How to Build a 5.0 Coyote Engine on Any Budget


The fortified front end. MMR’s billet chain guides desist deflection, which in-turn allows the phasers to correctly maintain the corrected camshaft phasing.


The Coyote comes from the factory with an oil pan gasket that contains an integrated baffle. MMR also supplied an oil pickup and oil pickup standoff that’s designed specifically to be used with ARP main studs. The spacing to the pan was perfect and didn’t require any extra shimming.


Moroso’s fabricated pan is designed to fit both the S197 and Fox body transplant chassis. An extra quart of oil capacity is accompanied with a trap door baffling system that will keep our pickup from starving under high G-load cornering.


The last bit was our Edelbrock 8-rib conversion, overdrive damper for the 2650 E-Force supercharger that we will be installing soon, so stay tuned to what’s next for Project BOSS 302Revival!





(805) 339-2200


(800) 999-0853


(888) 733-2505

JE Pistons

(714) 898-9763

K1 Technologies

(440) 497-3100

King Bearings

(973) 857-0705

L&R Engines

(562) 802-0443

Modular Motorsports Racing

(805) 383-4130


(203) 453-6571

Summit Racing

(800) 230-3030



  1. Tons of great information here, thanks for sharing! I’m looking forward to coyote swapping my 97 GT, just trying to figure out how much I really want to spend on the build, and this really helps!

  2. 500 HP?? Do you guys really believe this is all they can handle? I’ve been running 609 rwhp in my 2013 F150 for 127,000 miles. Plenty of other guys making alot more than 500 with these engines. Do a little more research next time guys.

    1. We are talking about really handling it, not as a burst through the gears streetcar or 1/4 mile at a time. If yours is holding together at 600 plus with your typical use, that’s great but we are talking about a solid conservative power rating. There is a great possibility that your 600 hp wonder would disassemble itself under the kind of use we subject these motors to.

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