Jamie A
Junior Member
Yea i know its a refabricated continental pcm unit.
05 to 09 coyote generation 2 swap! Guide and help tips
- Thread starter Jamie A
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- coyote swap
Dino Dino Bambino
I have a red car
Try this one for size. The parts cost is also reduced:
Used ‘15-‘17 GT Long Block Engine including Alternator & Left Hand Heater Hose
’11-‘14 GT Used Manual Transmission PCM with custom tune, PATS disable, & VIN flash
’11-’14 GT Used Engine & body wiring harnesses
PBH N/A Coyote Swap Accessory Drive bracket kit: COY-ENG-BRKT
PBH Dakota Digital Speedometer Signal Interface: PCP-SPEEDO
PBH Coyote Swap Fuel System: PBH-FSS197
’11-’14 GT Used Stock Air Filter Assembly
’11-’14 GT Used Stock Headers & Midpipe
Two 2.75” to 2.5” exhaust reducers to ’05-’09 Over Axle Pipes
’11-’14 GT Right Hand Heater Hose: BR3Z18472B
’11-’14 GT Upper Radiator Hose: BR3Z8260BA
’11-’14 GT Lower Radiator Hose: KM-5136
Ford Performance Roller Pilot Bearing: M-7600-B
Last edited:
Dino Dino Bambino
I have a red car
Created a new webpage listing all the parts needed for a Gen 2 Coyote swap into a manual transmission 05-09 GT. This represents the most economical route and will be CA emissions compliant:
http://www.angelfire.com/my/fan/Mustang2006GT/Coyote5.0Swap.html
Q. Why the Gen 2 Mustang Coyote and not the cheaper F150 version?
A. Because the Mustang engine has a higher 11.0:1 compression, forged rods/pistons, more aggressive intake cams, and the correct timing cover for mounting the PBH accessory brackets. The F150 engine (385hp/387lbft) doesn't have a big enough HP/TQ advantage over a bolt-ons 3V to justify that swap.
Q. Why not swap in a Gen 1 Mustang Coyote since it's cheaper?
A. You could but there aren't many of those left with under 50k miles, and they don't have the forged pistons/rods plus other goodies carried over from the Boss 302 engine to the Gen 2.
Q. Why not swap in a 460hp Gen 3 Coyote?
A. The engine is still fairly new and its dual injection system makes it a more complicated swap. It's also a good deal more expensive, and there are cheaper ways to find an extra 25hp in a Gen 2.
Q. How much will a Coyote swap cost?
A. Theoretically you could do it for as little as $6000 if it's an F150 engine, you find used parts, and you do all the work yourself. Add another $1000 if it's a Gen 1 Mustang engine and $2000 if it's a Gen 2. Budget even more if you need to upgrade the clutch assembly so that's getting close to 10 grand in parts alone. If you have a 5R55S automatic you'll want to upgrade to a 6R80, use an '11-'14 driveshaft, and swap in a 6R80 wiring harness together with the ECU from an automatic.
As you can see, a Coyote swap takes a lot of planning and isn't just a simple plug n' play weekend job.
http://www.angelfire.com/my/fan/Mustang2006GT/Coyote5.0Swap.html
Q. Why the Gen 2 Mustang Coyote and not the cheaper F150 version?
A. Because the Mustang engine has a higher 11.0:1 compression, forged rods/pistons, more aggressive intake cams, and the correct timing cover for mounting the PBH accessory brackets. The F150 engine (385hp/387lbft) doesn't have a big enough HP/TQ advantage over a bolt-ons 3V to justify that swap.
Q. Why not swap in a Gen 1 Mustang Coyote since it's cheaper?
A. You could but there aren't many of those left with under 50k miles, and they don't have the forged pistons/rods plus other goodies carried over from the Boss 302 engine to the Gen 2.
Q. Why not swap in a 460hp Gen 3 Coyote?
A. The engine is still fairly new and its dual injection system makes it a more complicated swap. It's also a good deal more expensive, and there are cheaper ways to find an extra 25hp in a Gen 2.
Q. How much will a Coyote swap cost?
A. Theoretically you could do it for as little as $6000 if it's an F150 engine, you find used parts, and you do all the work yourself. Add another $1000 if it's a Gen 1 Mustang engine and $2000 if it's a Gen 2. Budget even more if you need to upgrade the clutch assembly so that's getting close to 10 grand in parts alone. If you have a 5R55S automatic you'll want to upgrade to a 6R80, use an '11-'14 driveshaft, and swap in a 6R80 wiring harness together with the ECU from an automatic.
As you can see, a Coyote swap takes a lot of planning and isn't just a simple plug n' play weekend job.
Jamie A
Junior Member
Ive looked abd researched them. Gen 1 mustang coyote can get about 800hp building it before issues of over powering the block.
Gen 2 coyote can habdle up to 1000 to 1200hp due to upr grades feom the boss 302 gen1 concept they slapped into gen 2.
But gen 3 coyote they actually change the material of the piston sleeves and when making high horse power people aee finding the new piston sleeves weaknesses.
Gen 2 coyote can habdle up to 1000 to 1200hp due to upr grades feom the boss 302 gen1 concept they slapped into gen 2.
But gen 3 coyote they actually change the material of the piston sleeves and when making high horse power people aee finding the new piston sleeves weaknesses.
Dino Dino Bambino
I have a red car
For Gen 3 Ford did away with cylinder sleeves altogether and substituted it with the same plasma transfer wire arc process that was used in the Trinity 5.8 engine of the '13 GT500. That allowed Ford to increase the bore size from 92.2mm to 93.0mm.
