The transmission is a major factor to consider when converting to modern drivetrain components. In particular, you must determine fitment in the transmission tunnel and shifter location. Modern transmissions, with their additional gears and capabilities, are considerably larger than their older counterparts, and there are many horror stories of chopped transmission tunnels to make the driveline fit.
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The position of the engine is a big factor in determining the location and compatibility of the transmission. If an engine uses tall engine mounts, is pressed rearward, or is offset to clear components it will greatly affect the relationship of the transmission tunnel and the transmission. The bigger transmissions with extra gears do not want to fit in the early transmission tunnels.
The use of off-the-shelf components will limit your options for positioning the driveline to those designated by the vendor. With builds that start from scratch, the engine and transmission can be set for an optimum height and clearance in the tunnel.
Most street rod builders start with the chassis sitting on the correct wheels and tires, with the rear axle and front suspension set at the correct ride height. From there, the placement of the engine and transmission can be moved to clear the tunnel, as well as other components such as steering, suspension components, and ground clearance. Carbureted engines generally have a 3-degree drop at the back when installed. Looking at the carburetor flange on an old intake, the carburetor plate is machined so the carburetor is horizontal when the engine is sitting at 3 degrees. As a result, the engine is at the proper position for the ideal U-joint angles to the driveshaft. The U-joint should not operate in a straight line because the harmonics through the shaft may cause premature failure. The engine and rear-axle pinion angle need a couple of degrees offset to allow the joints to operate properly.
The Tremec TR-3160 sits behind the Shelby GT350. It has been extensively modified to handle the 526 hp and 429 ft-lbs of torque from the 5.2 and massaged to work with the harmonics of the flat-plane crank. (Photo Courtesy Ford Performance Parts)
Many builders have claimed that the transmission tunnel on an early 1965–1970 Mustang requires modification to install big transmissions such as the T-56 6-speed. It may be possible, however, to fit the big transmissions by setting the proper ride height, pinion angle, and engine position.
On many Ford installations, the engine is offset to the passenger’s side by about 2 inches. This is to allow for clearance on the driver’s side for steering and other components. This may cause clearance issues on a chassis where the engine is designed to run down the middle. Four-wheel-drive adapters can also cause clearance issues.
Engine placement has a great influence on how the transmission fits into the tunnel. The engine here was placed against the firewall for supercharger snout clearance, so this Mustang’s transmission tunnel reinforcement had to be trimmed for clearance of the T-56 6-speed. If the engine had been 1 inch forward no changes would have been needed.
Modern Ford cars offset the engine 2 inches to the passenger’s side to aid in steering gear and shafts clearance. When the engine is placed down the middle of the tunnel, no modifications to the tunnel are needed for transmissions such as this 4R70W in a 1970 Mustang.
There is some good news. Because the modular engine bellhousing hasn’t changed (with two very early exceptions; see Chapter 2), a full range of manuals and automatics are available for the conversion. Everything from modern 6-speeds to conversions to vintage 4-speeds and non-overdrive automatics are available. Yes, it is possible to mount a Ford Toploader behind a Coyote or even a race-prepped C4 small-block automatic.
Factory Manual Transmissions
Factory manual transmissions used behind the modular engine all have internal shift rails, as opposed to the external rods used on transmissions such as the Ford Toploader. Starting in 2005, the shifter used in Mustangs was a semi-external setup, eliminating the longer shifter rail. This can cause some difficulties with some conversions, as most aftermarket shifters are designed for the Mustang chassis.
In 1999 Ford started using a Vehicle Speed Sensor (VSS), sometimes referred to as the Output Speed Sensor (OSS) in place of a mechanical speedometer cable and gear to measure the speed of the vehicle. The speed sensor information is sent to the PCM and then is sent to the gauge cluster and the speed control servo.
On some Tremec 6-speeds, an electronic reverse lockout was used to prevent shifting into reverse, depending on the shift pattern. The reverse lockout is controlled by the PCM, and if the computer senses that the car is in motion, it locks out the ability to place the transmission in reverse. The MT-82 reverted back to a mechanical reverse lockout system.
The first 5-speed to be installed in a Mustang was the Tremec T-45. The T-45 was not very durable and suffered from several recalls for gears and fork issues.
The Tremec T-3650 replaced the T-45 in 2001 and was a good transmission behind the 2005–2009 3V GT engine and the earlier non-supercharged 2V and 4V Mustangs. It is easily identified by its boxier shape compared to the T-45.
