AnotherS197GT's Coyote Swap: The Valve Dropper Special

[RoushTang11]

I didn’t change anything but the pressure transducer.

Where is the pressure transducer located? I have a 2011 5.0.

 

[Juice]

The high pressure AC transducer is on the compressor discharge line, that goes to the condenser.

 

[AnotherS197GT]

It's been a while since I've been active on here, but I figured I'd drop by for an update on the car and an update on the next stage of life for it.

I did re-wire my A/C system a couple years ago, it's a hybrid of the 2011 and 2005 systems. The base A/C system (lines, compressor, evap, condenser) are all stock 2008 (still have the factory charge, baby!) with the addition of a 2011+ AC pressure transducer in place of the 2008 high pressure switch. I ran the car like this for a while, but my evaporator core would constantly ice up after about 45-60 mins of use. I got tired of this, so I wired the low pressure switch behind the engine into my AC relay to cut the compressor when the pressure gets too high. This has completely solved my icing issue.

Now on to the fun stuff...

As it sits right now, the car has a CJ intake, long tubes, corn, etc... and while its an absolute blast (and more power than I need for the traffic lol) its time to take it to the next level. I have a Whipple stage 1 competition kit on the way and I'm gearing up for my install in the next few weeks here (hopefully!).

My fuel system is already done with Fore dual pump hat, Fore regulator, Fore filter, and a walbro 460. I did the oil pump gears and crank gear a few years ago. I just need to pick up a few bits and bobs (M-12405-M50A spark plugs, oil, coolant, etc...) and I'll be ready to go when the Whipple lands.

 

[JEWC_Motorsports]

Look at this ghost!!!! Welcome back.

 

[AnotherS197GT]

Thanks! I’m glad to see there are some familiar names kicking around here still.

 

[AnotherS197GT]

Well, there was a bit of drama between the supercharger order and now. I got the blower on, but suffered an engine failure because of an electrical issue. I leaned out, cracked 2 pistons and chernobyled my cats 600 miles from home. After I fully assessed the damage and located the offending circuit, I pulled the engine and prepped for rebuild.

I took the short block and heads to Livernois and had them clean/machine the block, install forged rods and pistons (10.5:1), port the heads, and install Boss 302 valve springs. Once they were done with the machine work and short block assembly, I brought all the parts home for final assembly. To take advantage of the ported heads, I upgraded to Ford Performance M-6550-BINT and a set of Gen 2 exhaust camshafts. The intake and exhaust cams both offer 13mm lift compared to the stock 12mm. I also refreshed all the internal components with new timing drive/lash adjusters/followers/gaskets/etc also from FP.

I got it all back together in time to break the engine in before I put the car away for the winter. Over the winter, I decided I wanted to tune the car myself. After much trial and lots of error, I hit the rolls in November and laid down 490 TQ/620 HP with a 4.125" pulley (8ish PSI) through stock exhaust. I've been eyeing a 3.875" pulley, but my transmission is still stock and I'd like to wrench less/drive more this year.

 

[JEWC_Motorsports]

He's alive!!!!!

 

[Forty61]

That's a hell of a nice torque curve you have there..

 

[JC SSP]

I was thinking the exact same thing… pure linear power. NICE!

 

[AnotherS197GT]

I’m very happy with the car, that’s for sure. That’s a torque curve you can set a drink on.