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Same problem I was describing. It was just easier for me to use a zip.tie

You can try giving this a read. https://www.mustang6g.com/forums/threads/rpm-drops-on-2019-gt.175505/page-4

Where did you source that from?

Engine is an air pump. The more air it can flow (or the less restrictions there are) the less amount of boost (force) is needed to pump the same volume of air.

I love those interiors. Especially the brown leather. If you can't source the parts, which is likely, you will need to find a shop that can do it. No idea of the cost other than to say it won't be cheap

Old thread but in case anyone else comes across this same problem: I used a zip tie wrapped around the belt and the sway bar to pull the belt towards the front of the car. I then turned the crank pulley and the belt aligned itself after 1/2 rotation or so. Of course, you'll have to cut...

I threaded mine in last night and it screwed in without issue. It definitely had resistance due to the OD and coating, but was easy enough to turn by hand and then with a socket.

I bought one new last week and it's blue as well

The X is tuneable "..the Gen 4X takes a significant leap towards meeting aftermarket and enthusiast demands by transitioning to a tuneable ECU and a single 80mm throttle body." https://www.fordmuscle.com/news/ford-performance-unveils-tunable-gen-4-coyote-crate-engine-4x/

I can't hear any squeaking in that video

What makes doing the bottom end on the coyote more difficult than compared to, say, an LS?

....what is the difficulty level? Assuming a person is mechanically inclined, wrenches on their own car for 99% of things, has basic tools, has (most) of the knowledge, etc. I am in the middle of doing the timing set and OPG in preparation for boost. I have found this process quite...

I have read that a possible cause of crank snout failure is bottoming out the crank pulley bolt during install. (Aside from aftermarket dampener and/or a bad crank) Since the crank saver bolt is longer and designed to fill the void that Ford left in the crank, wouldn't this crank saver bolt run...

I have not checked clearances, yet. BUT, your post reminded me that I went with Boundary. Not MMR. I have read a lot of negative feedback on here, and other places, concerning MMR in general. And specifically, their OPG

I am installing new oil pump with Billet gears and a new timing set but didn't go with the Boss tensioners and 350 primaries. Wasn't sure it was worth it. It's hard to get any real definite answer on this

No slop. So far, the engine looks to be in great shape for the mileage.

What's crazy it was just sitting on the Tensioner. I'm guessing the crank pushed it out into the timing cover and then the timing chain movement gave it a ride to the Tensioner where it decided to call home. Huh. Interesting. Now I'm trying to remember if Penzoil Ultra even uses a foil...

That is a great observation. I must admit, I have always been fearful that would happen to me. I wonder who this 'someone' would have been... This piece feels like it's quite a bit thicker than those foil coverage, though.

I am in the process of doing the timing set on my gen 2 coyote. Car has 100k miles and runs fine I pulled the timing cover, and sitting on the passenger side tensioner was the metal piece pictured below. It was just sitting on the front of the body of the Tensioner. I'm surprised it didn't...

An A10 on E85 can pretty much hang with a hellcat in many cases. Add a CJ intake and it's even better. Not saying the mustang wins, but it can be pretty close. A dieting mustang that weighs 3600 lbs vs a 4400lb hellcat definitely increases the mustang's odds of a favorable outcome. Like ~5mph...