Suggest a manifold and throttle body combination

[GAR944]

Well that blows....probably because all your stuff is upside down. :/

Smartarse, are you sure you aren't Australian?
You would fit in well.

 

[Fabman]

Smartarse, are you sure you aren't Australian?
You would fit in well.

I've had lots of practice.

 

[biggsy]

@GAR944 Try Ken Osborne at OZ Tuning. @flyhalf and @steveespo are tuned by him

 

[GAR944]

@GAR944 Try Ken Osborne at OZ Tuning. @flyhalf and @steveespo are tuned by him

Called past Mustang Motorsport today and had a chat. The Aus & EU spec are a bit different but they knew that Roush, Lund and another knew how to deal with them. Because they are all standard common mods they suggested Lund as they have dealt with them previously. Off the shelf tune should get us 80-90% then we can do some dyno logging and get it tweaked. We are looking for gains but not every last hp so should be fine.

 

[GAR944]

And this saga continues to get more annoying. At this rate i'll have the most modified "like its pretty stock really" un tuneable car on the planet.
Lund got back to me about an Australian car.



Don't quite agree with them telling me what options to use and all you guys with L&M Intake cams are obviously doing it wrong.

 

[GAR944]

On a happier note, Lethal Performance came back with a revised quote and great shipping costs to the land down under. Sent them a massive amount of worthless Australian Dollars in return for a 1320 Junkie Ported manifold and VMP twin 67mm throttle.
I got what i could actually get my hands on.
I've said this previously on swapping my seats, "just because you can doesn't mean you should". I hope its worth it in the long run.

 

[Fabman]

And this saga continues to get more annoying. At this rate i'll have the most modified "like its pretty stock really" un tuneable car on the planet.
Lund got back to me about an Australian car.

View attachment 103867
View attachment 103866
Don't quite agree with them telling me what options to use and all you guys with L&M Intake cams are obviously doing it wrong.

The deal

And this saga continues to get more annoying. At this rate i'll have the most modified "like its pretty stock really" un tuneable car on the planet.
Lund got back to me about an Australian car.

View attachment 103867
View attachment 103866
Don't quite agree with them telling me what options to use and all you guys with L&M Intake cams are obviously doing it wrong.

Forgive me if I have posted this before but...
The L&M cams are easy on valve train and have a nice broad powerband.
The Comp stage 3 make more power, but narrower power band and hard on valve train.
Great if you have a sequential, not so great with a regular transmission where the gears are father apart.
Pick up some Boss 302 Iron Tensioners and you should be good to go.

 

[GAR944]

The deal

Forgive me if I have posted this before but...
The L&M cams are easy on valve train and have a nice broad powerband.
The Comp stage 3 make more power, but narrower power band and hard on valve train.
Great if you have a sequential, not so great with a regular transmission where the gears are father apart.
Pick up some Boss 302 Iron Tensioners and you should be good to go.

I've now purchased all the parts, or the wrong parts according to some. I can't remember who i said it to, we are after hp and rpm, not necessarily all the HP as i want a reliable car, not a run and rebuild car.
Pretty sure you mentioned the cams in your build profile. A broad power band and nice to stock valve train sounds perfect to me.
Have been given lots of suggestions on tuners from people here so will slowly work my way through them. Will have a good dig here in Melbourne as well. Figured that the sheer number of cars in the States that i'd have access to more people who had done this little setup previously. Really didn't think it was going to cause these sorts of dramas.

I really should stop talking to you, but in this case they aren't drug money, thats Australian dollars shown so i'm actually kinda impressed. It appears i haven't got all the parts yet.



Actually this was also mentioned by my local guys, assume it is still relevant.

2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - $76.99 : Modular Motorsports, Home of the worlds fastest Fords

Modular Motorsports 2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - Here is a great new "PATENT PENDING" part that MMR spent most of last year testing. Ford is notorious for tensioning chains on the wrong side and the 5.0 coyote was no different. Long story short the...

www.modularmotorsportsracing.com

 

[Fabman]

I've now purchased all the parts, or the wrong parts according to some. I can't remember who i said it to, we are after hp and rpm, not necessarily all the HP as i want a reliable car, not a run and rebuild car.
Pretty sure you mentioned the cams in your build profile. A broad power band and nice to stock valve train sounds perfect to me.
Have been given lots of suggestions on tuners from people here so will slowly work my way through them. Will have a good dig here in Melbourne as well. Figured that the sheer number of cars in the States that i'd have access to more people who had done this little setup previously. Really didn't think it was going to cause these sorts of dramas.

