In fairness, a sleeved Aluminum coyote block is crazy strong. They've lived over 1500-2000hp. This monster is for people who are building motors that change the orbit of the planet. I can't imagine what this thing can take.
Okay Ford, now get to work on a Coyote with the bore and stroke of the 427! You could put much larger valves in that too! That would be a crate engine to lust after!
@@fread51 400+ cubic inch twin cam engines for pro mod,I would assume.I saw a 354" Mod Motor go 5.7@254 at a pro mod event,but many of the big cube Pro Line's were right on it's ass.Maybe this will enable Ford racers to prevail over aftermarket takeover of the pro mod class.There should be another class for all these billet blocked CNC headed cars anyhow.
@@johnrunion7258 The problem with that on a coyote platform is bore spacing. Get too far from stock and you'd need different heads. But it can be done. Given the Coyote's bore spacing it appears to be physically limited to about 350ci and that's with a custom billet block with wider skirts to accommodate a longer stroke. Being a 4 valve engine, the Coyote was never really intended to be a large CI engine as those tend to not rev as high to truly take advantage of the DOHC 4V layout.
This is great and all, now if only Ford would start making 2ed gen 15-17 coyote cylinder heads again! They've been backordered for at least 2 months now.
@@177SCmaro True but I already have a Terminator cobra and some of the best parts you can find for a 4.6 based engine but no block strong enough to handle what the parts would otherwise be capable of. If I wanted to go coyote I'd have to sell off all of my s*** at a huge loss because almost none of it would work on a coyote. If I were to sell all my stuff and completely redo everything to accommodate a different engine It sure as hell wouldn't be a coyote.
Hope that Ford can pull a GM trick and get the cost down on these blocks. GM has an advantage as they are making billions of dollars on profit yet receive billions of taxpayer dollar every year in the form of corporate welfare. I dont understand how that works. Not much free market when this is allowed by our government.
I guess Ford makes an iron block motor for the Ford GT MK III, if at all they are willing to make one, The MK II with 3'5 EB is easily worst engine and worst Ford GT to ever hit markets, So sad that Ford isnt focusing on V8s like they used to and is moving turbo wayx which I feel s good for small turbo engines like 1.5-2.0l, but above that always an NA engine makes way more sense
@@SVTPerformance So zero stroke and what, a .075" overbore? I think I'd leave it stock bore with meat for a couple of "boost-induced" rebuilds/rebores given the general reputation of Triton's when it comes to "durability" in general. Small bores and long strokes and short skirts and high rpm make for stupid high minor and major thrust loads, piston speeds, piston/ring/wall friction and "issues" getting and maintaining proper lubrication where it's needed. Especially with those ridiculous timing chain "slack reducers" and "cam phasers" and all that shit "upstairs" to oil with steel camshafts running in "plain bearings" aka the aluminum heads themselves. I'd be curious to see what if any "build specs" Ford publishes and what "recommended" dimensions, clearances and tolerances are for this "cast-iron" block vs a "build" with an aluminum "5.4" block. Can't imagine you can "build" one of these with the exact same "specs" as those aluminum boat anchors. Maybe that's why they weren't introduced in/as/with any "crate motors" or even short/long-blocks. Definitely going to be a steep and slippery "learning curve" for anybody who thinks his aluminum-block "tunes" are going to fly with "cast-iron" that doesn't waste near as much engine heat and "power" into a big "heat sink" of an aluminum block. Which after all along with aluminum heads are the ONLY way you can run "pump gas" in "11:1" and "12:1" Coyotes. Of course the STUPID-LONG valve overlap and ridiculously restrictive intake air "paths" with all those right-angle turns etc also dramatically reduce "dynamic" compression regardless of the published static and "mechanical" compression ratio. Otherwise a proper compression test with a "WOT" would net "cranking compression" in the very high 100s. The same ridiculous engine design, specs etc for a small-cube NA engine for a lead-sled "muscle car" aka "2-door sedan" like any and all Mustangs since...'69 or so also make them truly stupid choices for trying to "boost" your way to "big power". Since 20+ psi "gauge pressure" appears to be the absolute minimum amount of "boost" required to make a Mustang "worth boosting" and that's 34+ psi "absolute pressure" with the "invisible boost" of atmospheric pressure tacked on OR Ford's "manifold pressure sensor" is actually calibrated to/for "absolute pressure" and those boat anchors can magically make "big power" on "little boost" instead of the other way around, it's a safe bet nowhere near all that "boost" is actually getting into and staying in the cylinders. Or those cheesedick engines wouldn't be able to "flex" and "leak" cylinder pressure fast enough past the rings to avoid some "leaking" out through permanent "vents". And since "boost" like all "pressure" is just the result of flow vs. restriction and making "more.boost" without a directly proportional "power" increase means you're past the point of "diminishing returns" and your "blower" has begun taking more power than it's making and no amount of flow increase will ever reduce the existing restriction AND you're just packing more air where too much already exists AND as "boost" INCREASES your effective FUEL "PRESSURE" IS DECREASED AND YOU GET LESS AND LESS FUEL THE MORE YOU "NEED", it's only "impressive" to those with a clue just how much money and "boost" it takes to allegedly "double" the "RWHP" of the most overhyped, underperforming, overstressed, under-engineered and unimpressive MOD MOTOR OF THEM ALL FORD ONLY CALLED "COYOTE" BECAUSE "TRITON" WAS ALREADY TAKEN AND MUCH TOO "RESPECTED" TO BE TARNISHED BY THAT DOHC 32-VALVE WANNABE "FORD NORTHSTAR" BOAT ANCHOR SO "REVERED" BY A BUNCH OF "MILLENIAL" TWITS WHO DON'T EVEN KNOW WHAT A CADILLAC NORTHSTAR IS AND HOW ITS THE REAL "GRANDFATHER" OF THOSE "COYOTES" THEY THINK ARE SO "NEW" AND "HIGH TECH" AND "UN-GM".