The T-56 first saw use in the 2000 Cobra R and was standard in the 2003–2004 Cobras. The T-56 is a very strong transmission and can be built to handle enormous horsepower. The cylinder mounted on the side of the shifter box is the reverse lockout solenoid.
Ford used the T-6060 behind the Shelby GT500 supercharged engines. The 6060 used T-56 technology with improved internals. Note the external shifter and rod to fit the 2005–2010 chassis. This transmission is also set up for a hydraulic throw-out bearing.
Most pre-2011 transmissions have the same length input shaft. The MT-82 has a different length shaft, but the bellhousing arrangement makes them interchangeable.
Aftermarket Manual Transmissions
Yes, it is possible to install a Ford Toploader behind a modular engine, and if you have no need for the overdrive or are doing a nostalgic build it might be the right choice. The newest transmissions from Tremec can handle enormous amounts of power and torque, are comparable in weight (aluminum versus cast-iron housings), and have overdrive capabilities. The much narrower Toploader may fit in certain tunnels without major modifications, but also has external shifter linkage that can cause an obstruction. It can be done, but you need to weigh all the factors before deciding. If you decide to install a classic transmission with your build, you need to determine your application and performance target. Also note that this same bellhousing is also used to install Muncie- and Richmond-style racing transmissions, so if your racing class calls for one of these transmissions, it can happen. If you have decided on a Toploader, you need to refer to the bellhousing section to see how to mate the transmission to the modern engine. One of the advantages to using an aftermarket transmission is the multiple mounting locations for the shifter, allowing the transmission to be adapted to the chassis.
The Tremec 3550 and TKO 5-speeds are still an excellent choice for a transmission swap due to their compact size and ability to handle large power numbers. They are frequently used in cars such as the Factory Five roadsters where space is a premium.
Most owners opt for a Tremec T-56 or T-56 Magnum conversion because these are durable and have an overall excellent design. Modern Driveline sells the Tremec transmission in a variety of arrangements, tailshaft outputs, and shifter positions, and it has T-56 kits to fit almost any chassis.
Factory Automatic Transmissions
All automatic transmissions on modular engines are overdrive, and most are electronically controlled. Through the years, Ford has improved the shifting and torque converters to improve mileage and performance. As with the manual transmissions, Ford began using an electronic pickup rather than a speedometer cable in 1999.
Ford overdrive transmissions allow turning off the overdrive circuit in the transmission. Most systems use a normally open on-off switch to disengage the overdrive circuit. When running an older AOD, there is no provision for the TV cable used in the older transmission to adjust the pressure. When using a drive-by-wire engine setup, it is better to use a computer-controlled pressure system.
The AOD, AODE, and 4R40W transmissions were derived from the FMX transmission and have been developed to be reliable automatics with a minimum footprint. The AOD was a popular conversion before the modular engine, so parts to install it in many chassis already exist. The 4R70W is a sturdy platform in stock form. (Photo Courtesy Sean Hyland Motorsport)
The 5R55E used until 2010 was developed from the 4R series and adds an extra gear. The case became larger as more gears were added. This one is from a 2008 Mustang 4 3V.
Aftermarket Automatic Transmissions
The aftermarket has vast experience with some of the older automatic overdrives used behind the modular engine. The AOD and 4R70W 4-speed automatics have been very popular with not only the early modular engine drag racers, but really found a base following with the last of the pushrod Mustang racers. Companies such as Lentech and TCI have developed the 4R70W to handle drag racing amounts of horsepower, and its smaller size over the 5- and 6-speed automatics make it a good choice when tunnel space is at a premium. It is also possible to run a C4 non-overdrive automatic, as the components have been developed by Performance Automatic. While losing the advantages of the overdrive for a street car, it is a compact unit that, built correctly, will last forever.
Transmission Crossmembers and Designs
The transmission mount hasn’t changed much over the years. In fact, the original rubber bushing from the 1960s Mustangs and other Ford cars still bolts to many of the modern transmissions. The crossmember has changed considerably, depending on model and year of the vehicle. For the more popular conversions there are off-the-shelf solutions for the crossmember. Dave Stribling Restorations sells a universal crossmember that adjusts up to 6 inches in three axis for installation into 1967–1970 Mustangs. Ron Morris Performance manufactures a crossmember that takes advantage of the inner frame rail extensions and is fully adjustable for T-56 installations in the early cars. Stifflers makes a bolt-in crossmember for conversions into Fox-body platforms, and Schrader Performance has a crossmember to mount the 6R80 transmission in earlier vehicles.
