There was a time when a Ford engine in a Ford was a rare sight at a street rod event, a fact that was not lost on a few performance-minded individuals at the company's aftermarket division. The fact that there were so many Bow Ties under hoods where Blue Ovals should have been prompted a few performance enthusiasts in the executive ranks to take action. Thanks to those who recognized the value of Ford's performance image, a number of factory parts up to and including high-performance crate engines with a warranty became readily available.

One of the most intriguing engines Ford has produced is Ti-VCT (Twin Independent Variable Camshaft Timing), or as it's better known, the Coyote. Inside the aluminum block are 11.0:1 hypereutectic aluminum pistons hung on forged steel connecting rods. The forged steel crankshaft spins in cross-bolted main caps that attach to thick bulkheads for an extremely strong bottom end. Top all that off with four-valve, DOHC heads with variable intake and exhaust cam timing, a tuned composite intake manifold, and an 80mm throttle body, and the result is 435 hp at 6,500 rpm and 400 lb-ft of torque at 4,250 rpm in a package that tips the scales at 445 pounds.

When Ford Performance began offering it as a crate engine it was a huge hit, but they've one-upped themselves with the introduction of the new Coyote Power Module kits, which we first covered in the Sept. '17 issue of STREET RODDER and online.

Ford Performance Coyote Power Module Kits include the Gen II 5.0L Coyote engine and come with a TREMEC six-speed manual transmission (PN M-9000-PMCM) or a six-speed 6R80 automatic (PN M-9000-PMCA) and the appropriate engine controller and wiring harness. The six-speed version includes an aluminum bellhousing, roller pilot bearing M-7600-B, lightweight billet flywheel M-6375-M50, and of course a TREMEC six-speed transmission —M-7003-M6266. These transmissions are capable of holding up to 700 lb-ft of torque and come with multiple shifter mounting options and provisions for either a mechanical or electric speedometers. TREMEC's double-overdrive manual boxes have gear ratios of first 2.66:1, second 1.78:1, third 1.30:1, fourth 1.00:1, fifth 0.80:1, and sixth 0.63:1.

For those who prefer not to shift for themselves, there is the Power Module with a 6R80 automatic transmission as found in a 2017 Mustang GT. Included with the transmission are the lockup torque converter, flexplate, transmission lines, wiring, and gear shifter assembly.

First used by Ford in 2009, the 6R80 is based on a proven ZF design that has been in production for decades. Ford's U.S.-manufactured version has been strengthened to cope with up to 1,000 hp and the internal controller has been replaced by an external version that makes using a stand-alone ECU for transmission swaps much easier.

Like the manual version of the Power Module the obvious advantage to an automatic transmission with six forward speeds is the close gear spread for maximum efficiency and performance. The 6R80's ratios are first 4.17:1, second 2.34:1, third 1.52:1, fourth 1.14:1, fifth 0.87, and sixth 0.69:1. A further performance enhancement is the 6R80's multiple-disc, lockup torque converter.

Since its introduction we've been involved in a number of Coyote engine swaps, such as our Road Tour 1940 Ford, but this is the first opportunity we've had to work with a complete Ford Performance Power Module kit. The subject of this installation is a 1941 Ford woodie that had been given the traditional street rod treatment that consisted of a small-block V-8, automatic transmission, independent front suspension, and a set of parallel leaf springs in the back. After years of service the wagon was due for an update and the choice was made to install a state-of-the-art Power Module.

Once the engine and transmission were uncrated and bolted together it was obvious to STREET RODDER's tech center manager, Jason Scudellari, some modifications would be in order—something that was confirmed by a tape measure and a trial fit. Like many fat Ford engine swaps, to get the Coyote into the engine compartment, a recessed firewall would be required and the legs of the frame's X-member would have to be widened.

Aided by tech center assistant Christian Arriero, Scudellari removed the stock firewall and replaced it with a recessed version from Direct Sheetmetal. Made from 16-gauge, cold-rolled steel, the 4-inch recess provided the space necessary to accommodate the Coyote. Direct Sheetmetal also supplied replacement toeboards while the transmission tunnel was fabricated by Scudellari.

