gen 1 heads on gen 2 block coyote

Sometimes good enough just isnt good enough. The GT350 is a Gen II with a Gen III cylinder head on it. The Coyote was also put into the GT500. Material: As Cast Aluminum AL319. Like we mentioned earlier, the Ti-VCT is a huge part of the technology we are referring to, but being able to move the camshafts dynamically is only part of the equation. We, as well as most tuners, like to have the option of using the VCT system in our custom tuning, says Gabriel. RPG Spec series pistons 3.662 Bore 11:1CR if (!window.AdButler){(function(){var s = document.createElement("script"); s.async = true; s.type = "text/javascript";s.src = 'https://servedbyadbutler.com/app.js';var n = document.getElementsByTagName("script")[0]; n.parentNode.insertBefore(s, n);}());} We wanted to ensure increased performance on all upgrade paths, whether turbo, nitrous, supercharged, or naturally aspirated, Gabriel relays. Thanks to the inverted design, the assembly fits under the hood of many early- and late-model vehicles. You have to love modern technology. But all that soon changed. New Ford Gen 3 5.0L Coyote Block Whipple offers a low-profile 3.0L Gen 5 supercharger that was designed and developed specifically for the Coyote! Though still a Coyote-based casting, the ports have been enlarged for increased airflow, the valve diameters have been increased, and the Voodoo-specific camshafts have larger-lift lobes, all in the name of high-rpm power. Since [the Gen-2 Coyote] cams replicate the BOSS cams in specs, the 2015-2017 cams are one of the best options for this build. While the right aftermarket cams would make more power, the potential changes in drivability mean that we take the time with the customer and make sure aftermarket cams are the right fit for them.. Gone are the pressed-in steel cylinder sleeves in favor of a plasma transferred wire arc cylinder wall that was used on the 5.2L GT350 engines. 4-6 Week Build Time. If the LSA was narrow, the power curve was shifted to a higher rpm; there was always a sacrifice. Gen 1 and Gen 3 use 12mm. Finally. The intake, designed for 2011-2015 Coyote engines, accepts a 90mm throttle body and accepts the factory fuel rails. Gregg Dunkin stacked a Kenne Bell supercharger on top of the already stout Ford Performance 5.0L Aluminator engine in his 67 Mustang. We'll send you raw engine tech articles, news, features, and videos every week from EngineLabs. With three generations of blocks, cylinder heads, and intake manifolds, along with the special edition engines, it's important to know what components will work with each other. In 2010, the Mustang was released with a new look, but the same powerplant that had lived between the fenders since 2005. The fact that the valves are actuated by separate intake and exhaust camshafts constitutes the majority of the similarities between the two. Ford Performance Parts Gen 2 Coyote cylinder WebEstimated between Mon, 1 May and Tue, 2 May to 23917 * Estimated delivery dates - opens in a new window or tab include seller's handling time, origin postal code, destination postal code and time of acceptance, and will depend on shipping service selected and receipt of cleared payment. At first glance (left) using stock camshafts and not locking them out seems to go against conventional thinking, but on the Coyotes, this is a tried and true combination for Gen 2s that will see street duty. Only the cam followers and lash adjusters are OEM [as far as the valvetrain components], and so far nobody makes a product in the aftermarket that is better than stock, except in pure race-only form. Gabriel explains. Check out. Even though they are simply another part of the puzzle, they are one of, if not, the most important pieces. Now, Novelo is moving to the top end of the engine to perform the same level of upgrades in preparation for the intended boost from the 2.9-liter Whipple supercharger. document.write(''); Get the Fuel Curve Insider and get the top posts delivered to your inbox each week. Ford and many aftermarket companies understood the importance of designing products to help hot rodders retrofit the modern 5.0-liter driveline into classic cruisers and committed to making those products available. But it was only the beginning. Roush starts with an aluminum 302c.i. (Photo courtesy Holland-Communications). The camshafts in the earliest rendition of the Coyote measured 12mm on both the intake and exhaust cams, with 37mm intake valves and 31mm exhaust valves. Power production was again bumped for the Gen 3 Coyotes. In the last installment of the Boosted Coyote engine build, we saw Livernois Motorsports and Engineerings ace engine builder Fonzie Novelo take our OEM block which was the only salvageable part of the original