Performance Automatics has a full line of Ford automatics with improved clutches and bands, and hydraulic circuit modifications to make these transmissions drive better and handle serious horsepower. Deep pans and other options are available. Shown is the 5R55S 5-speed (PN PA27101). (Photo Courtesy Performance Automatic)
If you are looking for a super compact transmission that can be built to high-horsepower for drag race or similar application, Performance Automatics has its Street Smart C4 conversion kit for Coyote applications (PN PASS26107 for street, PASS26108 for drag trim). This company has been building C4s for more than 35 years; these transmissions can handle big power. (Photo Courtesy Performance Automatics)
LenTech Automatics is one of the early pioneers to make AOD/ AODE/4R70W automatic 4-speeds that are track and street capable. It has since developed a line of parts to take these transmissions to trouble-free heights. The example shown here (PN 7000-4R70-STR) is rated to 1,500 hp and includes the custom-made valve body. (Photo Courtesy LenTech Automatics)
TCI now offers a performance version of the 6R80 6-speed transmission (PN 271701P7). It includes the 6-speed transmission, the TCI-EZ TCU transmission controller, a cooler, and a flexplate for 8-bolt applications. Note also the transmission comes with a genuine dipstick to check the fluid. (Photo Courtesy TCI Automotive)
Aftermarket Controllers
Except for the very first transmissions, the PCM controls all automatics and the circuit used is called the TCU (Transmission Control Unit). If the engine computer cannot control the transmission, or the engine doesn’t use a computer at all (carburetor), several transmission controllers are available to operate the transmission.
If there is a mismatch of speedometer output devices (mechanical speedometer and a digital VSS, or the inverse), converters are available to make the parts work together.
Shifters
Manual transmissions are all shifted internally and automatics are all cable-operated. The semi-external shifters on the 2005-and-newer Mustang make conversion difficult, but many shifters are available for all the modern transmissions.
Stifflers Chassis and Suspension has a full line of transmission crossmembers to mount late-model transmissions into the Fox-body Mustang. This example (PN TCB-M02) mounts the T-45, T-56, T-56 Magnum, TR-3650, or TH-400 into the 1982–1993 Fox-body Mustangs. (Photo Courtesy Stifflers Chassis and Suspension)
Shrader Performance sells a transmission crossmember to install the 6R80 and Getrag MT82 6-speeds into the 1999–2004 SN-95 Mustangs, but its modular design may allow it to be modified to fit other chassis. It uses the 2011–2014 3-bolt isolator and its narrow design may help with some X-pipe installations. (Photo Courtesy Shrader Performance)
Dave Stribling Restorations has a fully adjustable crossmember to fit 1967–1970 Mustangs and Cougars, and it can be modified to work in 1965– 1966 Mustangs. The UTC crossmember fits most transmissions that used the old-style rubber mounting bushing. Fully adjustable in three axis by up to 6 inches, it can help when setting the proper drivetrain angle and making room for exhaust.
Ron Morris Performance makes a T-56 transmission crossmember for 1965–1973 Mustangs that is fully adjustable and mounts to the inner frame rail extensions, and it is custom designed for maximum exhaust clearance. (Photo Courtesy Ron Morris Performance)
TCI now makes its EC-TCU transmission controller available to work with the 6-speed Ford transmissions. It comes ready to go right out of the box with no setup required and is self-contained and fully programmable through the handheld control unit. (Photo Courtesy TCI Automotive)
Flywheels, Clutches and Pilot Bearings
All modular engines use a zero-balance flywheel or flexplate from the factory as well as 164-tooth ring gears. Depending on the assembly plant, the flywheel has either a 6-bolt (Windsor) or 8-bolt (Romeo) bolt pattern. Ford factory clutches came in either 10.5 inch or 11 inch, depending on the application.
Performance Automatic makes a transmission controller including one for the 2011– 2014 6R80 6-speed automatic for Coyote applications (PN PA99142). It comes complete with a harness, and the Street Smart controller requires no computer connection to make adjustments. (Photo Courtesy Performance Automatic)
Dakota digital has a converter to convert an electronic speedometer output signal back to a mechanical speedometer signal. ECD-100 works with Ford and GM cables and uses a remotely mounted switch to calibrate the speedometer using industry standard “measured mile” and GPS calibration methods. (Photo Courtesy Dakota Digital)
Several styles of pulse generators are available for converting mechanical speedometer motion into a digital signal for electronic speedometers. This Classic Industries example (PN SN16) generates a clean pulse from most newer Ford transmissions.
