Coyote Gen 4X with 6R80W transmission

[Smiley]

As I am prepping for my Gen 3 Coupe build I keep vacillating between old school push rod and brand new modular.

I have a minor disability that leads me to an automatic transmission.

Is anyone building or planning to build with the Gen 4X Coyote and the 6R80W auto tranny?

I always hate being the beta tester 🤣 I’m no edwardb (Paul).

Thanks,
Steve

[Kbl7td]

If you have enough will power and fab skills any engine/trans will fit into these cars.

[Smiley]

For any that have viewed this post I thought I would give an update.

I am unable to find a Coyote Gen 4 with a 6R80 transmission as a package, crated up and ready to install.

I would most likely have to cobble it together myself, engine, tranny, torque converter, control pack, etc.

I am not up for building my own Frankenengine/tranny combo that no one will stand behind except me.

Since I have some nerve damage in my legs, I want an automatic, so I am back to square one.

Blueprint Engines sells pushrod engines of various displacement combined with the 4R70 AODE as a package for the Coupe.

Either carbureted or EFI with the Holley Sniper (no other options), I really, REALLY would like EFI, but reading recent reviews on the Sniper and talking to a local Coupe owner that has one, that’s off the table. I will most likely go carb and consider some other EFI down the road. Back to the basics of the analog age I suppose.

As a side note I will add that Gordon Levy has been super helpful and responsive, every email I’ve sent has been responded to, literally, within minutes.

Mike Forte has also been helpful, but the only Gen 4 Coyote with automatic he can source has the 10R80 bolted to it and Gordon says it won’t fit.

The only automatic the team at FFR supports is the 4R70.

That’s where I sit, I’m going to redo my build list/wish list and try to decide which pushrod engine to go with. I’m thinking 427 stroker, but common sense may yet prevail.

As a pilot the mantra is “too much horsepower is almost enough” I guess time will tell.

Thanks for reading, Steve

[Fbird]

What about a used gen 2 ora gen 3? I am going to try to put a 2021 mustang coyote with a 10r80 in a mk4. It appears a 6r80 will fit and there are stand alone controllers you can use to regulate the 6r80. I also have a gen3 coupe. Modifying it to fit the 10r80 looks like to much integral structure would have to be compromised to make it fit. The mk4 looks like it could more easily be modified due to the simplicity of the frame. This is what I am hoping to do. There are control packs available for the 10r80 and the coyote. Perhaps a used gen 2 or gen 1 with a 6r80?

Anyone have any ideas? As soon as you mention the auto there appears to be much less experience out there. My wife said she would drive my new mk4 if I can make it an auto. No interest in trying to learn stick again.

[Smiley]

That’s an idea, but I would really like a new crate engine / transmission combo that some who knows what they’re doing has put together.

I realize there are no new 4R70W’s, but Blueprint’s description strikes a chord with me.
“Automatic transmissions include installed Performance Built Automatic transmission, flexplate, starter, 3000+ high stall, custom built converter.” It sounds like they have thought it through and are willing to stand behind it and their reputation seems good.

I still have some time (Nov 30th) to think about it, but being 63, carbureted pushrod engines don’t scare me, even though I would like the convenience of modern electronic ignition and EFI.

The very last thing I want is to completely assemble a car only to find out the “stock” torque converter isn’t optimal for the coupe and then have to pull it out on my dime and experiment to find one that is.

Thanks for the input, I look forward to following your thread on putting the 10R80 into a MkIV

Best, Steve

[progmgr1]

SVTFreak and I both have Gen 2 Coyotes with 6R80's in a '33 Hot Rod. It is a very tight fit and a short driveshaft, but it works. We're both using the Ford Racing control pack, with a custom tune, and torque converters with stall speeds in the 3400-3600 rpm range.

I understand that you will have a little more space in a Coupe, so you could probably wedge in a 10R80. I suggest you dive into the Mustang forums for more information on using an auto-trans behind a Coyote. Some of the resto-mod guys are doing this.

