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I have some basic questions about the 2015 Coyote 5.0 engines. I bought a 2015 F150 Coyote 5.0 engine. Wrecked at 186 miles in a IIHS safety test. The problems I am having is with the differences between the 2015 Mustang GT 5.0 and the 2015 F150 5.0.
The car engine and also I believe the crate 2015 engines have an oil filter adapter with one oil sensor mounted on the adapter. Sensor #9278. The car engine also has an oil pan, oil level sensor.
The truck 2015 engines has a different oil filter adapter, larger and with two oil sensors. A sensor that appears to be similar to the car #9278 sensor, but also there is another sensor that has an "O" ring seal, and secures with a bolt. The "O" ring sensor does not have a part # in any of the drawings I have found. The 2015 truck engine also does NOT have an oil pan level sensor.
My problem is I cannot use the larger truck oil filter adapter. It hits the steering rack. It just won't fit. I bought a Moroso remote filter relocate adapter and a Canton Racing remote filter base, and plumbed them with -10 AN fittings. The Moroso adapter has a port for the #9278 sensor and I installed it there. I had talked to Ford Racing Performance before ordering the relocate parts, and they said I didn't have to relocate the unknown "O" ringed sensor. Now they call me back and say I need the other sensor, but they can't or won't give me any more info. I have called and emailed, but they just ignore that part of my question.
There is one Ford control pack for the 2015 Coyote engines. The info on it says when used on a truck engine a re-tune may be necessary. With the Ford control pack, it plugs into the existing engine harness on the Coyote engine. The car and the truck engine harness' are different in where the wires go as far as the oil sensors are concerned. The car harness wires go to the #9278 sensor on the filter adapter, and continue to the oil pan level sensor. The truck harness terminates at the oil filter adapter, with one branch to the #9278 sensor and the other to the "O" ringed sensor. There is no oil pan level sensor on the truck engine.
Has anyone on the forum used a 2015 F150 Coyote engine in any re-power, or does anyone know where or how to relocate the unknown "O" ringed sensor?
Hey Brent,
I was looking through your build at the pics of your engine. The harness looks quite a bit different than the crate version. Yours has all the battery wiring, and a couple large connectors I don't have. Because your was actually in a vehicle I would imagine the harness has take offs for your lights, washer squirts and stuff like that. Can your harness be stripped down farther? Is there a sub harness than comes off is what I'm asking I guess.
Can you post a better pic of that o-ring sensor?
I also looked better at your pics and yours does have the vacuum operated intake runner control. Those are the round plastic vacuum canisters at the back of the engine. The intake looks different though.
The 15' Mustangs have different heads than previous models. They have larger valves and revised chambers like the last generation BOSS. Im not sure if they made it into the trucks. I'll see if I can find a part number on my heads and intake.
As for your mystery sensor, the trucks must have a low oil level light, and might have an oil temp light or gauge. As I mentioned, every oil level (or temp) sensor Ive ever seen was in the oil pan. It seems logical to me that might be a solonoid to cut off oil flow to the cooler in cold weather? A pic would help.
Something else I was thinking about is the FRPP harness will only have up stream O² sensors, so the down stream post cat sensors will have to be removed AFAIK How are those post cat sensors wired into your harness? I don't have provisions for those on the crate harness but I'll take a better look.
You might want to try asking in the new truck portion of this Forum as well. Simple question like where is the oil level sensor on a 2015 F150. Might get some help there too.
I took a look at the oil level sensor in the oil pan on my 2015 S550 motor. The wires are yellow/green and blue/brown. Are those by chance the colors of the wires to your mystery sensor?
Also cylinder head is FR3E-6CO64-CB just in case you were interested. I would wager a guess the truck heads and cams are different as the '15 truck engine is 385hp and the S550 is 435. The truck is tuned more for truck work naturally. I think a tune will be needed for sure. But shouldn't be too much for concern.
The crate engine harness harness is FU5Z-12A587-E. It mentions that the ECU won't work with a stock engine and will be a "no start" so I'm guessing the crate harness is different. Honestly if your harness is as different as I am picturing... I'd see what the crate harness costs? Maybe its not too bad. Then you just need to install the low oil sensor in your pan, or jumper the wires together and plug it into the FRPP harness.
These are the two main connectors on the crate engine. Does your look like this?
The large one plugs into the FRPP main harness, the small one plugs into the FRPP smaller take off harness for the MAF and ALT. Those are the only connections to the engine harness except the O² sensors. There are two empty connectors on the crate engine harness for those.
I think I have identified the sensor as a 6C880 variable valve timing sensor, or crankshaft position sensor, or differential pressure sensor FT4E-6C880 I can't see any other place to relocate it to. I don't know where or if it is used on the crate engine. Looking further. It seems to go by a number of different names, also FT4Z6C880-B $15 and available, but what does it do, and can it be relocated. Ford Racing is now ignoring my emails.
A picture would really help. I saw the one in your build but only part of it. You got a pic of the business end? I can try to help by duduction.