Since the Y-block days, or Stone Age in manufacturing time, Ford has used a .67-inch pilot shaft on the Ford transmissions (with the exception of some early 6- and 4-cylinder applications). Ford originally used an oillight bronze bushing, then went to a needle bearing system, and the new heavy-duty bearings are once again a bushing (aids with some minor imperfections with corroded input shafts that might damage roller bearings).
Modern Driveline has shifter solutions from stock-looking to modern, and it has a full line of shifters that adapt to many different chassis combinations. This Quick Stik shifter (PN MD-83-421-204-02) fits the TKO 5-speeds and allows the shifter to be mounted in either the front or the rear position of the shifter box. A 1-inch offset allows fine tuning of the final shifter position to the chassis shifter opening. (Photo Courtesy Modern Driveline)
Modern Driveline also offers this offset solution for the Tremec transmission. The offset shifter brings the shifter to the driver’s side of the transmission and can be mounted in either the front position (shown) or the rear to fit your chassis. (Photo Courtesy Modern Driveline)
TCI’s Outlaw Blackout shifter is available for most Ford transmissions, including the new 6-speed. It is NHRA /IHRA approved for reverse lockout function and can be fitted with optional handle-mounted buttons to control items such as line locks, trans brakes, or nitrous. (Photo Courtesy TCI Automotive)
With electronic controls of the transmissions, cool, tech-like paddle shifters are now available for custom installations. This is the TCI paddle shifter (PN 301442) that works directly with the EZ-TCU transmission controller. The display shows the current gear and it works with aftermarket 5- or 6-bolt steering wheels. (Photo Courtesy TCI Automotive)
Bellhousing and Adapters
Because all modular engines have the same bellhousing bolt pattern (except for the very first AOD and front-wheel-drive models, see Chapter 3), the supply of bellhousings available to mount just about any transmission available is surprisingly nice. The biggest and most popular conversion is for a T-56 6-speed. QuickTime makes a bellhousing (PN RM-8080) that works with the factory fork or with a hydraulic throw-out bearing and fits all modular engine platforms. Next would be for the Tremec TKO transmissions, for their durability and ability to take abuse. QuickTime sells bellhousings with and without a clutch fork provision. Although the 4R70W is plentiful for the modular engine, a conversion kit is available from Performance Automatics, LenTech, and QuickTime.
Ford Performance Parts offers multiple flywheels for modular engines made of aluminum, billet steel, and nodular iron. This is a billet-steel flywheel for 8-bolt applications on 4.6 and 5.0 engines (PN M-6375-M50). (Photo Courtesy Ford Performance Parts)
This lightweight, aluminum Centerforce flywheel has a steel insert and for use with 11-inch clutches installed behind 4.6 DOHC engines. The flywheel (PN 900205) weighs only 12.7 pounds and is for 8-bolt applications.
Clutch assemblies for the modular engines abound, so you should be able to find the clutch/pressure plate combination you need. This Centerforce Dual Friction clutch kit is for a 2003 Cobra Terminator (PN DF-148075).
Clutch Actuation
Ford has used both cable and hydraulics to operate the throw-out bearing on the late-model manual transmissions. Some of the later-model transmissions do not have provisions for a clutch fork. In fact, Ford dropped the clutch fork in 2005 and went to a hydraulic throw-out bearing in the Mustang. A cable-style clutch was installed in the SN-95 Mustangs and a large eccentric mounted under the dash that can conflict with other c o m p o n e n t s in a conversion. Modern Driveline has solutions for both hydraulic and cable actuation of the clutch. Converting to a hydraulic throw-out bearing eliminates under-dash clutter and line-of-sight issues with cable and additional slaves cylinders. A throw-out bearing such as Modern Drivelines part MD-900-2506 for the T-56 is fully self-adjusting and with line extensions can get around header clearance issues without affecting performance. Consider eliminating all the mechanical clutch release designs and look at installing a hydraulic throw-out bearing used since 2005.
