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S197 Badger - 2011 S197 Gen3 Swap Build Thread Profile - S197 Mustangs

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Time Attack
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5-10 Years
CA
After hearing all the horror stories about the FP350S pan, I am surprised how easy going it has been so far.

I learned about the clay trick and checked the clearance of the pickup tube. Came in at ~3/8th". I only used four corner bolts to gently tighten it down so it will likely be a little less.
IMG_5641.jpeg

Chris had a bunch of issues with the base of the pickup tube not clearing the gasket. The one I got from Ford has zero issues in that regard.
IMG_5629.jpegIMG_5630.jpeg
 
194
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CA
Things are moving slow as parts are coming in sparsely, late or wrong.

Got some help and made progress on extending the wiring harness back forward with some deutsch connectors:
D7AE9575-6137-4195-BEDC-AF0F88FFE9CA.jpeg
17A26F6A-5976-45B0-88C3-5F117997B999.jpeg
DC0EF1BC-E1F7-43DD-95D1-6EB952885647.jpeg

Aside of one fitting the surge tank is all hooked up:
57F9DA9E-7D41-43BF-B0D2-48888CB4A93A.jpeg
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194
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Exp. Level
5-10 Years
CA
Thanks for the kind words guys. This has been quite a ride but man am I having fun with it.

The Ford Racing CJ CAI came in today. Pretty beastly. The filter itself is about the same size as my old JLT2. What surprised me though was the solid aluminum velocity stack. That thing is not exactly light.
D70B2510-E51F-4E1E-B84E-7A8FD0AC20FE.jpg
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194
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Time Attack
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5-10 Years
CA
Since this motor is pretty well documented with lots of data publicly available I spent a little time to collect and compare some dyno sheets.
This was born out of the idea to gauge classing for NASA rules, which requires averaged max horsepower numbers.

I reconstructed the numbers based on the available dyno sheets, which certainly is not the most accurate way but should be sufficient for now. I also used a 15% drivetrain loss to guesstimate the whp numbers. All these numbers are to be taken with a grain of salt and should be viewed as general trends rather than accurate predictions.

Is this setup better than my old one? Oh boy, by a long shot!
Is this setup most optimal for road racing? Likely not. But I have to get it up and running before playing with different setups. Happy to get ideas and feedback for further optimizations though.

Gen 3 average-max hp/whp:
average-max hp 604 / average-max whp 514

Untitled-8.jpg


My old Gen1 for comparison:
average-max hp 473 / average-max whp 402

1643265197202.png

Sources:
1643264911474.png
1643264928069.png
1643264974436.png


https://www.motortrend.com/how-to/ford-coyote-update-new-stage-3-cams-dyno-592-hp
https://www.motortrend.com/how-to/1000-hp-turbo-ford-coyote-engine-and-trans-swap/
https://www.enginelabs.com/news/improving-the-best-testing-mpr-built-gen-3-coyote-cylinder-heads/
 
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5-10 Years
CA
Cool comparison.

Maybe I missed it but what is the final state you bought it in? What mods remain?

I bought it this state minus the ported CJ:

So, ported heads, stage 2 cams and a ton of support mods. I probably should put a list together with all of it.

I am adding:
Cobra Jet
FP350S oil pan and pickup
FP350S oil cooler
Return style fuel system
Radium surge tank
Fluidyne Radiator
Lots of wiring
Ducting will follow later

copy&paste from the add:
“This motor makes 630.6 hp and 479.8 lb-ft
and is completely built outside the short-block.”
Stock short block
ARP Head studs
New stock head gaskets
MPR ported heads
Brass valve guides
Stock diameter Ferrea stainless valves
Comp cams springs, seals, seats, with tool steel
retainers
Comp stage 2 cams
MMR OPG
Billet cam drive
HD secondary chains
Steel secondary guide tensioners
Reversed secondary guide bracket
Billet primary guides
ATI damper
ARP damper bolt
Stock intake manifold and throttle body (no CAI)
 
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5-10 Years
CA
Adding a pressure sender to the system. Helps keeping track of the fuel pressure and allows for an alert in case a fuel line fails.