CRANK POSITION SENSOR is not immersed in oil. It works similar to an ABS sensors most have seen. There is a wheel with teeth attached to the back of the crank. The sensor simply watches those teeth go by and can tell rpm. There is a one tooth missing which create a spike every time it passes by the sensor. This is how the computer knows the exact position of the crank, and therefore the pistons. It uses this information for several things, but mostly triggering a coil to spark and injector pulse width. That sensor is here.
VCT SENSOR. Your engine has TiVCT. That means twin independent variable camshaft timing. As opposed to the earlier 3 valve SOHC. The previous 3 valve engines used a VCT sensor that looks similar to (the little bit I could see of) yours, but they were located in the cylinder heads. One per head. The new TiVCT (like yours) has two of those in each head. They are called oil control valves and there is one for each intake cam, and one for each exhaust cam. They are located here.
Because you have those oil control valves in the heads that rules out the VCT sensor you mentioned. Those valves direct pressurized oil into the cam phaser and either retard or advance each cam independently. You will also see camshaft position sensors located in the back of the cylinder heads. One for each cam, four total. Also on the passenger side head a cylinder head temperature sensor.
A DIFFERENTIAL PRESSURE SENSOR is used to measure flow in an EGR (exhaust gas recirculation) system. Because the TiVEC engines can independently control and retard the exhaust cam EGR is not used.
I think the best way to figure out what it is to see what it does. Again a good picture would help, and look inside where it mounts. Is it controlling oil flow? Are there holes in it for oil to flow and a unger that moves inside it? Then where would be corresponding holes in the boss that it threads. Maybe its just an oil temp sensor.
This could go on forever. I can say for certian we will figure this out. But need PICTURE.
The business end, two screens and an opening un-screened.
Closer look.
The port on the filter adapter it goes in, and the bolt hole that secures it.
Two wires, grayish brown and grayish with a yellow strip.
The end opposite the sensor opening port, the brass part is spring loaded. I think it responds to changing oil pressure. Opening with higher pressure and closing as it reduces.
Well that sure looks like an oil control valve of some sort. In the cast oil filter adapter it looks like there are different passageways and controlling that valve would switch oil to different passageways? Is there any other outlets on that factory adapter like for an external additional oil cooler?
All I can say for sure is my crate engine does not have one. When you took off that adapter there were just two oil passage ways in the block right? Then two round o-ring passageways in your Moroso relocate adapter right?
I think that is a oil control valve that sends oil to the cooler when the engine oil reaches a certain temp. When cold, oil does not flow to the cooler. If you are eliminating the cooler in your installation there is no need for the valve. The Ford controls pack I have does not provide for the operation of this valve.
Nick and Mike, I think your both on to something with it being an oil control valve to the oil cooler. I looked again at the passages and they do seem to connect to the oil cooler. I'm hoping I can just eliminate this sensor/solenoid. I definitely don't have room for the oil cooler. The block had three ports, two that match to the "A and B" ports for oil in and out, and a third that matches to the threaded port for the oil pressure sensor, on the Moroso remote filter adapter.
Nick and Mike, I think your both on to something with it being an oil control valve to the oil cooler. I looked again at the passages and they do seem to connect to the oil cooler. I'm hoping I can just eliminate this sensor/solenoid. I definitely don't have room for the oil cooler. The block had three ports, two that match to the "A and B" ports for oil in and out, and a third that matches to the threaded port for the oil pressure sensor, on the Moroso remote filter adapter.
Thanks again, Brent
Brent, if it is a control valve and you don't use the oil cooler you should be able to use the Moroso adapter correct?
The block had three ports, two that match to the "A and B" ports for oil in and out, and a third that matches to the threaded port for the oil pressure sensor, on the Moroso remote filter adapter.
This is a picture of the Ford relocate adapter.
Its the only one I could fine showing the side that attaches to the block with o-rings. The Moroso one should be the same. I haven't removed my filter adapter because I haven't had reason to do so yet. But looking at the adapter there are two holes with o ring seals. One for oil in and one for out. The pressure sensor has a port machined into the adapter on the pressure side. So the actual engine block should have just two holes AFAIK.
Mike has the 11-14 set up and his engine or wiring don't call for that. I have the 15-15 set up and mine doesn't call for that either. I think its safe to say it is not needed. I really think it is for cold oil flow as well. I think the biggest challenge you'll face is the truck engine harness.
Nick, your right. The Moroso adapter is the same as the Ford part. There were three holes in the block, under the Ford truck adapter. They were all inside the large irregular "O" ring or gasket area. On the Moroso adapter there were two round "O" rings, that correspond to the "A & B" ports. It's installed per Ford https://fordperformanceracingparts.com/download/instructionsheets/FordInstShtM-6881-M50.pdf
I'm not sure if I need to do the priming procedure, as my engine was in a running truck with miles on it before I got it. It has been a month since the oil was drained for shipping. I guess it wouldn't hurt though.