May have missed it, but how are people handling HVAC, lights and such? Do you reposition the factory PCM or will that stuff work without the PCM?
Jamie A
Junior Member
Oh no not at all. All of that is ran but the can bus and its own junction box. You just need to tap into the ignition switch pigtail already at the collom and everything will still work. Only wire harness you are removing it the engine one at the engine bay fuse box. Only thing that wont work it traction control because it does not speak coyote signal and as well as cruise control no longer works. But fuel pump relay has a couple options to go. I when aeromotive a1000 pump witj aeromotive fuel pump control unit
I did mine the "hard way". lol. Basically I left my entire wiring harness as it is on the 07 v6. 95% of the wiring was done by repinning @C175B connector on the PCM one circuit/wire at a time. I did have to add a handful of circuits. I cut up my V6 engine harness for parts/wires. Estimated time spent on just wiring:35-40 labor hours.
With my setup, cruise should work once I get around to getting PATS working or deleted so I can run a stock tune. As I stated before, the control pack does NOT support cruise and cannot be enabled in the Crate_6 strategy.
As for A/C, on mine the can bus has nothing to do with A/C. There was just one cirquit I had to connect to the pcm, AC REQ or something like that its called. Comressor circuits and high pressure sensor both wired to the pcm as per the stock 2013 wiring. My engine harness came with the engine and I purchased a new batt harness for a '13. The batt harness has all tha trans and rear O2 wiring.
I have NO abs or traction control so I didnt have to deal with any of that.
Jamie A
Junior Member
I have figured out how to get the speedo and oil preassure gauge to work again.
Only issue now is how to get coolant temp communication on instrument cluster?
Has anyone found solutions?
Only issue now is how to get coolant temp communication on instrument cluster?
Has anyone found solutions?
Coolant, speedo, tach, are all signals on the can bus sent by the pcm (broadcast to all modules) and that was it for me. I have a 4 guage cluster, and just disabled the oil light as I installed a standalone oil pressure guage. The fuel level signal is sent by the SJB to the cluster over the can bus.
So im not really understanding your question.
Jamie A
Junior Member
Im running a gen 2 coyote set up in a 2005 s197.
Where did you do your connections for the can bus?
I see the tach and battery run through the HS CAN and the speedo runs through the MS CAN according to the diagrams
Where did you do your connections for the can bus?
I see the tach and battery run through the HS CAN and the speedo runs through the MS CAN according to the diagrams
Jamie A
Junior Member
Ok yeah gen 1 and gen 2 ford control pack are very different. The pcms are even different. Gen 1 has 3 pcm plugs and gen 2 has only 2 plugs for pcm
Gen 1 also has 3 pcm connectors. As for the can bus, maybe you got the two wires reversed? They are marked + and - and will only communicate one way.
Jamie A
Junior Member
Lmao i do have the can bus + connected and can bus - vonnected properly thats why i have rpm gauge working and the battery voltage gauge working. The pil preassure gauge dosnt work because on a 2005 mustabg gt they are dummie switches eaither completting circuit by preassure pushing it or no oil preassure because there is no preassure to pish the sensor inter als to complete the circut and the 2016 oil sensors go on temp and not preassure. So i have yo make a alluminum t fitting to screw in both sensors and run the 05 sensor single wire to the instrument cluster. Now the speed sensor they gen 2 controls pack foes not come with a hook up for the manual trans so i literally have to cut off the old pigtail from the 05 mustang and splice wires on kt to reach into the can to a dakota digital sgi 5e converter box and then from the box to the input wires of the instrument cluster wich is ms can + and ms can -. The coolant gauge isnt working so i prolly have to try connected the HS CAN S at the 2 obdII ports see if that works
Jamie A
Junior Member
Alright looks like a loss cause for getting speedo to work. The tr3650 speedo sensor has to be wired into the pcm to be able to calibrations with programmed information wheel size and pinion gear ratio number to be able to send the speedo [oss sensor] from oss to pcm to calibrate then through the HS can bus to instrument cluster. And gen 2 swap harnesses do not come equipped with the getrag mt82 sensor pigtail attached and running to pcm.
Dino Dino Bambino
I have a red car
Have you looked into the Dakota Digital Speedometer Signal Interface?
There's also the Ford Performance M-4209ADPT-AC Speed Dial available at https://www.summitracing.com/int/parts/fms-m4209adptac/
There's also the Ford Performance M-4209ADPT-AC Speed Dial available at https://www.summitracing.com/int/parts/fms-m4209adptac/
Jamie A
Junior Member
Yes tried sgi 5e and called them to trouble shoot. The issue is that you need to be pin the oss into the pcm connector for it to read, then you need to go and access the pcm through program and have the pcm be able to recognize the sensor so it can calibrate and send the inputed info into the hs can bus for the instrument cluster to get the signal to decifer it. The recalibration boxes only take the signal and change its voltage wave lengths for the pcm to calibrate the waves lengths as fast speed or slower speed thats all those boxes do. They dont generate a signal to be thrown through the hs can bus for the instrument cluster to pick up and display through the stepper motors on the dial.
I did not use a converter box, just wired up the 2 wire oss sensor by connecting one wire to the signal return wire and grounding the other wire from the oss. The other two wires on the coyote pcm are +5v and 5v return (not used) Then I dialed in the speedo with gear ratio and revs/mile settings. These are NOT actual to the car, I had to find what worked.
Jamie A
Junior Member
Did you do it on a gen1 coyote swap or gen2 coyote swap?
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