QuickTime bellhousings has a full line of bellhousings for both manual and automatic conversions. It has solutions for new and old transmission, such as this bellhousing for a modular engine equipped with a T-56 6-speed (PN RM-8080). (Photo Courtesy QuickTime)
The GM TH-350 automatic remains a popular racing transmission, and yes, you can install one behind a modular engine. J.W. Performance Transmissions sells a version (PN 92462-46TH) designed to install behind a modular engine. It is made from cast aluminum and is five times stronger than the original. (Photo Courtesy J.W. Performance Transmissions)
Older Toploaders have the same mount pattern as the Tremec TKO, so you could use a QuickTime bellhousing (PN RM-6080) for these transmissions to fit the Toploader. You would probably need to use a hydraulic throwout bearing because the clutch fork arrangement is different. A bellhousing for Muncie/Jerico transmissions is also available (PN RM-6082). (Photo Courtesy QuickTime)
Driveshafts
Ford installed a two-piece driveshaft in many applications, such as Super Duty trucks and full-size vans prior to 2005, but in 2005, it began installing two-piece driveshafts in Mustangs for resonance compliance. These two-piece driveshafts allow for high-RPM stability and eliminate resonance that can destroy the driveshaft. This style of driveshaft has a central bearing and uses CV joints instead of a U-joint on the rear-axle side. At the rear-axle end, a damper is installed to absorb axle vibration and attenuation. Most modular engine conversions use a one-piece driveshaft due to cost, and your late-model engine doesn’t require the two-piece unit.
The hydraulic throwout bearing, which Ford began using in 2005, allowed Ford to close off the bellhousing and run a hydraulic fitting to the driver’s side of the bellhousing. This setup is from a T-6060 transmission.
Modern Driveline makes a full line of hydraulic conversion components for your project. This kit (PN MD-910-1002) bolts to the side of a T-5 or TKO aluminum bellhousing and allows for a conversion of the original clutch fork over to hydraulic actuation.
Modern Driveline’s LF series of hydraulic clutch conversions is available for early Mustangs, Cougars, Falcons, Comets, Fairlanes, Mavericks, Granadas, 60s, F-100 pickups, and Fox-body Mustangs. The pedal adapter has been engineered to provide the exact ratio needed for the clutch master cylinder. This is kit MD-910-0002 for 1965–1966 Mustangs. (Photo Courtesy Modern Driveline)
McLeod Racing sells hydraulic throwout bearings for all popular Ford transmissions and offers complete kits for some conversions. This is the 1300-series bearing (PN 1302) for T-5 and T-56 applications in a bolt-on style. (Photo Courtesy McLeod Racing)
Modern Driveline uses race-proven Tilton throwout bearings in its conversion kits. This example (PN MD-900- 2506) for Magnum T-56 applications is a slip-on design with a centering bolt to connect to the input shaft collar. (Photo Courtesy Modern Driveline)
Primary materials for the driveshaft are steel, aluminum, and carbon fiber. Steel DOM driveshafts are the most common and the lowest cost. Aluminum driveshafts are now used in most factory installations due to their light weight and reduction in recipricating weight. Carbon fiber is the lightweight king and is very strong, but is the most expensive to build. Companies such as the Driveshaft Shop and Dynotech Engineering can help you design the right shaft for your project. Most local shops can build you a nice driveshaft with off-the-shelf parts for most projects, but as you get into higher horsepower and exotic materials, it is better to seek out companies that have real experience making these shafts. Building a shaft out of carbon fiber is completely different from welding up DOM, and I have seen a lot of shaft failures because of inexperience. Seek out a reliable builder for the more exotic shafts.
This typical late-model two-piece driveshaft shows the center bearing. The center bearing helps to improve high-speed vibration issues with solid rear axles. Most applications don’t require this center bearing.
This driveshaft was made by a local fabricator to fit an early truck with a Magnum T-56 mated to a 2003 Cobra IRS conversion. It was made with DOM steel, and all the parts to build it were off the shelf.
Dynotech custom fabricates any driveshaft from steel, DOM steel, aluminum, or carbon fiber to any specified length. It can also make two-piece driveshafts with a center bearing if your project requires one.
Ford uses three primary U-joints: 1310 (left), 1330 (right), and 1350 (not shown). Most applications call for a 1310 or 1330, with trucks and high-performance applications using the bigger joint. Note that the 1330 joint has a grease fitting and the 1310 does not. The grease fitting has been known to crack under heavy load, so it is recommended to use joints without the fitting in performance applications.
Swap Spotlight: Coyote Swap into a Fox-Body Mustang
The Fox-body Mustangs of 1979– 1993 are only second in swap popularity to the first-generation Mustangs. Indeed, there are so many Fox conversions now that the specific parts available to do this conversion outweigh those for the first-generation cars.
Skyler Hardy’s 1992 Mustang LX is finished in its original Wild Strawberry paint. Mickey Thompson radials, 26 x 6 in front and 26 x 10 drag radials in the rear, are mounted on 17 x 4.5 and 15 x 10 SVE drag rims. These are the big clues to the real secret that lies under the hood.