To provide clearance for the transmission the transmission mount and center of the original Ford crossmember was removed along with the forward portions X-member's legs. Scudellari fabricated replacement sections of the X-member from separate pieces of flat stock adding holes to the vertical surfaces to mimic the originals.

With the necessary modifications to the body and X-member, completed engine mounts from the Roadster Shop were installed and a transmission mount was fabricated then the engine was dropped in for a testfit. In our next installment we'll show what it took to make our Coyote combo run.

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See all 38 photos We chose the six-speed automatic transmission Power Module. It uses the same 435hp Coyote engine as the manual transmission version with a different engine controller and wiring harness.

See all 38 photos With the original front floorboard removed the front portions of the stock Ford X-member can be seen. Note the holes in the legs tie into the framerails.

See all 38 photos This is the stock Ford firewall, it will have to be replaced to allow the engine to move back far enough to get the oil pan sump behind the front crossmember. Note the chalk line that indicates the additional transmission clearance required.

See all 38 photos Christian Arriero begins removal of the firewall by center-punching all the factory spot-welds.

See all 38 photos The next step was to remove all the factory welds with a spot-weld cutter.

See all 38 photos From the inside an air chisel was used to separate the firewall from the body.

See all 38 photos With all the welds cut the firewall was removed. The holes in the body will be used for rosette welds to secure the replacement firewall.

See all 38 photos An abrasive wheel on a grinder was used to cut the centersection of the factory X-member.

See all 38 photos The narrow confines of Ford X-members of the '30s and '40s make it a tight, if not impossible, fit for most overdrive automatics.

See all 38 photos With the center of the X-member removed, space is no longer an issue. Note the stock braces from the X-member to the 'rails in front and those to the running boards in the rear remain.

See all 38 photos We even enlisted the help of STREET RODDER's editor, Brian Brennan, for another testfit of the engine and transmission.

See all 38 photos Although the transmission isn't long for a six-speed, the shape of the case required the transmission tunnel to be extended.

See all 38 photos Two replacement sections for the X-member were fabricated from three pieces of steel plate.

See all 38 photos This is the replacement firewall from Direct Sheetmetal, this version has a 4-inch recess. Firewalls for 1941-1948 Fords are also available in stock and 2-inch setback.

See all 38 photos Before the new firewall could be installed the edge of the body was straightened with a hammer and dolly.

See all 38 photos Here the new Direct Sheetmetal is clamped in place for a testfit—given the variations in these bodies the fit is excellent.

See all 38 photos This is the lower extension that will be added. When welding Direct Sheetmetal advises that if the firewall gets too hot to touch, stop and let it cool off.

See all 38 photos After welding on the firewall was completed the beads were ground smooth for a finished look.

See all 38 photos To open the firewall to match the transmission tunnel, an air-powered abrasive wheel was used.

See all 38 photos The Roadster Shop supplied the motor mounts, Coyote engine brackets, and universal frame brackets.

See all 38 photos Here the firewall is finished, the engine's frame brackets are in place, and the X-member modifications are done. Note the simple transmission crossmember.

See all 38 photos Direct Sheetmetal supplied the toeboards. Scudellari fabricated the flat sections of the floor to fit around the transmission.

See all 38 photos To increase rigidity beads were rolled into the flat sections of the floor. Note the use of sheetmetal screws to hold the pieces together.

See all 38 photos With the flat sections of the floor completed Scudellari turned his attention to the transmission tunnel.

See all 38 photos After measuring the length of the transmission Scudellari formed the centersection on a slip roll.

See all 38 photos Scudellari punched holes in the edges of the floorboards for spot-welds.

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See all 38 photos A paper template was made to determine the shape of the rear portion of the tunnel. It was then formed on a slip roll. Here the two main sections have been welded to the floor.

See all 38 photos After the welding was completed the joints of the new solid floor were covered in brush on seam sealer.

See all 38 photos The team at Superstition Restoration in Mesa, AZ, did the finish bodywork on the firewall.

See all 38 photos After some filler and primer the new firewall was given a coat of satin black.

See all 38 photos With the Ford Power Module Coyote and 6R80 in place we can turn our attention to installing the accessories, wiring, and the remaining details to make it run.