMaxx 1-7/8-inch...  Dynatech's SuperMaxx 1-7/8-inch long-tubes (PN 722-74313; $799.99) are the headers that were chosen for our project. The stainless-steel tubes feature 3-inch collectors and include new gaskets, bolts, and extension harnesses for the O2 sensors.  The headers are supported...  The headers are supported by a Dynatech X-shaped midpipe (PN 722-74330; $399). The three-piece system does not include catalytic converters.  Having the 'Stang's front...  Having the 'Stang's front subframe out of the way gives Chuck direct access to the engine block, making header installation (on both sides) a lot easier.  Dynatech's long-tubes fit...  Dynatech's long-tubes fit cleanly and clear the transmission, starter, and steering linkage.  The X-shaped intermediate...  The X-shaped intermediate tube fits just as well, and mates directly to the remainder of a 'Stang's factory or after-cat exhaust pieces (the original clamps are reused for this connection).  Installing aftermarket camshafts...  Installing aftermarket camshafts involves disassembling a good majority of the front of a Mustang's engine and accessories, which can be a messy operation. We dig the fact that Evolution Performance wraps a 'Stang's fascia and fenders with heavy-gauge plastic to protect the body from damage during such major engine surgery.  The engine was only together...  The engine was only together for a moment. After the dyno runs with headers, Chuck began tearing down the Coyote for its camshaft upgrade.  Swapping cams involves removing...  Swapping cams involves removing too many pieces to individually list in this type of report. Here's a shot of our takeoff table containing all of the stock hardware that comes off a Coyote when bumpsticks are being replaced.  This is the passenger side...  This is the passenger side of a new 5.0's stock timing cover, highlighted by the Z-shaped bars that are molded into the casting. Coyote 5.0s equipped with this cover were built prior to April 15, 2011, and may experience a clearance problem with the belt that drives the A/C compressor. We're making a change that alleviates the issue, which is detailed elsewhere in this report.  Here is a graph detailing...  Here is a graph detailing the collective rear-wheel power and torque improvement on Chuck's Pony with all of the basic bolt-ons and Dynatech's exhaust installed. As you'll see in the accompanying chart, the exhaust mods yield the biggest individual gains. We've found this to be the norm for stock Coyotes with similar mod packages, confirming that those components (CAI, Boss 302 intake manifold, and throttle body) really do enhance the amount of air that gets drawn in by a sizeable amount.  This graph shows the additional...  This graph shows the additional gain brought on with the addition of Comp's Stage 3 camshafts. While the peak torque gain is only 15 lb-ft, the linear ramp to peak torque (versus the abrupt climb with the bolt-ons) is of particular interest, as is the way the cams extend the overall torque range.  Chuck pulls the stock timing...  Chuck pulls the stock timing cover away from the engine.  This is the replacement timing...  This is the replacement timing cover, a service-replacement Ford piece that we're installing as part of the camshaft swap. The cover was made to correct a clearance issue between the cover and the A/C drive belt that can result in a knocking noise and potential belt damage. With the new cover (identified by its smooth passenger-side face and a provision for mounting a belt tensioner) and a longer serpentine belt, this setup effectively eliminates the independent crankshaft-A/C compressor belt.  On the left is something you...  On the left is something you never want to experience but probably will if your Coyote is subject to high (but rev-limited) rpm and relentless boost from a supercharger. It's the thoroughly destroyed oil-pump gearset from Evolution's Kona Blue '11 GT. According to Chris, the factory gears are hard and (obviously) susceptible to shattering. We're upgrading the pump in Chuck's 5.0 with Ford Racing's replacement gears. The gears feature a softer metal compound and are more forgiving than the stock pieces when high stresses are imposed.  Before installation, a healthy...  Before installation, a healthy dose of assembly oil is used on the new oil-pump gears.  Here is one pair from the...  Here is one pair from the foursome of Comp's all-new Stage 3 hydraulic camshafts for Coyote 5.0 engines (PN 191160; $1,499.99). The cams carry healthy specs of 0.492-inch (intake)/0.453-inch (exhaust) lift, and 236/239 degrees (respectively) of duration at 0.050-inch lift (276/283 advertised). Each camshaft is based on a 129-degree intake centerline (123-degree exhaust) and designed for optimum street/strip performance in the 5,500-to-7,200-rpm range.  The cool thing about Comp's...  The cool thing about Comp's Coyote camshafts (Stage 1, Stage 2, and Stage 3) is the fact that the castings are 100-percent new, not made-over stock pieces, and feature built-in counterweights that considerably reduce the amount of vibration throughout the valvetrain.  Chris installs Comp's limiter...  Chris installs Comp's limiter locks (PN 5493; $71.95) in each of the four camshaft phasers (the actual limiters were installed by L&M before we started our project). The OEM phasers can advance or retard cam timing by as much as 50-60 degrees. With the larger cams, excessive timing, advance, or retard will no-doubt lead to severe piston-to-valve conflict. Limiters and locks reduce the authority of the phasers by 30 degrees, which thus lowers the maximum amount of movement to only 20 degrees. Any additional timing is commanded through manipulating the Coyote's Ti-VCT via SCT or other custom-tuning process. The limiters and locks essentially are a must for street Coyotes when cams are added.  Mike Rauscher of L&M Engines...  Mike Rauscher of L&M Engines (left) is the braintrust behind the brutally fast Coyotes that have taken Evolution-built '11s and '12s into the 8-second zone on the dragstrip. Prior to installing the Stage 3 cams used in this effort, Mike "spun" each cam using an elaborate cam-profiling machine and software to learn details that go far beyond the stats listed on the cards included with each cam. "The Comp cams are designed with emphasis on exhaust (longer duration promotes later valve closing), which is exactly what we want with the new 5.0 engines and the upgrades you're featuring. I think the cams will really work well on the naturally aspirated 5.0, but engines with power adders (like superchargers) will really benefit," Mike says.  This is how everything looks...  This is how everything looks behind the front cover and under the valve covers once timing chains, tensioners, guides, camshafts, phasers, and Ti-VCT solenoids are final-installed.  Comp's Stage 3 street cams...  Comp's Stage 3 street cams do not require replacement springs or followers. Here's a close-up of the revamped serpentine accessory-belt setup, which features a heavy-duty belt tensioner and idler pulley. The addition of a tensioner puts all accessories under the direction of a single longer belt and eliminates the independent short belt for the A/C compressor, which is near impossible to reinstall--unless you're the Incredible Hulk.
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