I really should stop talking to you, but in this case they aren't drug money, thats Australian dollars shown so i'm actually kinda impressed. It appears i haven't got all the parts yet.

View attachment 103869

Actually this was also mentioned by my local guys, assume it is still relevant.

2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - $76.99 : Modular Motorsports, Home of the worlds fastest Fords

Modular Motorsports 2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - Here is a great new "PATENT PENDING" part that MMR spent most of last year testing. Ford is notorious for tensioning chains on the wrong side and the 5.0 coyote was no different. Long story short the...

www.modularmotorsportsracing.com

I didn't use that MMR bracket, don't think its necessary with the L&M cams, but I'm not a pro engine builder.
It wasn't needed on mine and I wing the snot out of it. That's the beauty of the smaller cams.
The iron tensioners I used are from an earlier BOSS302. Not sure if that's different from what you have there.
I'm also not certain that the ones in your motor are aluminum like those in my original gen 2 motor (now modified to gen 2/3) What year is your car?

 

[GAR944]

I didn't use that MMR bracket, don't think its necessary with the L&M cams, but I'm not a pro engine builder.
It wasn't needed on mine and I wing the snot out of it. That's the beauty of the smaller cams.
The iron tensioners I used are from an earlier BOSS302. Not sure if that's different from what you have there.
I'm also not certain that the ones in your motor are aluminum like those in my original gen 2 motor (now modified to gen 2/3) What year is your car?

Mine is a 2017 Gen 2.
The part description made sense so i've already ordered them. I'm changing your name to Bad Influence.
Fits 2011-2016 5.0L Coyote engines. Designed for improved timing chain durability in high rpm applications. Used on 2013 Mustang Cobra Jet engine program. Includes a pair of primary chain tensioners and bolts.

 

[Fabman]

Mine is a 2017 Gen 2.
The part description made sense so i've already ordered them. I'm changing your name to Bad Influence.
Fits 2011-2016 5.0L Coyote engines. Designed for improved timing chain durability in high rpm applications. Used on 2013 Mustang Cobra Jet engine program. Includes a pair of primary chain tensioners and bolts.

That's funny, I actually played in a band called "Bad Influence" some time back....lol.

 

[Fabman]

Mine is a 2017 Gen 2.
The part description made sense so i've already ordered them. I'm changing your name to Bad Influence.
Fits 2011-2016 5.0L Coyote engines. Designed for improved timing chain durability in high rpm applications. Used on 2013 Mustang Cobra Jet engine program. Includes a pair of primary chain tensioners and bolts.

I'm just sharing what's worked for me, I have been very successful with this setup and if my experience helps somebody else, well, that's why were all here.
Also, most of what I do comes direct from AED so its a reputable source. Hope some of this helps.

 

[biggsy]

I've now purchased all the parts, or the wrong parts according to some. I can't remember who i said it to, we are after hp and rpm, not necessarily all the HP as i want a reliable car, not a run and rebuild car.
Pretty sure you mentioned the cams in your build profile. A broad power band and nice to stock valve train sounds perfect to me.
Have been given lots of suggestions on tuners from people here so will slowly work my way through them. Will have a good dig here in Melbourne as well. Figured that the sheer number of cars in the States that i'd have access to more people who had done this little setup previously. Really didn't think it was going to cause these sorts of dramas.

I really should stop talking to you, but in this case they aren't drug money, thats Australian dollars shown so i'm actually kinda impressed. It appears i haven't got all the parts yet.

View attachment 103869

Actually this was also mentioned by my local guys, assume it is still relevant.

2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - $76.99 : Modular Motorsports, Home of the worlds fastest Fords

Modular Motorsports 2011-17 5.0 & 5.2 Coyote MMR Billet Secondary Tensioner Bracket [467893] - Here is a great new "PATENT PENDING" part that MMR spent most of last year testing. Ford is notorious for tensioning chains on the wrong side and the 5.0 coyote was no different. Long story short the...

www.modularmotorsportsracing.com

To make you spend more money if it’s not too late. Add Ford Performance/GT350 primary chains

https://www.ford.com/product/coyotegt350-primary-timing-chain-set-p2930382746

 

[Fabman]

To make you spend more money if it’s not too late. Add Ford Performance/GT350 primary chains

https://www.ford.com/product/coyotegt350-primary-timing-chain-set-p2930382746

I don't know where he is in all this but this is the time to do the TSS billet crank sprocket and TSS Billet Oil Pump Gears.
I didn't use the GT350 chains in my gen 2 motor but did in my gen 2/3 motor I am currently running. (gen 2 heads/gen 3 short block)

 

[GAR944]

I don't know where he is in all this but this is the time to do the TSS billet crank sprocket and TSS Billet Oil Pump Gears.
I didn't use the GT350 chains in my gen 2 motor but did in my gen 2/3 motor I am currently running. (gen 2 heads/gen 3 short

Had the crank sprocket done when the GT500 sump and pump went in. Its a low KM engine which means its a really low Miles engine.

