In the spirit of classic Ford 406 and 427 FE-Series big-blocks, the Coyote has cross-bolted main caps. The Modular 4.6L/5.4L engines had jackscrews (Romeo) or dowel pins (Windsor) to shim up main caps. The Ti-VCT Coyote does the Modular engine one better with perfect-fit main caps machined exactly to the proper size so that jackscrews and dowels are unnecessary.
These piston-cooling oil jets provide good heat transfer to the oil, which carries excessive heat away, especially in boosted applications. Some confusion surrounds them because the 2011–2013 Coyote blocks had them and then Ford dropped them. In the course of 2015–2016 production, piston-cooling jets returned. Expect to see some blocks with this provision and some without.
Here’s a Coyote block without the piston-cooling jet provision. Unless you’re opting for supercharging, turbocharging, or nitrous, you probably don’t need them. Forged and coated pistons probably don’t need them either. The logic is better to have and not need them than need them and not have them.
The Coyote’s bottom end from another angle demonstrates how rugged this engine is. Whether you are towing, hauling, or racing, the Coyote is up to the task. Properly torqued to Ford’s critical specifications, this is a virtually bulletproof bottom end that can take anywhere from 600 to 1,000 hp. With thick-wall cylinder liners and a studded ARP fastener bottom end, your Coyote will stay together beyond 1,000 hp.
A close-up look illustrates the Coyote’s paper-thin iron cylinder walls. Believe it or not, these cylinder sleeves can withstand 600 to 800 hp. Although some have gone to 1,000 hp without consequence, it is strongly suggested that you opt for thicker cylinder sleeves if you’re going beyond 800 hp. Note the abundance of cooling passages between block and heads. In addition, 11-mm head bolts reach deep into the bottom of this block, which prevents deck distortion. Some engine builders have concluded that you don’t need torque plates for honing with this block. It is still suggested, however, that you use a torque plate for cylinder honing.
The Coyote block is easily identified by its deeply webbed valley, which is designed to clear almost any induction system. It has two knock sensor bungs, one for each bank. Also note the crankcase ventilation “chimneys” (arrows) known as “bay-to-bay” breathing. These chimneys also provide excellent oil scavenging.
Here’s another look at the “bay-to-bay” ventilation chimneys, which improve crankcase breathing and oil drainback at high RPM. This ensures oil reaches all the right places at high RPM, when an engine is most vulnerable.
Block Modifications and Improvements
Although Ford has come up with a virtually bulletproof engine block capable of withstanding outrageous amounts of power, it does have its weak spots. Coyote blocks suffer from cylinder wall failures due to excessive heat issues, primarily in high-boost situations. Modular Motorsports offers a Head Cooling Mod Kit (455478), an easy bolt-on that improves coolant flow where it is needed most at the back of the engine.
If you’re planning more than 800 hp you should opt for a sleeved block from Modular Motorsports or Holbrook Racing, which are purpose-built blocks for racers. These blocks are machined for the thicker cylinder liners, and they can be bored to a displacement as high as 5.2L. Thanks to the way these sleeves are configured in the block, they’re virtually indestructible, which means they can withstand 1,000 to 2,000 hp. This is a remarkable statement for a lightweight aluminum block. Ford has never produced a stronger block; you can build your Coyote with confidence knowing it will stay together.
Holbrook Racing Engines re-sleeves Coyote blocks with thicker cylinder liners for those of you seeking in excess of 800 to 1,000 hp. Holbrook can take your stock Coyote block and re-sleeve or can take a block from its inventory.
Traditional engine building technique applies to the Coyote block. As with any other production casting, you can expect to find flaws that can lead to engine failure. Deburr the block and remove any casting flash in your block preparation. Remove stress risers than can lead to cracking and failure. Thoroughly examine oil and cooling passages and chase them to remove debris that can do engine damage. Oil galley passages should be massaged to eliminate turbulence. All bolt holes should be chased for more accurate torque readings during assembly.
Here’s a closer look at the Holbrook thick-sleeve Coyote block. In the background is a stock bored block. Closer is the Holbrook sleeved block. Because Chris Holbrook is himself a long-time avid drag racer, he understands what works with the Coyote and what doesn’t. The Holbrook block isn’t purchased from a supplier. It is bored, sleeved and finish-honed in the Holbrook shop where everything is closely monitored and inspected.
This close-up of the Holbrook block demonstrates what you’re getting for your money. Cylinder bores are bored and step cut to the point at which there’s no chance of cylinder movement. Cylinder bores in the Holbrook block are siamesed for security.
The Ford Performance M-6010-M50R Coyote race block enables you to take peak horsepower well into four-digit territory for just under $3,000. What makes this block stronger isn’t so much the bottom end, which is the same as the stock block, according to Jesse Kershaw, drag racing parts and competition manager at Ford Performance. It is the block deck and thicker material around the thin-wall cylinder liners that give this race block extraordinary strength. Cast-in cylinder supports on the intake side help hold things together. (Photo Courtesy Ford Performance Parts)
This 2011–2014 oil filter mount with filter and dyno cell connections is different from the 2015–2016 version because it does not have the oil drainback provision.
The arrow indicates the additional block oil return passage along with a revised oil filter adaptor (not pictured) for 2015–2016. This change was adopted to improve fuel economy. The block and oil filter adaptor must match.
This Modular Motorsports’ Head Cooling Mod Kit was developed to solve cooling problems at the rear of Coyote engines. It installs where the rear cylinder head freeze plugs are located, which allows improved coolant flow. The weakness is excessive heat around the number-4 and -8 cylinders, primarily in boosted applications.
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