Stuff I learned from Ray

I didn’t get much time to work on the car this week — I was back in Ohio much longer than I had anticipated. It’s a busy week anyway as this is the week of the “Back to the Fifties” auto show in St. Paul Minnesota. Dad and I go to this show every year and pretty much hit overload on old cars. Typically there are over 10,000 cars made from 1964 back to the beginning of time. The Minnesota Street Rod Association puts on the event and it’s awesome.

There are no Mustangs here.

It’s by design too — MSRA even has text to that respect on their web site. Obviously anti-Mustang sentiment (probably because there are so many Mustang clubs they simply don’t want their event “polluted” by a bunch of loud cars that would distract from the already loud cars in the club ;)

Anyway, Ford and Chevy have booths at the show. Ford Racing, that is… Which is where I got to speak face to face with Ray… Who’s Ray? He does have a last name, but I forgot to write it down — he’s “the guy” — and I know he’s the guy because when I’ve called into the FFRP support line for the Coyote, I had questions. Lot’s of questions. Eventually, I hit a point where the tech on the line was somewhat baffled and said “Call in and ask for Ray.”

It was great to meet him. Our conversation lasted quite some time (Ray is a terrific guy — even loaned me a pen and paper so I could take these notes). I had a ton of questions and Ray knew the answers to every one of them. The information was flowing from the fire hose and I was drinking as fast as I could.

Let’s break down the pointers here, because I’m sure if you’re reading this far you want to know some of this stuff — it’s not really evident from the other forums and research I’ve done.

Pointers and Suggestions:

  1. Use the factory air-box “as is”. Do not attempt to modify it to do the usual cold-air insanity, or you will need to re-tune the motor. Note: Ray wasn’t discouraging the modification of the airbox — I was intending to use the airbox for a host of reasons. I may someday do something cold-air oriented — but will re-tune the motor at that time. In the mean time, for the shorter haul, I am shooting for stability. It doesn’t make sense to step off the recommended Ford path during the initial build — stick with the system as designed as much as possible, because any trouble-shooting effort during the build and install is going to be hampered by any non-stock choices you’ve made.
  2. I don’t need hoses for my New Edge build — the hoses under the engine already will work — and the quick-connect to the Coyote on the top radiator hose is included in the control-pak kit. This was a relief because I couldn’t find anyone on the net that seemed to have anything much to say about this.
  3. The wiring layout for my new PCM will have to be connected through the old PCM since I’m re-using it for gauge duty (see prior rants posts about gauges).
  4. For the water-pump sensor pick-up, I need to purchase an in-line hose-mount for the sensors, on the bottom hose. That way I can wire in the factory pickup (for the idiot-light gauge) and the new Auto-Meter pick-up, which will tell me the awful truth about the water temperature.
  5. While we’re on the subject — the fan on the engine, like the old PCM, is controlled by the Coyote PCM. Ray told me not to get concerned about the temperature that the new PCM decides is hot enough to kick in the fan — it’s not using a water sensor, it’s using the engine head temperature to decide when this should happen.
  6. The tap for oil pressure gauges (the idiot light and the real oil pressure gauge) is under the oil filter in a similar location for where it is on my 4.6.
  7. Don’t miss the fact that the engine has 3 (maybe two, not clear due to my notes) vacuum hook-ups on the top of the motor — one of which must be hooked to the fuel regulator. Leave one open — you guessed it — and your Coyote is not going to run right.
  8. To tune the fuel pressure, make sure it’s 55 PSI, and checked without vacuum. It will drop when the engine is running and hooked up right, but that’s how you set the pressure.

Ray was a great guy to talk to and very supportive of my project — with people like this, I can fully understand why FFRP parts are so prevalent. I learned so much in such a short time. Nothing happens by accident — the timing here is very interesting to me.

I’m still waiting on my fuel system, darn it. I’ll keep you posted — after the car show ends. In the mean time, I’m going to be overdosing on hot-rods.


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