Keith HR #894

[Stangarang]

I have heard from FFR that the 10R80 is too wide to fit the tunnel. You may have to do a lot of fabrication to get it to fit.
Michael

[Smiley]

Growing up, most cars were three speed transmissions (three on the tree), with high performance sports cars being “four on the floor”, the overdrive transmissions seemed to come into play in the late 70’s early 80’s because of gasoline efficiency mandates.

Question: what is the advantage of having a six or ten speed transmission over a four speed?

Getting up to highway speeds, say 60 MPH to keep the math simple, means that you are upshifting every 6-10 MPH on average. Other than keeping the engine loping along at relatively low RPM’s (burning less gas for a given speed), what is the upside of so much gear changing with a high HP, high torque engine?

I would think such an engine would do just fine with 4 speeds.

I know that when I was driving a dump truck in my early twenties, I needed every incremental gear available PLUS a two speed differential to get that fully loaded slug moving, but empty I could skip every other gear, keep the differential in high, and the engine was perfectly happy.

Thanks, Steve

[progmgr1]

I'm building my '33 as a daily driver, with the crazy idea that I'll take it on extended road trips. Operating at a lower RPM both improves the gas mileage and reduces the noise - two good things for those trips to see the grandkids. For those reasons, I went with the 6R80. Also, I was able to buy the engine, trans, control pack and shifter as a complete crate package from Ford Racing (called a Power Pack, IIRC). The only change I had to make was installing a higher stall torque converter.

My guess is that a 3 or 4 speed automatic transmission would be fine for any other use. I would recommend that you use a higher stall torque converter and verify that the trans can handle the horsepower that modern engines make.

Keith HR #894

[Smiley]

I'm building my '33 as a daily driver, with the crazy idea that I'll take it on extended road trips. Operating at a lower RPM both improves the gas mileage and reduces the noise - two good things for those trips to see the grandkids. For those reasons, I went with the 6R80. Also, I was able to buy the engine, trans, control pack and shifter as a complete crate package from Ford Racing (called a Power Pack, IIRC). The only change I had to make was installing a higher stall torque converter.

My guess is that a 3 or 4 speed automatic transmission would be fine for any other use. I would recommend that you use a higher stall torque converter and verify that the trans can handle the horsepower that modern engines make.

Keith HR #894

Out of curiosity, when did you purchase your engine and tranny?

[progmgr1]

12/30/2018 - Don Wood Ford / Ford Racing Authorized Distributor (unfortunately, DWF is no longer in that business). I got one of the last Gen 2 Coyotes built. The Gen 3 was already being sold, but the Gen 3 version of the Power Pack included a 10R80 trans which I didn't think I could cram into the '33. I later added a Gen 3 intake to my Gen 2 Coyote to bring it up to the new spec, more or less.

Keith HR #894

[Bob Cowan]

You won't find a gen3/6r80 combo because Ford didn't make one in the Mustang. Not sure about the f-150, but I don't think so. There's no big differences between gen 3 and gen 1, except a little bit more power. If you're after more power, install a blower; that's what I did. If you really want the gen3, just buy them separate and bolt them together. Use a stand alone harness for both engine and transmission.

I built my car a few years ago, and installed a crate 5.0 and 6R80 6 speed. That was before Ford offered it as a crate package, so I had to modify the wiring harness; I hired a pro for that bit.

I really like it, for the most part. Like you, I have a disability that makes using a clutch in traffic difficult. When you mash the throttle, it shifts faster than I ever could. Nice in traffic and in the mountains.

Unfortunately, the 6R80 has some known problems. In drive mode and light throttle, the 1-2 shift is like a kick in the butt, and not in a good way. The 2-3 shift can be a bit harsh, too. I hear the 10 speed has the same issue.

For a light weight Cobra kit, the torque converter is way too tight, especially when cold. I went up a few hundred rpm and it's a lot better. A higher stall also means more heat. The heat exchanger that you normally see on the front of a Cobra isn't big enough. You need something 2-3 times that size.

[Smiley]

So I ordered my coupe kit and engine/transmission yesterday.

Thanks to all who helped in this thread, here is a link to my build thread.

https://thefactoryfiveforum.com/show...35-Coupe-Build