short-block and create an amazing Race Series short-block capable of handling serious boost and 1,000-plus horsepower. The Gen 2 cylinder heads features larger intake and exhaust valves (37mm intake/31mm exhaust for Gen 1, 37.3mm intake/31.8mm exhaust in Gen 2) and The ECU strategy for the Coyote has always fairly complex, but there is a lot to control. Find it at www.arp-bolts under the new product section. Bill Holland decided a modern-day Coyote would be a good way to go in his extreme TVR build affectionately deemed T-Rex. There have also been a few special-edition Coyote engines along the way. Named after founder Vic Edelbrock, the Victor II Coyote intake was designed for performance with nitrous, supercharged and turbocharged applications in mind. They also offer a high-clearance oil pan (with pickup) and transmission mount provisions for a 4R70W or 6R80. With your new Coyote comes the need for a transmission that can handle the power. Unlike the cross-plane crankshafts, the flat-plane crankshaft uses a 180-degree configuration where opposing rod journals are opposite of each other, as opposed to 90 degrees from each other. The Stage 2 offering adds extra engine RPM capability to the package. Recently, we went through the evolution of the Coyote and highlighted the changes from generation to generation. One of the biggest changes was the addition of direct injection. The third generation of the Coyote launched in 2018 with a number of changes including the introduction of direct injection in conjunction with port fuel. The Gen 1 and Gen 2 Coyotes are nearly identical from the outside looking in, and the major differences between the Gen 1 and 2 Coyotes are improved airflow The return of the 5.0-liter ushered in the resurrection of one of the most iconic engine platforms in automotive history, but almost none of us were prepared for just how significant this would be. The timing chains used are Ford Performance Parts stock-replacement pieces, along with Livernois' Powerstorm billet timing chain guides, which will reduce deflection and keep everything tight. A revised cylinder head casting provided a straighter, less-restrictive path from the intake runner to the combustion chamber. We promise not to use your email address for anything but exclusive updates from the Power Automedia Network. Power production for the Gen 2 Coyotes saw a bump. How does that system work? Fret not. The most significant part of this system is that the intake and exhaust camshafts can move independently of each other, making the lobe separation angle (LSA) dynamic. If you prefer a five-speed Tremec or would maybe like to go the automatic route with a 4R70W, the Bowler team is at the ready to help with your transmission needs. In addition to the mechanical changes of each generation, there have been calibration changes to go along with each. The Coyote's secret weapon is Ti-VCT or Twin Independent Variable Cam Timing. in Gen 3) and increased lobe lift on both the intake and exhaust camshafts (13mm int./exh. Whether you use your car on the street, road course, or as an all-out track car, the Coyote has near limitless potential, and the Mustang world is capitalizing on it. Gen 1 and Gen 3 use 12mm. A hardened sun shell and gear are used along with a high capacity 4-plate intermediate clutch and wide reverse drum. Each new Coyote generation brought improvements in horsepower, torque,and even rpm capability. If you're But what happens is sometimes the VCT will revert back to whatever it does just because it gets some weird reading or something like that. Torque output also saw an increase, going from 400 to 420 lb-ft, both at 4,250 rpm. Why Boostline Connecting Rods Need To Be Part Of Your Next, Video: Discussing Ford C3, D3, And FR9 Engines With, Harrop Engineering Goes Behind The Scenes At Mast, L5P Duramax Tuning Made Easy With Superchips, Whipple Is Bringing Gen 5s Together With 3.0L Blower And, EngineLabs Tool Of The Month Summit Racing Pro Ring, Shop Tour: Brian Tooley Racing Expands To Be A One-Stop, EngineLabs Tool Of The Month: Summit Racing Lb-In Torque, Can A Cold Air Intake Really Help Your Trucks, Ask The Expert: We Want Your Questions For Canton Racing, The Answers: DeatschWerks Responses To Your Fuel System, SEMA 2022: GEARWRENCH Leveled Up With Distinct Quality Hand, Why You Should NOT Emissions Delete Your Diesel, HOLY SHIP! A stock 80mm throttle body can be used or the Ford Performance 90mm version. The fuel system is designed to help increase performance and fuel efficiency. var pid439655 = window.pid439655 || rnd; The cylinder heads are a CNC-ported version of the Voodoo castings, and feature heavier valvesprings and larger-diameter valves. Includes: (16) CNC Machined Block Support Inserts (32) 316 Stainless