A 3,000HP Coyote Engine? Find All the Details Here!
The performance world changed drastically in 2011 when Ford released its latest Mustang powerplant, the Coyote 5.0. The days of the vaunted 5.0L moniker had returned, but this time the famous displacement was attached to a high-tech, overhead-cam engine with four valves per cylinder. It was no surprise that Modular Motorsports Racing, known to the world as MMR, instantly began developing new parts, pieces, and complete engines with the new platform. They are, after all, one of the biggest parts manufacturers and suppliers for Ford’s various Modular engine platforms.
The group at MMR, led by Mark Luton, is not shy in pushing 4.6/5.4 Modular engines with their in-house race cars, so it was no surprise MMR continues race-engine development with the Coyote package. Pushing horsepower levels measured in thousands, the team quickly found the weak link in the factory Coyote block. “Once we started pushing toward 2,000hp, we started having problems,” Luton confessed as he described MMR’s path to the Gen X engine series. “We started to crack the blocks in the valley, between the cylinders, and essentially the block was just crumbling away.” Until the Gen X, the only major block modification was to add a set of aftermarket cylinder sleeves.
Luton explained MMR’s clean-sheet-of-paper engine drawings: “We went into the design concept [for the Gen X] with a solution for those problems and also to address other issues with the engine platform, like the lack of displacement.” The previous MMR race engine, dubbed the 351X and based on the 5.4/5.8 Modular family, had no problem spooling a pair of 88mm turbochargers, but the smaller Coyote engine struggled, leading MMR to increase the displacement. As Luton noted, adding nitrous to spool the turbos is a big no-no in the arenas they compete in, like the NMCA Drag Racing Series.
The Gen X block is made from billet aluminum, mostly due to strength but also due to manufacturing solutions. “The first step was to use a better material. We had looked at casting a block, but settled on a billet one. That allowed us to bring it to market sooner than a cast one,” Luton said. Also, the low production volume of the Gen X also plays a factor since this isn’t the right block for every application.
The bore spacing remains the same as a Coyote engine, enabling OEM cylinder heads to be used, but they did increase the deck height to address the displacement concerns. Other notable highlights of the billet block include a larger crankcase area to accommodate a longer-stroke crankshaft. Additionally, MMR incorporated larger main cap studs—the inner studs are 1/2-inch and the outer ones are 7/16-inch—and there are four side bolts instead of two for the main caps. The head studs are increased in size with a unique 9/16 stud that necks down to 1/2-inch threads that go into the block. According to Luton, they can torque the heads to 135 lb-ft on the torque wrench, and it works just fine in MMR’s 3,100hp Pro Modified engine.
A Jerry Haas Race Cars Pro Modified features a 2016 Mustang carbon-fiber body, of which Luton splits driving time with MMR’s head engine builder, Greg Seth-Hunter. In NMCA Xtreme Pro Mod competition, the team has run a best of 3.87 at 199 mph in the eighth-mile competition.
The MMR Gen X billet engine block features custom cylinder sleeves with a flange on top for added rigidity. The bore is 3.700 inches and the pistons are custom Manley forged ones with an unspecified compression ratio. Custom forged-aluminum Bill Miller Engineering connecting rods were described as “long.” The billet-forged crankshaft is from Winberg and has a 4.165-inch-long stroke. Clevite engine bearings are used to help the crank spin freely while Total Seal rings fill the gap between the Manley pistons and cylinder walls. A billet front cover has been designed to fit the taller deck block, in addition to newly designed chains and tensioners on the front of the engine.
MMR turned to Shelby GT350 cylinder heads, which have been ported to match the flow volume from the Garrett turbochargers. The OEM castings have also been dry-decked, meaning the water holes were sealed up and the face of it finished with an O-ring for head-gasket sealing. Surprisingly, the valves are stock stainless steel, but they have been outfitted with Manley valvesprings. A quartet of MMR camshafts, cut by Comp Cams, utilize the OEM followers and rocker arms. MMR uses its heavy-duty secondary chains and a special MMR chain tensioner on the driver-side head. There is also the company’s phaser delete, saving 2.6 pounds of rotating weight in the valvetrain and helping the engine rev quicker.
The intake is custom-made and MMR calls it the Hybrid R due to the billet runners and a sheetmetal plenum. The reason for the sheetmetal plenum is so the team can design it for the specific engine combinations rather than a one-size-fits-all manifold. The Pro Modified engine shown here is set up with two Wilson Manifolds 90mm throttle-bodies. Providing boost is the job of two Garrett GTX4718 turbochargers, each with an 88mm compressor wheel. They create 55 psi of boost, and Luton notes there is more on tap.
Sixteen fuel injectors sit under a pair of MMR fuel rails, one rail for each side of the engine. Eight of the 16 fuel injectors check in at 220 lb-hr while the second set has a robust flow rating of 550 lb-hr. They are supplied plenty of VP Racing Fuels M1 methanol fuel, thanks to a Waterman Big Bertha mechanical fuel pump. A BigStuff3 engine-management system is combined with an MSD Ignition Grid system to keep the 3,100 hp under control. The Grid box interfaces with an MSD Mag 44 to kick out plenty of spark to light off the fuel and air concoction in the cylinders.
The Garrett turbochargers are mounted in the front grille to get plenty of air at 200 mph. MMR built a custom set of stainless-steel headers to spool the boost makers, and the primary tubes measure 1-7/8 inches while the turbine side of the compressor exhales into 5-inch-diameter dump tubes.
A Rossler TH400 transmission backs the Coyote Gen X engine and, surprisingly, continues to be used in a three-speed configuration. At this level of power, most TH400s are run as a two-speed transmission. Luton said they short-shift the engine in First gear and it has proved to be a highly effective technique given the 0.967 sixty-foot times and sub-4-second timeslips. The transmission is driven by a Pro Torque EV1 torque converter and a carbon-fiber driveshaft sits on the output side of the transmission. The rear-end housing is a custom Pro Mod 9-inch by Mark Williams.