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Discussion Starter #1 (Edited)
Here is a great new part that MMR spent most of last year testing. Ford is notorious for tensioning chains on the wrong side and the coyote was no different. Long story short the chains should always be tensioned on the "slack" or loose side. Unfortunately Ford missed the boat again so to speak, and the driver side cylinder head on all coyote 5.0 engines are tensioned on the wrong side. Many will ask "what does it do?", the answer is it allows for a large sweep of uncontrolled timing and racheting of the cam which is very hard on timing chains and allows for erratic cam timing, for those that have ever degreed a modular engine some will notice that it is very hard to make the cams repeat after a few revolutions, this is one reason. This new part from MMR fixes the problem by essentially flipping the tensioner upside down with a simple billet bracket. The kits includes the MMR billet bracket and ARP hardware. The Cam sprockets must be removed for installation, otherwise it is a very easy install and should be considered for any serious build. Production versions are red Anodized (prototype shown) and available now!

This product is used by:

2014 NMRA Coyote Modified Champion
2015 NMRA Coyote Modified Champion
2015 NMRA Renegade Champion
2016 Coyote Modified Current record Holder
Team MMR and the first and ONLY 6 second 5.0 coyote engine
And so many more.........


Order here: 2011-2017 5.0 Coyote MMR Billet Secondary Tensioner Bracket [467893] - $59.99 : Modular Motorsports, Home of the Worlds Fastest Modular Engines



 

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Your saying that Ford knows this and continues to assemble engines with the tensioner installed improply. Really why would they continue to do this.
 

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Your saying that Ford knows this and continues to assemble engines with the tensioner installed improply. Really why would they continue to do this.
Clearly those Ford powertrain engineers just don't get it. <rolling eyes>
 

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Clearly those Ford powertrain engineers just don't get it. <rolling eyes>
What is your take on MMR saying this then?
 

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I guess I'm saying to take that assertion with a few grains of salt.
Thanks and that is what I was thinking as well. I'm just surprised that MMR would say such thing.
 

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Discussion Starter #7 (Edited)
What is your take on MMR saying this then?
Take a look at the coyote secondary chains, one is tensioned on the loose side, the other is tensioned on the tight side. Things like this are done by manufactures to streamline assembly and cut costs. There is no doubt that it makes little or no difference on a stock engine, but we dont run stock engines and neither do our customers. Our coyote engine make 6 times more power and are revved 3000 RPM Higher using valve springs that exert twice the pressure, these loads are transmitted through the chains and into the tensioners. Data logging using racepak software and factory sensors shows 3-4 degrees of unwanted deviation on the driver side cylinder head, with our bracket and the tensioner inverted the datalogging matched the driver side with little to no deviation, bottom line, the tensioner bracket does EXACTLY what we say it does and we welcome anyone to post facts or data to show the contrary. And please, dont forget, the 4.6 DOHC had the same exact problem, which Roush corrected with a inverted tensioner.
 

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Take a look at the coyote secondary chains, one is tensioned on the loose side, the other is tensioned on the tight side. Things like this are done by manufactures to streamline assembly and cut costs. There is no doubt that it makes little or no difference on a stock engine, but we dont run stock engines and neither do our customers. Our coyote engine make 6 times more power and are revved 3000 RPM Higher using valve springs that exert twice the pressure, these loads are transmitted through the chains and into the tensioners. Data logging using racepak software and factory sensors shows 3-4 degrees of unwanted deviation on the driver side cylinder head, with our bracket and the tensioner inverted the datalogging matched the driver side with little to no deviation, bottom line, the tensioner bracket does EXACTLY what we say it does and we welcome anyone to post facts or data to show the contrary. And please, dont forget, the 4.6 DOHC had the same exact problem, which Roush corrected with a inverted tensioner.
Is the added higher tension springs and the higher RPM the main culprit of this deviation on the drivers side or is forced induction itself a contributor.
 

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Again please MMR, can you answer is this mod really designed for high hp high reving race cars? Seems your talking about 1000 whp 8k rpm high tension valve spring setups here.
 

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Discussion Starter #10
Again please MMR, can you answer is this mod really designed for high hp high reving race cars? Seems your talking about 1000 whp 8k rpm high tension valve spring setups here.

Certainly , and sorry for the late reply, we are not always online. This product is designed for everything from street use to full race use, it will benefit everyone. Obviously the more modifications such as cams, valves springs and power adders the more critical something like this becomes, or it is for the guy that simply wants the tensioning system to work the correct way, regardless of HP or modification.
 
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