Steel Set Screws (1) High Speed Steel Drill Bit (1) High Speed Steel Tap (1) Tube of Red Loctite The inserts are machined as thick as possible. Without further ado, we bring you the Coyote! "A lot of guys like to run [factory] manifolds," Eichhorn tells us. This was found in the Voodoo engine. Most of the guys making less than 900 wheel horsepower will get by with a forged [rotating assembly], good ARP hardware, and good head gaskets. should be able to get a var pid435068 = window.pid435068 || rnd; Although not new to Ford in 2011, it was new to the American V-8, and it is one of the most significant aspects of the Coyote engine platform. Regardless, Ford fans can delight in the fact that the Coyote engine is available to power their favorite classics and there are plenty of components available to help their drivetrain swap go smooth from start to finish. Ford designed the cooling system of the 5.0L Coyote engine to work with a Degas bottle, the big, ugly plastic tank that most hot rodders refer as the overflow, though theyre not quite the same. The Vintage Air engineering team designed a complete system that retains the factory Ford alternator and water pump drive on the drivers side of the engine while adding a compressor cradle positioned low on the passenger side along with a Detroit Speed power steering pump just above it. Speaking of boost, the positive manifold pressure comes from a 2.65-liter Eaton TVS supercharger. Sinter forged connecting rods provided more durable high-rpm operation and the piston tops were redesigned to accommodate the larger valves. We thought it was time to document the evolution and illustrate the changes and updates Ford has made along the way. All rights reserved. But a lot has changed since the platform's debut. Whats going to make cruising a classic Lincoln Continental even better? WebCoyote Cylinder Heads; Shop; About; News; Customer Rides ; COYOTE ENGINES Sherry Redding 2023-04-25T15:51:55-05:00. If youre going for the Coyote swap in you classic, why stop with a naturally aspirated 5.0L when you already know that boost is better! Gen 1 Coyote 5.0L Mustang 2011-12 GT 412 hp @ 6,500 rpm 390 ft.-lbs. Web| LPP771001 | Livernois Motorsports Description Product Information Vehicle Fitments 2011-2014 CUSTOMIZABLE GEN1 COYOTE SHORTBLOCK 1000-1600HP Required Options Optional Add-Ons $3,924.99 #LPP771001 quantity: Add to Cart Description Luckily, its 5-axis CNC machine can perfectly replicate the port design, so that every cylinder and port will flow exactly the same. Instead, we are going to look at modifications needed to reach certain power levels, regardless of combination. The Stage 3 package turns an OEM head into a fully race-capable head with upgraded valves to further increase flow, and add durability for those customers looking for the best performance results possible, says Gabriel. WebThis Kit will come with everything needed to strengthen up your factory 5.0L Coyote engine block. In addition to strength the billet design offers an increase in rigidity, which is a key factor in high-RPM valvetrain performance. For this story we are going to look at the main components for building a powerful Coyote engineblock, heads, camshafts, and intake manifolds. If youre planning on serious cylinder pressures by introducing big boost, youll want to contact Darton Sleeves. For Example Gen 3 Short Block with Gen 1 head gaskets and Gen 1 Cylinder heads. These changes to the cylinder head design brought flow characteristics close to those of the CNC-ported heads used on the 5.2-liter GT350 engines. Novelo did it all with this engine project, from uncrating it when it arrived to crating the new mill and putting it on the truck to Ivans house. For the first time in the Coyote's run, it saw an increase in bore diameter. engine block topped with four-valve heads with variable cam timing to produce an engine that makes incredible power across the curve. Our engine builder, Fonzie Novelo, with Ivans new bullet. A bore-and-stroke combo of 92.7mm x 92.2mm yielded a total displacement of 302.1ci. Intake Valve Dia. It's no secret the Coyote engine responds very well to boost. Compatibility(Editors Note: Due to limited space, we will not address the compatibility of every component. Clevite Coated Main and Rod Bearings Add a forced induction system and some hot rod tuning and the results are stunning. To finish off the swap, they offer set of trick TIG-welded stainless headers designed specifically for the tight Lincoln engine bay. With their line of gaskets constantly expanding, the Gen-2 Coyote was an early application on their list. Here you can see detail shots of the Intake (left) and exhaust ports (right) after Livernois worked their porting magic, opening up the intake port to 