The Ti-VCT Coyote was born to rev high, a dynamic that carries with it huge oiling system demands. The Coyote’s oiling system must sustain lubrication to 7,000 rpm and beyond and under extreme driving conditions, which is why Ford designed a fiercely capable system from the start. Ford opted for an 8-quart oil pan and a windage tray/pan gasket combination for easy installation and leak-resistant performance. A one-piece rear main seal, which has been commonplace on Ford engines since 1982, keeps oil where it belongs, inside the engine and off your garage floor. This is all good for keeping oil pressure and volume on target.
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The challenge that Ford’s great new lubrication system created was oil drainback from the abundance of oil that arrives at the top of the system. Ford solved this problem, and others, with crankcase ventilation chimneys. These PCV chimneys improve both drainback and crankcase ventilation. They allow for a pressure balance between both cylinder banks.
The Coyote does not offer a choice between a standard or high-volume oil pump. There is but one basic pump. You can improve the durability of this pump with a hardened-steel rotor package available from Ford Performance Parts or Modular Motorsports Racing. Check the clearances before putting the pump back together. You may also purchase a heavy-duty pump from Ford Performance Parts and not have to sweat out clearance issues. It is extremely important to center the oil pump properly on the crankshaft to avoid sideloading on the pump rotor. Side stresses on the pump can cause failure. Install it and get it properly centered on the crankshaft and you’re good to go.
You may wonder what can be done to improve your Coyote’s lubrication system. In truth, very little,because Ford has it covered. Extensive thought and engineering went into this engine’s oiling system. A crank-driven positive displacement oil pump keeps the system well fed from an 8-quart pan from the factory. The Coyote has virtually no issues with oil starvation. In many respects, it has exactly the opposite problem: too much oil at times during high-RPM operation, hence the need for improved oil scavenging.
You can improve the Coyote lubrication system’s durability with a billet steel pump G-rotor. Traditional engine building logic is to adjust the pressure relief valve to increase pressure. However, this is unnecessary with the Coyote because Ford has thought of that for you. It has plenty of pressure as is. All you have to do if you’re opting for hardened internals is to check rotor-to-pump clearances during assembly and perform generous pump priming during installation. Fill the cavity with engine assembly lube to ensure a good oil wedge on start-up.
Because the Coyote comes with only one standard pump, unlike the Modular 4.6L/5.4L engines, the only modification available is the steel billet rotor inserts in the premium performance pump. Pump housings are the same.
The Ford Performance Racing Parts’ M-6600-50CJ oil pump is an easy bolt-on with factory calibration already done for you. Here’s what you get:
- Fits all 5.0L Ti-VCT Coyote engine applications
- Oil pump assembly with billet steel G-rotor set
- Produced by OEM manufacturer to minimum allowable tolerances
- Pump assembly is pressure and flow tested with OEM procedure
- Recommended for race and power adder applications requiring improved durability under extreme conditions
- Used on 2013–2014 Cobra Jet engines and Ford Racing Aluminator
When you’re preparing the block, it is always a good idea to detail all parts of the block to ensure durability. Ragged casting and machining edges cause turbulence and foaming, which can harm the oil wedge between moving parts. The oil wedge is that protective cushion of oil under pressure between moving parts that prevents metal-to-metal contact. Any time you lose that oil wedge, you have a high risk of severe engine damage.
Examine crankshaft journals and shoulders for any irregularities. Seal contact surfaces should be buttery smooth. Oil galleys in the crank must be inspected for obstructions of any kind. Although this is a world-class forged steel crankshaft, mistakes do happen in production and you are ultimately the final phase of inspection. Micropolishing the crankshaft journals improves oil flow and wedge. Always do an assembly mock-up and examine oil passages at the main and rod bearing journals.
Ford has provided a factory oil cooler on 2015–up Coyote engines to help further carry heat away from the oil. Ford Performance Parts offers you the option of an external oil-to-air cooler/filter adaptor, which is installed instead of the factory oil filter/cooler mount. There’s also the oil-to-water cooler, which is easy to install and provides extraordinary cooling capacity. Even if you do a little weekend canyon cutting, an external oil cooler is always a nice option because they don’t cost much and can prevent a lot of engine wear.
A Smooth Journey
Your Coyote build should include cleanup work in the oiling system. All galleys and passages should be chamfered to the point where there is no oil turbulence under pressure or during drainback. All oil contact surfaces should be smooth. Remove all ragged surfaces and stress risers.
Written by Jim Smart and Posted with Permission of CarTechBooks