 

[mwjscn]

Fits 2011-2016 5.0L Coyote engines. Designed for improved timing chain durability in high rpm applications. Used on 2013 Mustang Cobra Jet engine program. Includes a pair of primary chain tensioners and bolts.

Not to add to your list of woes, and hopefully it won't be a problem, but Ford for the last while has been shipping M-6266-M50B as a more complete kit that includes both primary and secondary timing chain tensioners (like it used to) but also now includes the Boss 302 specific articulating timing chain guides. This is because all other Coyote guides were running into clearance issues with the external ratchet and the chain oil feed hole is in a slightly different position compared to the Gen 2 articulating chain guides, so they thought it prudent to supply the matching guides. The Boss guides also have a beefed up design compared to the Gen 2 stock guides. Just double check that you receive the complete kit from whoever you ordered it from. You can see pics of the revised kit here:

5.0L COYOTE BOSS 302 TIMING CHAIN TENSIONERS

5.0L COYOTE BOSS 302 TIMING CHAIN TENSIONERS|Ford Performance Parts

performanceparts.ford.com

Here's some pics courtesy of my Stash between Gen 2 and Boss 302.

Boss Left, Gen 2 Right. Notice chain oiling hole is slightly lower on Gen 2 to match up with OEM tensioner, while the Boss one is slightly higher.

Boss 302 Left, Gen 2 Right
Can see the cavity on the Boss timing chain guides for the Boss tensioner ratchet. Can also see the rails at the top that capture the wear liner are significantly thicker in addition to having more material below the tensioner pocket.

Boss 302 Left, Gen 2 Right
Bottom area that captures the wear liner is significantly thicker and reinforced on the Boss guides by comparison.

Boss 302 Bottom, Gen 2 Top

 

[GAR944]

You guys are full of useful information.
Cleared my credit card this morning and have just about maxed it again with overseas purchases. This is hurting AU $1 = $0.62674
Did @Fabman put you up to this so he didn't get blamed again?

 

[Fabman]

You guys are full of useful information.
Cleared my credit card this morning and have just about maxed it again with overseas purchases. This is hurting AU $1 = $0.62674
Did @Fabman put you up to this so he didn't get blamed again?

Wasn’t me.

 

[bnight]

Make sure to do a before/after dyno as I wanna see what the real difference will be on a EU/AUD spec Gen 2 Coyote. 100-200 km/h tests are also very useful and better representative than a dyno.

 

[Fabman]

Not to add to your list of woes, and hopefully it won't be a problem, but Ford for the last while has been shipping M-6266-M50B as a more complete kit that includes both primary and secondary timing chain tensioners (like it used to) but also now includes the Boss 302 specific articulating timing chain guides. This is because all other Coyote guides were running into clearance issues with the external ratchet and the chain oil feed hole is in a slightly different position compared to the Gen 2 articulating chain guides, so they thought it prudent to supply the matching guides. The Boss guides also have a beefed up design compared to the Gen 2 stock guides. Just double check that you receive the complete kit from whoever you ordered it from. You can see pics of the revised kit here:

5.0L COYOTE BOSS 302 TIMING CHAIN TENSIONERS

5.0L COYOTE BOSS 302 TIMING CHAIN TENSIONERS|Ford Performance Parts

performanceparts.ford.com

Here's some pics courtesy of my Stash between Gen 2 and Boss 302.

Boss Left, Gen 2 Right. Notice chain oiling hole is slightly lower on Gen 2 to match up with OEM tensioner, while the Boss one is slightly higher.
View attachment 103870
Boss 302 Left, Gen 2 Right
Can see the cavity on the Boss timing chain guides for the Boss tensioner ratchet. Can also see the rails at the top that capture the wear liner are significantly thicker in addition to having more material below the tensioner pocket.
View attachment 103871
Boss 302 Left, Gen 2 Right
Bottom area that captures the wear liner is significantly thicker and reinforced on the Boss guides by comparison.
View attachment 103872
Boss 302 Bottom, Gen 2 Top
View attachment 103873

I was actually going to recommend this until I saw that he had already purchased the tensioners ala cart....at least we are all on the same page here, so....that's good.