215cc and the exhaust port to 102cc. These are similar to the CMCV from the earlier four-valve 4.6-liter engines, but are much more advanced system. At the end of the day, the Coyote is a powerhouse, plain and simple. we are not going to get to specific when it comes to this. First, they've got to deal with 37 years of raccoon poop, which is just part of bringing the Disgustang into the Roadkill fleet of project cars. The first gen of the Coyote ran from 20112014. For gaskets, we went with a complete kit from Mahle's Original line. Better heads, forged bottom end (Gen 2/Boss bottom end were same/similar), and is a direct swap with Gen 1 timing/cams. If they're not, then we dry deck the block, we O-ring the deck, and then we convert it to 12mm head studs. Since our OEM followers and lash adjusters were toast, we went to Summit Racing and ordered a set of replacements from Ford Performance Parts. The crankshaft is not interchangeable with the 4.6L either, because the main webbing designs of the Coyote block are wider. We have guys that run water through the block and the cylinder heads, but nothing goes through the block to the cylinder head. The alternator is also a direct bolt-in with a factory-size pulley and delivers a stout 195 amps at idle with over 245 amps at cruising speeds. The castings were made stronger than the Gen 2 versions, and more airflow improvements were made. Gearstar offers three level of builds that will support from 400-hp with 450 lb-ft of torque to the strongest Level 4 that supports 750-hp and up to 550 ft-lbs! $288.99. Let's just say boom, you go 9.00. This also helped reduce the weight of the engine package. ). Darton also offers installation in any of these blocks. On the intake side, dual 1.500-inch Ferrea stainless valves were specd, while on the exhaust, Ferreas Super Alloy material was chosen, with a 1.262-inch valve diameter. With steel retainers and locks, this valvetrain setup will handle pretty much any Coyote camshaft on the shelf. var rnd = window.rnd || Math.floor(Math.random()*10e6); in Gen 2). The factory forged crankshaft was also rebalanced to offer increased high-rpm stability. Making 750 horsepower at the wheels is easily achievable with a bolt on supercharger or turbo kit, a few minor upgrades (free-flowing exhaust, additional fuel, oil pump gears, etc. These heads were fitted with larger valves and revised ports to produce a straighter, less restrictive flow to the updated combustion chamber. The Gen 1 Coyote features a fairly basic port fuel injection design not dissimilar to that of earlier Modular engines. Bev and Terry Bryant opted for Coyote power in their 60 Ford Starliner built by Walton Customs. We really haven't cracked the limits of the H-beam rod yet. 1929 Ford Coupe: Never Pass Up on a Good Deal, Six Generations of Camaros Establish a Legacy, 1967 - 2017, Lonestar Round Up, A Wide Open Weekend in Austin, The Grand Sport Corvette is Back and Pacing Indy. "The advantages to the VCT is drivability and tuning ability. Darton came up with a solution for all Coyote blocks by utilizing their ductile iron Seal Tight Technology sleeve. It was dressed up with billet valve covers from MMR, backed by a 6R80 transmission, and used electronic controls from Power by the Hour to get on the road. The second generation Coyote engine block can be used with any of the first generation components, albeit this block does feature the addition of a return passage that helps divert oil from the oil filter adapter. Its also important to note that the new engine block uses 11mm head bolts as well. The Gen 1 intake manifolds can be used on the Gen 2 heads/engine with minor modifications to the manifold. AdButler.ads.push({handler: function(opt){ AdButler.register(171804, 435069, [300,100], 'placement_435069_'+opt.place, opt); }, opt: { place: plc435069++, keywords: abkw, domain: 'servedbyadbutler.com', click:'CLICK_MACRO_PLACEHOLDER' }}); var rnd = window.rnd || Math.floor(Math.random()*10e6); Both intake and exhaust valves use the triple locking groove and the factory valve stem diameter. The 2018 model year brought the most significant changes to the engine platform (Gen 3, 2018+). If the oil is getting a little thin or you haven't changed oil in a while, it could be as simple as that. The dual fuel system also helped support the increase in compression (from 11.0:1 in Gen 1 and 2 to 12.0:1 in Gen 3). This dual-overhead-cam design allows the PCM to advance and retard the ignition timing independently, resulting in overall improved performance (as well as economy and lower emissions). Given the vast amount of poweradders on the market (turbos, positive displacement superchargers, centrifugal superchargers, nitrous systems, etc.) In looking at the Coyote engine platform, it is important to give a nod of appreciation to the 4.6L Modular engine that replaced the original 302c.i. The sleeve kit is available for the Teksid 4.6L, 5.0L, Voodoo 5.2L, 5.4L and 5.8L aluminum blocks. On the charging side, if your retrofit requires serious current due to electric fuel pumps, fans, ECU and performance ignition, Powermasters new HPR alternator is up to task. However, one major component that is still OEM is the camshafts. The aluminum intake is crafted from CNC-machined pieces and formed into an intimidating form coated in a show-quality black anodized finish. torque @ 4,2502012-13 Boss 444 hp @ 7,400 rpm 380 ft.