I got three more slots on the AnalogX. What else should I track?
So far I got: Oil temp, oil PSI, dif temp, trans temp, fuel PSI

37C641BB-19D1-48EE-B24B-0FC6A01F88B9.jpeg
 
194
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CA
Dont forget to port the CJ if you have not already... Huge variations in quality from the factory... Big ugly gaps etc

Oh yea, its pretty obvious once you peak inside it. It`s all planned for but probably has to wait till the summer break though.
Which porting would you recommend? The full crazy race port is about $2000 and I am not sure if that one is worth it.
 
194
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CA
wideband tracking is nice - I wish I had one more slot to run a zeitronix wideband. so far no real fueling issues so its a nice to have, not a absolute. I'd rather try to further the can preset for S197 on racecapture since all that data is there.

Now that is an interesting idea. What exact data would you be looking for?
Would you add an extra set of sensors or splice into the harness and read out the existing two?

I really hope the preset still works with the control pack and Gen3 ECU. My tire speed data is coming from the cars old RCU and a separate harness. Gonna be interesting getting that all that to work again.
 
5,141
5,662
Exp. Type
W2W Racing
Exp. Level
20+ Years
Pleasanton: 1/2 way between Sonoma and Laguna Seca
Oh yea, its pretty obvious once you peak inside it. It`s all planned for but probably has to wait till the summer break though.
Which porting would you recommend? The full crazy race port is about $2000 and I am not sure if that one is worth it.
AFR did me a bang up job for around 350.00 bucks including return shipping.
The 2k job is only for the most extreme situations as the bang for the buck is way way low.
AFR discouraged me from going that route unless I had excessive amounts of money to burn.
The biggest gains come from the $350.00 CNC porting.
 
194
312
Exp. Type
Time Attack
Exp. Level
5-10 Years
CA
AFR did me a bang up job for around 350.00 bucks including return shipping.
The 2k job is only for the most extreme situations as the bang for the buck is way way low.
AFR discouraged me from going that route unless I had excessive amounts of money to burn.
The biggest gains come from the $350.00 CNC porting.

Good call and thx for the pointer. I was not aware of these guys. I gonna check with them, they are kind of local.
 
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5-10 Years
CA
Back at it after some distractions and competing in a friends car.
CJ has been send out to porting and trunk is getting supports welded in to keep it from flexing.

Had a little scare with the crank threads. But after some professional inspection and clean up they turned out to be still good and strong.
@67GTA helped me out with a fully threaded M12x1.5 rod. That and some make-shift offset made the ATI balancer install a breeze. I can´t believe how long it took to get this one on properly. Getting the right tools was definitely the hardest part.
IMG_6200.jpeg

Replaced the old stock water pump that was gunked-up with nasty dyno water with a new gen2 high flow pump and did a bunch of cleanup while at it.
IMG_6075.jpeg

New high-flow water pump, pully, water neck, 170° thermostat, and Boss alternator installed:
IMG_6209.jpeg

Pointless detail but I totally dig the Boss 302 belt that randomly came with the Boss alternator:
IMG_6211.jpeg

MMR was also so nice and sent over a different fitting to make the cross over work without interfering with the direct injection wiring. Fits like a glove now.
Also installed the oil crossover while at it:
IMG_6221.jpeg
IMG_6230.jpeg
 
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312
Exp. Type
Time Attack
Exp. Level
5-10 Years
CA
Nice progress!

For the oil balancing line I suppose the heads had been tapped for them previously? My understanding is that Gen3 heads are not tapped there ala earlier coyotes.

Interesting, I was not aware the Gen3 usually don`t have tabs for these. My ported gen3 heads one came with plugged tabs. I simply removed the plugs and installed the oil crossover.
 

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