Since STREET RODDER magazine began the growth in the availability of hobby-related products has been phenomenal. Back when the magazine began we were all grateful when disc brake kits and wiring harnesses appeared, a little surprised when reproduction frames and new steel bodies came on the scene, but the availability of high-performance crate motors could have been the biggest shock of all. Suddenly engines with the latest factory technology and offering amazing performance and in many cases they were covered by a warranty—we were in the age of 1-800-horsepower.

One of the most sophisticated crate engines available is Ford's Ti-VCT (Twin Independent Variable Camshaft Timing), or as it's better known, the Coyote. A truly modern, all-aluminum four-valve DOHC V-8, the Ford Performance 2015-2017 5.0L Coyote crate engine delivers 435 hp at 6,500 rpm and 400 ft-lb of torque at 4,250 rpm on premium fuel—all this in a package that tips the scales at 445 pounds.

While a Coyote in a crate has been a hit, Ford Performance decided to make a good thing better with the introduction of the new Coyote Power Module Kits. These complete engine and transmission packages include the latest 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.

Engines

Both Coyote Power Module Kits come with a 2015-2017 Mustang GT 5.0L 435hp Coyote engine. These are the Gen II design of the Coyote series that incorporates a variety of improvements over the 2011-2014 Gen I engines.

Many of the improvements made in 2015 help the engine breathe better—they include larger intake and exhaust valves, revised intake and exhaust cams, stiffer valvespring, and redesigned head castings with revised ports. In addition, a new intake manifold was introduced with charge motion control valves to partially close off port flow at lower engine speeds. This increases the air charge tumble and swirl for improved air/fuel mixing, resulting in better fuel economy, idle stability, and lower emissions, and the variable camshaft timing feature now has mid-lock phasers allowing better control of the valve timing over a broader range of engine.

Ford also made some changes to the block's internals. There are new sinter forged connecting rods that were used on the Boss 302 engine that are more durable for high-rpm operation and the piston tops have deeper cutouts to clear the new larger valves. The Gen II blocks now use 11mm head bolts and crankshafts have been rebalanced to support higher-rpm operation.

One difference between these engines that is important to understand is the change to the Gen II oiling system. Gen I and Gen II have the same passages for oil from the pump and then oil going back into the block from the filter. However, Gen II blocks have an added oil return and require the matching Gen II OFA (oil filter adaptor) for the spin-on filter, if used (these adapters now include an oil cooler). When a remote filter (Ford Performance PN M-6881-M50A) or filter/cooler is used the lines must be connected properly. Due to the one-way check valve in a spin-on filter, connecting the lines incorrectly on either generation engine will starve it for oil with disastrous results.

Engine Controller and Wiring Harness

The engine control pack and wiring harness is truly plug-and-play and includes a power distribution module, airbox, air inlet tube, MAF sensor, upper and lower radiator hoses, and HEGO sensors. There is an OBD-II diagnostic port to assist in vehicle calibration upload and problem diagnosis and an electronic throttle control accelerator pedal that eliminates throttle cable routing problems. It should be noted that the PCM with Ford Performance calibration requires a return-type fuel system and will not work with a return-less fuel system.

Transmissions

With PN M-9000-PMCM, Ford Performance supplies a TREMEC six-speed transmission. These heavy-duty manual transmissions are designed to withstand up to 700 lb-ft of torque, while providing quick and precise shifts throughout the rev range. These T56 Magnum transmissions come with multiple shifter mounting options and provisions for either an electronic or mechanical speedometer. Also included in the Coyote Power Module kit are starter and starter index plate, Quicktime steel bellhousing, roller pilot bearing, clutch fork/throw-out bearing, clutch kit, and installation hardware.

TREMEC Six-Speed Transmission Gear Ratios:

1st - 2.66

2nd - 1.78

3rd - 1.30

4th - 1.00

5th - 0.80

6th - 0.63

The Ford Performance Coyote Power Module kit, PN M-9000-PMCA, includes the rugged 6R80 automatic transmission with a lockup torque converter as found in a 2017 Mustang GT.

Along with all the previously mentioned engine components, this kit comes with flexplate, torque converter, transmission lines, wiring, and gear shifter assembly.