We didn’t need to look far to find a quality conversion. Skyler Hardy of Avon, Indiana, is the proud owner of this 1992 Wild Strawberry Mustang LX. This car began life as a 5.0 5-speed. A nice ride for sure, but Skyler just wasn’t satisfied with the performance from the original pushrod 5.0, so he opted for a 5.0 with dual overhead camshafts, in the form of a 2013 sealed crate engine.
After pulling the pushrod engine, Skyler got to work cleaning up the engine compartment for a much cleaner install. Scott Rod panels were used to smooth out the interior, and all the wiring would be hidden on the back side of the aprons as much as possible. A UPR Fox-body tubular K-member was used that was already adorned with modular engine mounts, and the UPR coil-overs were used with 10-way Strange adjustable shocks and struts. Maximum Motorsports  caster camber plates were installed along with a Steeda bumpsteer kit and a Flaming River manual rack-and-pinion steering system. The rear suspension has all Team Z parts with relocated upper control arms and dual adjustable lower arms.
A Tremec 3550 5-speed with an 11-inch clutch and stock Ford adjustable clutch cable were used. Scram Speed made the throttle-by-wire pedal adapter, Stifflers made the transmission crossmember, and the whole conversion is a bolt-in affair. An aluminum driveshaft came straight from Ford Performance and ties to the 8.8 rear axle with 3.73 gearing.
The sealed crate engine didn’t need too much tweaking, but the computer was reprogrammed with a Coyote tune via Palm Beach Dyno. The Ford Control Pack computer system is mounted behind the front engine apron out of sight. American Racing Headers makes a Coyote-specific full-length conversion header, and JLT provided the cold air intake. The return system already installed in the Fox body was upgraded with an Aeromotive fuel pressure regulator attached to the stock lines. The cooling system was a generic Fox-body radiator that Skyler just had “laying around.” They had to cut off the outlet and relocate it, but it works just fine.
Skyler reports that fitting the engine was a straightforward job, and the most difficult part of the swap was routing and securing the wiring and cables. There was a small clearance issue with the number-2 header tube, so a set of spacer plates was made to raise the engine enough to clear the header tube. A set of custom heater crossover tubes was fabricated to complete the flow of coolant through the engine, and the mass air meter connections were lengthened to fit.
Skyler swapped out the 5.0-liter pushrod engine for a 5.0-liter DOHC Coyote engine via Ford Performance. This sealed crate engine has been unsealed and is now pushing 430 hp and 398 ft-lbs of torque courtesy of a new Palm Beach Dyno tune, JLT intake, and ARH headers.
After a clean-up of the original wiring harnesses and a fresh coat of paint, the Fox Mustang was fitted with a UPR tubular K-member pre-engineered for installing the Coyote engine using earlier SN-95 engine mounts.
The 1992 Mustang LX is finished in its original Wild Strawberry paint. Mickey Thompson 26 x 6–inch radials were installed in front while 26 x 10–inch drag radials are mounted in the rear on 17 x 4.5– and 15 x 10–inch SVE drag rims. The clean lines on the outside give only a small hint to what has occurred under the hood.
The UPR K-member is already set up for the Coyote engine in the Fox chassis. A manual rack and pinion was installed because the crate engine doesn’t have provisions for a power steering pump.
A Ford Performance Parts adjustable clutch cable was used to handle clutch duties, and an Aerospace Components master cylinder makes room for the Coyote engine in the bay. A Hurst line lock mounted by the hood hinge gives you a clue about the potential use of the car when completed.
A Ford Control Pack and computer were used with this conversion, and the computer was tucked away under the passenger-side fender. The wiring was run through the firewall and then through the side of the engine compartment under the passenger-side hood hinge for a cleaner install.
The mounting position of the engine in this chassis gives you an idea of the room at the front of the engine bay for turbo or supercharger applications. The radiator is a universal, generic-fit unit.
The Fox-body fuel system has a return line for the pushrod engine, so hooking up the Coyote was a snap using an Aeromotive fuel regulator. The Ford Control Pack requires the conversion back to a mechanical fuel return system. The inlet from the late-model setup was reversed via a 180-degree AN fitting and Ford fuel line adapter.
Take a look at Skyler’s award-winning ride and get a feel for how a Coyote engine would look in your Fox-body platform. You can see why the Fox body crowd has been re-energized.
Written by Dave Stribling and Posted with Permission of CarTechBooks
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