One question about the Fox Coyote swap crossmembers shown above.
It appears that the ends of the crossmember are designed to bolt solidly to the stock crossmember mounting tabs. Is this correct?
One piece of information that you may not have. 1979-81 Fox chassis cars have a tab spacing of about 2.75" for the crush sleeve in the transmission crossmember. !982-93 cars have about a 4.5" spacing. It makes sense to design the crossmember for the 2.75" length and then include spacers. This will also cover another potential issue below.
The 2nd generation Coyote engine, which is the only complete engine available from Ford Performance now, has CMCV valves on the back of the intake manifold. These require that the engine be moved forward 0.75" in the chassis compared to the Gen 1 engine. If you include spacers at the transmission crossmember, then this 0.75 offset can also be accommodated there.
The only way to deal with the CMCV actuators is to move the engine forward 0.75" or change to a different intake manifold which doesn't have them. One of the actuators sits exactly at the floor of the cowl. To clearance the firewall, you would need to remove the dash and cut into the interior of the car.
We are coming out with polyurethane and solid modular Ford based engine mounts which will move the engine forward 0.75". You also need to have the most current version of the MM k-member which has the center section of the forward brace cut out for oilpan clearance. The photo of the MM k-member in Todd's last post is an older version with the center 1" tube in place still.
The Coyote is too wide to fit between the stock swaybar mounts which are cantilevered off of the inner wall of the frame rail on a Fox. On an SN95 car it is possible to install from the bottom.
I know with the Kooks headers, this is possible on an SN95 Mustang. Square the k-member first. Drill 1/8" holes through the upper frame rail pads into the upper frame rails. Pull the k-member. Then install the engine and trans from the bottom. Then raise the k-member into place. Use two 1/8" drill bits to reposition the k-member, so you don't have to align it with the engine in place.
I suspect that you will need to drop the k-member and install the engine mount to the block at the same time that you install the starter, while lifting the header into place. More or less all simultaneously. That is how it is with the Kooks headers.
All MM k-members for 1979-2004 Mustangs now have the center brace built as two diagonal tubes instead of one long u-shaped tube. This gives more clearance to the front sump of the oilpan. See image linked below.
All of the fitment testing that Todd did was with the older k-members which had the u-shaped center brace.
In Fox Mustang applications where the CMCV valves will hit the firewall, we now have polyurethane and solid engine mounts which allow the engine to be moved forwards 0.7" to fix this problem. It is unknown how this change will work with the Hooker Blackheart headers. According to Todd's information in this thread, there is no CMCV interference issue with the firewall in SN95 applications.
I took the Gen 2 (2015-16) and Gen 3 (2018-20) intake manifolds and overlaid them in Solidworks. When doing this, I aligned the outlet ports of the intake manifolds. I assumed that the intake ports on the cylinder heads are in the same relation to the cylinder bores on both engines. Gen 2 is blue. Gen 3 is brown.
The major difference between the two setups are the angles and positions of the CMCV actuators. They are essentially in the same fore/aft location in both applications.
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