-lbs. var abkw = window.abkw || ''; Named after founder Vic Edelbrock, the Victor II Coyote intake was designed for performance with nitrous, supercharged and turbocharged applications in mind. var AdButler = AdButler || {}; AdButler.ads = AdButler.ads || []; The valve seats are cut on our Newen Contour-BB machine, which allows for exacting tolerances and concentricity. The Gen 2 block can be used for builds with Gen 1 or 2 components as long as the Gen 2 oil filter adapter is used. Livernois has put a lot of research and development time into perfecting the port various port contours and sizes. In many cases, Mustang engines have different firing orders than the F150 variants. Intakes manifolds, camshafts, ECUs, and many other components differ between the truck and car versions. I'm keeping pump gas and 47lb. (Photo courtesy Shawn Brereton). If you're heads up racing I just tell them, let's lock [the camshafts] out, so you do not have to worry about making a flash in the pan one pass and then all of a sudden it's a dog going down the next pass.". The outgoing three-valve 4.6-liter had served the Mustang world well, but its lunch money was about to be snatched away in the middle of the playground. The cast aluminum intake features long tapered, crossover-style runners connected to With over 25 years in the industry from the manufacturing and marketing side to writing books and articles, he just gets it. And the best part is, enthusiasts can use the second generation Coyote cylinder heads on a first generation engine block, though you will need a second-gen head gasket due to the oil feed hole. To control those valves at 8,000-plus RPM Livernois specified a set of beehive single valvesprings produced for them to exactly their specifications. Regardless of horsepower level and power adder, the Coyote is the way to go for stock, mild, and wild combinations. The name Roush is synonymous with race-winning performance, especially when it comes to Ford engines and cars. The CMCV partially close at low-rpm operation, increasing the tumble and swirl characteristics of the air charge. The off-the-shelf turbo and supercharger kits designed for big power have capabilities that surpass the limits of the engine in its factory form. Looking for a more versatile EFI system to manage your new Coyote? The Stage 1 heads retain stock hardware, such as springs, seals, and valves, and is all professionally assembled in our shop.. The engine produces 760 horsepower at 7,300 rpm, and 625 lb-ft of torque from 3,000 rpm to redline. torque @ 4,500 Archives The first-generation Coyote (2011-2014) was a potent engine, and it attacked the competition with lots of technology in a relatively small (displacement) package. Why is this important? Manley H-Tuff Connecting Rods with ARP2000 Bolts You can buy a complete Gen 2 coyote long block for right around $7k, there is other improvements in the gen 2 engines that would be good to have. There are scores of advanced physics principles in fluid flow dynamics at play which have to be taken into consideration and optimized in order to create truly solid performance. WebRPG 2011-17 Gen 1-2 Level 2 5.0L Short Block New Ford Gen 3 5.0L Coyote Block New Ford Boss 302/Gen 2 Crankshaft RPG Spec series pistons 3.662 Bore 11:1CR If it's a daily driver, you're looking for low-end torque, the 2018 intake is definitely by far the best one to put on there. Learn more. Stage 2 includes our exclusive upgraded valvesprings, and valve seals, which not only adds high-RPM capability, but also the ability to use just about any camshafts in the marketplace, Gabriel says. The Coyote's entirely new cylinder head was the magic that gave the engine its incredible abilities and unmatched versatility. 