Itís finally time to install the engine for fitment. My Dad fabricated some engine hoist brackets. Iím told Ford stopped shipping the Coyote crate engines with lift brackets in 2014. I couldnít find a pair for purchase anywhere on the web. We removed the remote oil cooler, oil filter, alternator from the engine, and gave it a go.
Ultimately we discovered installation is much easier when the intake manifold is removed.
Engine sits low compared to other installs that I have seen.
Shifter Lines up. Looks like only a minimal amount of cutting will be required.
There is about half an inch of clearance between the oil pan and center cross member.
The manifold CMCV actuators clear the firewall by about a quarter of an inch depending on the transmission angle. MMR makes a CMCV lock out kit that removes the plastic actuators located on the back of the manifold. Apparently it locks the intake manifold runner control valves/flaps in the full open position. However, Iíd like to keep that functionality for improved low-end torque and horsepower.
CMCV LOCK OUT 2015 - 2017 Mustang GT & Shelby GT350  - $39.99 : Modular Motorsports, Home of the Worlds Fastest Modular Engines
Tunnel clearance is looking good!
All was looking good until we discovered that the engine was sitting so low that the alternator mounted in its stock position would interfere with the upper A arm! Now I know why there are Coyote serpentine kits with reverse mounted alternators mounted on the passenger side. Crises avoided as I think I have come up with a viable solution with my current serpentine.
Apparently the transmission cross member and transmission mount bolts are not aligning? The shifter is aligned to the floor pan cutout so either the transmission cross member is flawed or the frame rails are not centered? Iíll be taking some measurements.