Going Turbo LS or Turbo 4v stock motor.....info inside.

Awesome!

Are you going to set up the Coyote N/A at first...... then go turbo later?

I'd love to see how well a stock 412 HP Coyote pulls a Marauder.
The Marauder would be such a sweet ride with that motor and a 6 speed auto trans.
It's what Ford should have put under the hood if it was available 12 years ago....:depress:

Can't wait to see how the project goes!


BTW: That Hellion twin turbo set-up looks so EVIL in satin black!
 
The plan as of now, is get the motor set/wired and all the small hurdles overcome as far as tuning, then take a look and see where the budget is at. If i've cut into the funding too deeply just getting her installed, I will continue N/A for a bit while I prepare for phase 2 which would be the turbo setup.

I anticipate it to follow those guidelines, as it will give me the opportunity to get a handle on the tuning all motor, which is essential when going boost as mistakes get quite costly at that point.

I wouldn't rule out, that there will be an all-motor dragstrip visit on this one before going turbo.

This is as real as it gets! All the LS stuff is gone, all sold last night. I'll be ordering an ENTIRE pullout i've sourced from a 2011 F150 Monday morning. Removal of the factory 4v starts next weekend, with fabrication/installation following as time permits with my daily job and activities. I anticipate it to move fairly quickly honestly.
 
Excellent! I will be following this one with interest. The LS swap would've been cool, but this is much cooler, IMO.
 
The stock 4v took it's last breath yesterday.

Point of no return...........

5.oh/6r80 pullout on the way. Here we go!

20150712_150325_zps3cubtshz.jpg
 
I'm sure you prolly know already but the f150 coyote has differences to the mustang coyote. Intake, manifolds, the tune. I know it's kind if a moot point but maybe others here are not aware
 
Correct.

From what I understand, the differences are:

Manifolds v. Shorties
Intake Camshaft
Pistons
Intake Manifold
Tune

So far, in my experience with the F150's i've tuned, there are leaps and bounds to be had power wise on the pickups. I believe, most of the power difference is in the tune, with the remainder of the hard components contributing a smaller amount.

On boost, I don't forsee the difference creating much of an issue, and the lower static CR will be an added benefit.
 
The biggest issue right now, we need to find a way to get around the factory ECU's PATS system. I can't seem to find anywhere that has accomplished this less the FRPP Coyote swap kit which is only manual trans compatible.

Any help is appreciated on the research there. I have Emails in to SCT and HPT at the moment.
 
96gt4.6 said:
Correct.

From what I understand, the differences are:

Manifolds v. Shorties
Intake Camshaft
Pistons
Intake Manifold
Tune

So far, in my experience with the F150's i've tuned, there are leaps and bounds to be had power wise on the pickups. I believe, most of the power difference is in the tune, with the remainder of the hard components contributing a smaller amount.

On boost, I don't forsee the difference creating much of an issue, and the lower static CR will be an added benefit.
Click to expand...

I was thinking about the lower CR in the F150 Coyote as well!
Also, once you put the turbo on it, the stock exhaust manifolds will be gone anyway....and the intake manifold won't matter much either.
 
Joe Walsh said:
I was thinking about the lower CR in the F150 Coyote as well!
Also, once you put the turbo on it, the stock exhaust manifolds will be gone anyway....and the intake manifold won't matter much either.
Click to expand...

That is a common misconception, perhaps influenced by the added power of boost. But flow through the intake and exhaust (headers) does still matter with turbo/supercharged engines.

I have experienced this with turbo boat engines, and I think Motown had some dramatic improvements with a freer-flowing intake.
 
96gt4.6 said:
The biggest issue right now, we need to find a way to get around the factory ECU's PATS system. I can't seem to find anywhere that has accomplished this less the FRPP Coyote swap kit which is only manual trans compatible.

Any help is appreciated on the research there. I have Emails in to SCT and HPT at the moment.
Click to expand...


I'm not a tuner by no means but I swear on mine turning off the PATS was as simple as a keyboard stroke. I've had three different guys turn it off with various tunes over the last 4-5 years. Jeff at Mo's Speedshop was the last to do mine if that helps.


Builder Of Badassery
 
Zack,

So far, from what I'm finding the 2011-Up F150 ECU's use an EPATS system, unlike the older PATS system.

I've been talking with the head Ford programmer at HP Tuners about the issue, and they are unable to do it via programming at this time.

http://www.hptuners.com/forum/showt...-using-a-junkyard-ECU-for-COYOTE-engine-swaps

I e-mailed SCT, whom had their tech department give me a call, and they as well stated that at this time have no solution that does not require the PCM to be disassembled and the PATS system physically disabled on the board.

From everything I've been able to find, the new EPATS system is much more complex than the older PATS systems were, it's apparently more than just coded into the software. But, maybe I'm just speaking with the wrong people on the subject......which is very possible!

I'm still going to proceed with reworking the stock harness, and installing the 6R as planned. I have a working backup plan if by the time I'm to that point, the EPATS cannot be disabled.

I'm very interested in your solution! There are a lot of guys who want to run the 6R80/Junkyard setup, but no ECU that supports it in a swap situation where the BCM and PATS transponder/key are not present.

:bows:
 
Glad to see you are going with the coyote now!

On the PATS problem can you do like the remote start stuff where you leave a programmed key under the dash with the f150 switch and use the Marauder switch and key to actually start the car?
 
Unfortunately it's not that easy in this instance.

Basically, what a remote start bypass does, is emulate a key in the vehicle. Most systems do this through a hidden key in the vehicle, or by physically splicing into the PATS antenna ring on the column and emulating the signal from the transponder key.

Using this type of bypass, still requires the rest of the PATS system to be in the vehicle. In my instance, that would require the Body module from the F150, as well as the transponder antenna.

At that point, I could just put the keys in there fixed to the transponder antenna and do away with the bypass system, as they would essentially do the same thing. When we turn off PATS as how Zach was describing, we hard code it off in the computer's software, so it never looks from the all clear to start signal from the BCM.

Unfortunately, at this time, due to the complexity of the EPATS system used on 2011 F150 and later, it's not that simple. SCT and HPT are working on a fix so people can use salvage setups like I am currently, but at this time there is no way to disable EPATS.

Ford offers the FRPP computer/harness for the Coyote, but it only supports a manual trans, not the 6R80 Auto.

I have a solution to my EPATS issue I believe, and am currently working with HPT's R&D team on the issue. I'll keep everyone posted when I get to the testing phase after the wiring is complete and we're ready to fire it up.
 
You must log in or register to reply here.
Back
Top