How To Change Opg Gear In My 2011 Mustang

| How-To - Engine and Drivetrain

Ford 5.0L Coyote Oil Pump Gear Bandy

Improve immovability and preclude engine failure with installation of a billet oil pump gear set.

Ford's 5.0L Coyote engine has been a proven soldier in the world of high-performance. Introduced in 2011 with 412 hp and now offered with equally much every bit 480 hp in the 2019 Mustang Bullitt, the all-aluminum DOHC V8 has been a favorite of Mustang and F-150 owners. Despite beingness just a "niggling" 302, it tin can out-muscle many engines of larger displacement. And it becomes a superstar with commodities-ons and forced induction. Owners accept cranked out more 600 rwhp with basic blower kits, and far more with the boost turned up.

If in that location's a weak link, however, information technology's the factory sintered-atomic number 26 oil pump gears that can quit when the power is pushed upwards. Although not super common, a failure can be ugly. As you're probably aware, losing an oil pump can be oft catastrophic. No oil pressure ordinarily equals wiped bearings and the potential to lose a crank or rods in a bustle.

Thankfully, the aftermarket has responded with hardened, barracks oil pump gears designed to directly replace the manufactory cogs. The fix is relatively simple, however it requires digging into the engine to access the pump. On the 2011-2017 Coyote-powered Mustangs, information technology tin even be swapped in the automobile without removing the oil pan.

Different earlier small-block Fords, the Ford Coyote uses a crankshaft-driven gerotor oil pump that's located behind the timing cover on the front end of the engine. It's a compact and efficient design, where the inner pump gear is lugged direct to the crankshaft. But because the inner gear rides on the snout of the creepo, the gear is subject to vibration and harmonics developed by the rotating assembly.

The fix requires replacing the two gears in the oil pump along with the lower timing chain drive gear that's included in the kit. Installation involves draining the coolant, so removing the cooling fan, cam covers, forepart engine accessory drive (FEAD), harmonic balancer, timing encompass, camshaft timing chains, and disconnecting the oil pump option-upwardly tube. While non overly difficult, at that place are tricks to getting the job washed chop-chop and efficiently.

To requite you an inside wait, nosotros hooked upward with Kevin McKenna, owner of a ten-2nd 2014 Mustang GT (y'all may think his red GT from Hot Rod Elevate Week and a tech feature on HotRod.com where we installed a QA-1 carbon cobweb driveshaft). McKenna plans to continue his wide-open drag strip assault, so the upgrade is a must to ensure durability. VMP offers its own line of gears and it specializes in Mustang performance, so the Mustang was in proficient hands.

"We want to make sure Coyote owners feel comfortable realizing the full potential of their cars," said Justin Starkey, owner of VMP Performance. "1 common weak area, the OPG (oil pump gears), needs to be addressed on high ability builds, say higher up 700-800 rwhp. Nosotros offer a billet steel replacement, and so the gear failure is no longer an outcome."

To follow the installation, nosotros met upwardly at VMP's facility in New Smyrna Embankment, Florida. VMP dug into the GT, and in roughly 12 hours, we were on our way to the rail. While the gear doesn't add together horsepower or torque, it greatly improves durability, it offers piece of mind, and it volition let McKenna to crank up the power.

Hither's the factory Ford 5.0L Coyote oil pump gear (right) adjacent to the VMP Performance gear ready. The stock cogs are fine for mild mods, only add together a supercharger or and you'll want a hardened aftermarket gear set to prevent failure.

Kevin McKenna's 2014 Mustang GT features a stock long-block with the addition of a VMP supercharger. The simple combination, with a bone-stock torque converter, automatic transmission, and intermission, makes more 620 rwhp and has netted a best of 10.73 at 129 mph in the quarter.

VMP's team got to work by disconnecting the bombardment, removing the air inlet system and the supercharger.

Next, the fluids were drained and cooling hoses to the engine removed.

Injectors, coils and plugs were as well removed, along with the cam covers and balancer. This immune the forepart cover to exist pulled off the engine.

With the front embrace removed, we could access the timing chains and oil pump.

Information technology's important to align the chains, mark them, and keep them in social club.

The trickiest part of the job is removing (and replacing) the oil pickup tube bolts. VMP tech Donny Duffey used a hinge box-terminate ratchet and he had a magnet at the ready.

With the tube asunder the pump only slides off the front of the crank.

Separating the pump case revealed the gears.

In that location's non much difference to the naked eye, however, the VMP gears are fabricated from hardened steel, where the mill gears are make from sintered metal.

Earlier installing the new gears, Duffey applied a liberal amount of break-in-type oil.

He then slipped the new gears into the instance and rotated to ensure they turned without interference or bounden.

Next, the pump was sealed up

and Duffey aligned the inside gear to slide easily onto the crankshaft.

The kit as well includes a hardened timing chain drive.

Duffey slipped the small gear over the creepo and he reinstalled the chains and remaining parts.

Afterward approximately 12 hours the Mustang was whole once again and set up to hitting the track.

Source: https://www.motortrend.com/how-to/ford-50l-coyote-oil-pump-gear-swap/

Posted by: maasthip1940.blogspot.com

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