Coyote crate engines propose their own set of issues. -- I think I figured out a contributing source of issue with the coyote in a crate / swap situation. (OK, - any install using the FRPP system ), .
== In addition, we have a possible issue with the external
oil filter/cooler system as provided for use with *modern* engine systems.
First, FRPP Coyote V8 :
The FRPP wiring and computer kit that allows the installation of what is effectively a 2010 Mustang GT V8, actually disables the active cam timing feature. -- This is not only a crucial part of the engine management system, it is *really critical* during startup. –with no crank/cam retard , it then requires longer than normal “Crank times” to achieve startup and full
oil flow/pressure. The idea being that since the engine takes longer to start, it spends more time at low revs, under low
oil flow / pressure conditions.
Keep in mind,- while it is cranking , at low revs (under 400 RPM) the computer would also be double cycling the injectors to achieve startup. This has a side effect of effectively “fuel washing” the cylinders and also eventually diluting the oil, whilst having an overtly rich startup. -- How can you tell >? – guaranteed during a startup on a coyote crate engine powered vehicle, you will have a puff of smoke / fuel during eventual startup, signaling the rich mixture.
TEST: if you have a stock 2010 mustang GT, sitting next to a coyote crate engine , and both drivers turn the key at the same time ;
– the Stock 2010 GT will start first, and the crate engine powered car will start 2 seconds later –
Example ; 2010 GT stock –
2010 Mustang GT Start Up & Rev - YouTube
at about 20 seconds in , he starts it from dead cold – it takes about 1 second to start.
Coyote Crate ;
Superformance Cobra with Mustang's Coyote 5.0L V8 - YouTube
Autoblogs video of the SPF with the coyote, at about 15 seconds in,- it takes 2.5 seconds to start and has a puff of smoke at startup ( looks like un-burnt fuel vapor)
So every time the coyote starts, it is experiencing 2 to 3 x wear from the startup cycle and ends up diluting the oil.
Now let’s talk about oil filters - the 2010 GT and say a 1995 GT , -- 1995 was the last time the FL1A / WIX 51515 was regular equipment on a mustang GT, it was also the last year of the “old” 5.0L . ---so They have different oil filters with different specifications that effect engine operation and longevity, not to mention filtering stuff out of your oil.
AKA – there have been significant updates and changes to oil filters in the last 15-20 years.
Most people don’t know that there is a bypass valve inside an oil filter to allow oil to flow freely during low pressure situations. This bypass design is not meant for a “running” engine, it is for initial startup and initial lubrication during the crank cycle.
The 2010 GT uses a 22mm orifice filter (.897”) that flows 11-13GPM,- with a 16psi bypass valve. (oil bypasses filtration until 16PSI)
The 1995 GT uses a ¾”pipe fitting orifice for flow ,- (.750”= 18.35mm) flowing 7-9GPM, with a 8-11 psi bypass valve. ( having your oil go through the filter sooner, is not a good thing in this case.)
Do note, when you attach an oil cooler to any engine, with a remote filter setup it draws more fluid volume and energy from the system. In traditional Windsor setups we mandate a High Volume (MH68HV) pump as we usually lose 20-25% of the available oil pressure adding a remote oil cooler / filter system.
In the Coyote scenario with the remote filter adapter, and oil cooler components, we have a system that requires 20-25% more volume than stock, with a filter that is only able to flow 80% of the current *new* filter, which starts “filtering” at 50% of the activation pressure of the current design, and as I mentioned above ,- since the cam crank retard is disabled in the coyote, it spends more time cranking at low oil pressure thereby damaging itself.
Filter data ;
OLD FORD FILTER ;
Part Detail
NEW FORD FILTER ;
Part Detail
hope this helps. ---Steve