6R80 Six-Speed Transmission Gear Ratios:

Gear Ratio Chart

Gear Ratio 1st 4.17:1 2nd 2.34:1 3rd 1.52:1 4th 1.14:1 5th 0.87:1 6th 0.69:1 Reverse 3.40:1 Show All

No More Guesswork

If you're looking for the latest in a high-tech engine and transmission package for a street rod and want to avoid the headaches that come with mismatched components and complicated electronics, the search is over. The new Coyote Power Module kits from Ford Performance have everything necessary in one complete package, and you know the completed installation will function as it should. After all, who knows how to make it happen better than Ford engineers?

See all 23 photos

See all 23 photos For those who prefer an automatic transmission, Coyote Power Module, PN M-9000-PMCA, includes a 6R80 six-speed AOD with a lockup converter.

See all 23 photos Coyote Power Modules use 2017 Mustang GT 5.0L engines with a composite intake manifold that mounts an 80mm single bore "drive-by-wire" throttle body. Note the combination oil cooler/oil filter mount.

See all 23 photos Thanks to its advanced design and sophisticated electronics the new Coyote engine can boast an 11.0:1 compression ratio. Premium fuel is recommended but not required.

See all 23 photos The factory pan holds 8 quarts of oil. Note the bolts above the pan rail—they're for the cross-bolted main caps.

See all 23 photos Shown here are some of the improvements made to the Gen II Coyote.

See all 23 photos The PCM in the Controls Pack has a custom software and calibration dataset specifically modified/developed by Ford Performance engineers to provide peak performance and reliability, tailored to custom vehicle builds.

See all 23 photos The control pack wiring harness is plug-and-play. It includes the power distribution box, which must be mounted within 60 inches of the vehicle battery as dictated by the B+/Ground Lead Lengths of the controls pack wiring harness.

See all 23 photos This assembly provides fused electrical power to the Ford Performance distribution box. The instruction manual points out that it's extremely important that the ground eyelet has a clean connection.

See all 23 photos Normally the 6R80s shifting is completely controlled electronically—in "SelectShift" mode the driver controls shifting.

See all 23 photos This is the air cleaner assembly and mass airflow sensor. The calibration of the PCM requires use of this airbox/MAF sensor system exactly as received. Any changes to the air inlet system will result in changes to how the air entering the engine is measured and will require modification to the PCM's calibration.

See all 23 photos How a Coyote cools is a critical issue. Ford cautions, "If a heater circuit is not used then the heater supply must be connected to the heater return to allow air to be purged from the righthand cylinder head and provide sufficient coolant flow through the righthand cylinder head. Install a 5/16-inch-diameter (0.3125) restrictor in this hose."

See all 23 photos This upgraded and improved alternator kit will reduce parasitic horsepower loss by slowing the armature speed with a larger pulley that also reduces drag. This high-performance, high-rpm alternator also has a one-way clutch included that helps to prevent belt hop-off during upshifts.

See all 23 photos When Ford Performance says everything is included, they mean it. Shown here are the access cover for the starter registration plate, driveshaft flange, starter, wiring, and the transmission hardware.

See all 23 photos Found under PN M-6038-M50, the Ford Performance motor mount kits contains a pair of aluminum engine brackets, rubber frame cushions, and all the necessary hardware.

See all 23 photos Manual transmission kits use a clutch position switch to send the pedal position to the PCM and to act as a starter safety switch.position switch to send the pedal position to the PCM and to act as a starter safety switch.

See all 23 photos Two UEGO (universal exhaust gas oxygen) sensors provide feedback to the PCM for closed-loop air/fuel ratio control by measuring the quantity of oxygen present in exhaust.

See all 23 photos Viewed from the transmission side, this plate is commonly called a spacer but in fact is a starter index plate, which serves as a locator for the starter.

See all 23 photos A unique feature of the 6R80 transmission is the lack of a splined output shaft.

See all 23 photos The starter bolts to the transmission, however the large round hole in the registration locates it properly.

See all 23 photos Included in the kit is this U-joint flange that bolts to the transmission. The slip-shaft is then built into the driveshaft.

See all 23 photos Part of the automatic kit is a factory shifter. It is possible to include paddle shifters with additional wiring and switches.

See all 23 photos With engine swaps the Coyote's oil filter/cooler is often in the way. This billet aluminum adapter (PN M-6881-M50A) allows installation of remote-mounted oil filter and oil cooler. Included are two -12 AN (male) fittings and O-rings and mounting bolts.