2015-17 360 hp @ 5500 rpm 380 ft. Since Livernois said OEM MLS gaskets would be perfectly fine on this level of engine, we are doing better than fine with the Mahle gaskets. The Gen 2 cylinder heads features larger intake and exhaust valves (37mm intake/31mm exhaust for Gen 1, 37.3mm intake/31.8mm exhaust in Gen 2) and increased lobe lift on both the intake and exhaust camshafts (12mm int./exh. Sign up today for a free trial! The result is a compact and complete accessory drive for your Coyote swap. Total Seal Piston Rings The blocks were originally designed with thin iron cylinder sleeves and in 2018 moved to a plasma transferred wire arc cylinder wall. The 700 is controlled mechanically and is available in two levels to support either 550hp or up to 750hp. Whether you like the instant torque of a PD blower, the free horsepower of turbos, or the ease of a centrifugal system, multiple versions of each are available. This directly leads to the ability reach a higher rpm limit (8,250 rpm redline in this case). The bore spacing (100mm, 3.937-inches) and deck height (227mm, 8.937-inches) from the 4.6-liter were carried over to the Coyote, which unfortunately limited bore size, but made the engine easier to package. But in application, this was one of the Coyote engine's most significant advantages. New Ford Boss 302/Gen 2 Crankshaft Hamburgers kits come with everything you need to move the oil filter to a remote, easy-to-maintain location. The Gen 3 Coyote Engine | 2018+ Improving on the Coyote motor, Ford hit a home run with the new Gen 3 coyote motor. This new 5.0 features dual-fuel, high-pressure direct injection with low-pressure port fuel injection. This combo allowed the Gen 3 coyote to produce more power while becoming more efficient. Taking that one step further is fitting the engine with an air conditioning compressor and having room for the alternator as well. 11:1 CR. When it comes to the heart of cylinder head performance, the real heros are the intake and exhaust ports. They can make moderate boost and pretty good power with great longevity.". I'd say it depends how crazy you would get with your port job. The 5.2-liter engine is a close relative of the Voodoo engine, but with some very obvious differences, the most critical being the crankshaft: The Predator uses a cross-plane crankshaft instead of the flat-plane version from the Voodoo. According to the SuperFlow SF-600 flowbench, the new Race Series head flows 362 cubic feet per minute at .600-inch lift on the intake side, and 240 cfm on the exhaust side. When you start building serious power with your Coyote engine, youll need to consider updating the fasteners. The system relies heavily on the computer and is operated based on engine oil pressure. This change in LSA directly relates to cylinder pressure, which is directly related to horsepower and torque production. They offer a full line of starters ranging from an economically priced bolt-in upgrade such as their PowerMAX+ with an adjustable billet mount and heavy-duty solenoid on up, to the Ultra Torque for high compression, forced induction race engines. When the 4.6-liter Ford Modular engine was introduced in the 1996 Mustang, taking the place of the venerable pushrod 5.0-liter small-block, the aftermarket was underwhelmed to say the least. With the cooling system dialed in, PBH also offers a hydraulic power steering pump solution in their Speed Drive system which is available for N/A and supercharged applications. With the increased volume on the intake port and substantially better flow on both intake and exhaust, the program shows a huge improvement on boosted applications., Flow numbers as tested on a SuperFlow SF-600 flow bench, In addition to enlarging and optimizing the intake and exhaust ports via CNC machining, the combustion chamber and valve areas also get serious attention from the 5-axis CNC. The addition of direct injection and CMCV add complexity to the strategy, but each generation became more dependent on torque management, which has made aftermarket tuning tricky and complicated. Sign up for a free trial to MotorTrend+ and start watching every episode of Roadkill today! While breaking the four-digit horsepower mark has become common, it still takes knowledge, a solid plan, and the right parts to make it happen. There are a lot of transmission options to fit behind your Coyote engine and TCI provides two proven packages for four-speed automatics. WebMy end goal after getting my car all setup with the CJ/Cam setup was to find a low mileage Gen 2 Long block and transfer everything over. There is no questioning the authority of the Coyote. Exhaust The rpm ceiling for this incredible piece of automotive engineering is 7,500 rpm. The Coyote engine utilized a cast-aluminum block and cylinder heads with a composite intake manifold (no different than the outgoing three-valve). The Coyote is unique in the fact that the TiVCT system allows the intake and exhaust cams to move independently of each other, giving you the best low-end torque and high-rpm horsepower.

Did Snow Tha Product And Juju Break Up, Ruko F11 Pro Drone Camera Not Working, Articles G