Cast iron engine block? Obviously meant for drag racing applications and not meant for anything that can corner. Which is something that Dodge still hasn't learned.
Sorry but there isn't enough weight difference to make the argument you're trying to make. You'd be suprised what proper chassis and suspension will do to any car.
@@turbochevelle5641 I definitely agree with you on the proper chassis and suspension. No question there. BUT. When you are talking about an extra 90 to 100lbs right over the front axle, it is most certainly a detriment to handling. The car won't feel as nimble as it could when you are going hard in and out of corners. The funny thing about Dodge though, they understood this when the Viper was in production. It's big 8.4L V10 had an aluminum block.
@@V8Supercar1 with proper geometry, scaling and spring rates 80-90 or even 100 pounds doesn't make that big of a difference. Honestly someone making a big deal about 100 pound weight difference is just using it as a bandaid argument and excuse for lack of knowledge as to set up.
I'm willing to sacrifice a weight penalty for an affordable alternative to a $10,000 billet block. I'm guessing this will cost somewhere in the neighborhood of $1500-2000 which isn't much more than a sleeving a stock aluminum block. It's not the right block for everyone, but it's the right block for me.
Depending on the price, that will probably still be the standard MO for the Coyote (I think sleeved blocks go for around 3K) but gives guys building race cars a great option or maybe even a street mustang guy not concerned about weight, just wanting crazy power. I'm in the middle of building a Coyote and this gives me something to think about, lol.
Try $3500 MSRP and way lower "street price" if you have a brain in your head and the ability not to be a jackass at/to your "local Ford dealer". Hell. You better just figure on $3500. Plus "shipping". As if you'd know what to do with even a BARE block when you can't even spell it.
The target market for this iron block isn't 90% of the Coyote Mustang owners. This block is for serious racers that require boost levels above what a sleeved aluminum block can handle consistently.
@@chrism.728 Yes, so like people wanted to make over 2000-2500hp from this platform, which I believe is about the limits of the sleeved coyote. Another alternative is a billet block but those are expensive.
Hemi describes the type of engine, or Windsor as were it was manufactured. As for Werewolf or Coyote or Voodoo Ford is trying to make these engines mystical which would be ok if they did not have a high failure rate. Maybe name them TIME BOMBS!
@@vxer1000 Not really, just because they came up with a name for an engine it doesn't make it a good engine. Maybe they should have called the Coyote, the Smith Corona due to the sound it made.
Ford spends more time coming up with dumb names for their engines. Just build an engine that won't fail, like the coyote which should have been called the Smith Corona.
![Blox Fruits Dragon Rework Update [Full Stream]](http://i.ytimg.com/vi/EqDAp8udhm0/mqdefault.jpg)
In fairness, a sleeved Aluminum coyote block is crazy strong. They've lived over 1500-2000hp. This monster is for people who are building motors that change the orbit of the planet. I can't imagine what this thing can take.
Great video! That block is going to hold a lot of power. Looking forward to seeing that puppy perform.
Okay Ford, now get to work on a Coyote with the bore and stroke of the 427! You could put much larger valves in that too! That would be a crate engine to lust after!
This is why I bought a 2010 GT500. Last year of the iron 5.4's.
Iron or "compacted graphite"?
Sorry to hear you have a 2010. 😇
THICC!!!!
This is so new that it's not even showing up on Google yet.
> No results found for "m-6010-m50x" "werewolf".
Ohhhhhhthe boost you can throw at this ....hurry up I'm ready to order one
That is something special right there !
i’m definitely gonna have one of these for my f150.
This is also a good option for anyone wanting to stay naturally aspirated with more displacement.
It just became available! This video might blow up!
Hopefully a tall deck version for a stroker as well.
Lol for what
@@fread51 400+ cubic inch twin cam engines for pro mod,I would assume.I saw a 354" Mod Motor go 5.7@254 at a pro mod event,but many of the big cube Pro Line's were right on it's ass.Maybe this will enable Ford racers to prevail over aftermarket takeover of the pro mod class.There should be another class for all these billet blocked CNC headed cars anyhow.
@@johnrunion7258 The problem with that on a coyote platform is bore spacing. Get too far from stock and you'd need different heads. But it can be done. Given the Coyote's bore spacing it appears to be physically limited to about 350ci and that's with a custom billet block with wider skirts to accommodate a longer stroke. Being a 4 valve engine, the Coyote was never really intended to be a large CI engine as those tend to not rev as high to truly take advantage of the DOHC 4V layout.
@@177SCmaro Yes, they're making 1500rwh the way they are now ,so it's probably not worth the effort.
This is great and all, now if only Ford would start making 2ed gen 15-17 coyote cylinder heads again!
They've been backordered for at least 2 months now.
Saleen already does a 1,000hp Coyote. This is designed for much more.
Can we PLEASE get something like this for the older 4.6 platform? Maybe retool the old BOSS50 big bore block with those beefy main webs?
no
No
As I understand it, any place a 4.6 fits a Coyote will fit.
@@177SCmaro True but I already have a Terminator cobra and some of the best parts you can find for a 4.6 based engine but no block strong enough to handle what the parts would otherwise be capable of. If I wanted to go coyote I'd have to sell off all of my s*** at a huge loss because almost none of it would work on a coyote. If I were to sell all my stuff and completely redo everything to accommodate a different engine It sure as hell wouldn't be a coyote.
Awesome stuff!
Hope that Ford can pull a GM trick and get the cost down on these blocks. GM has an advantage as they are making billions of dollars on profit yet receive billions of taxpayer dollar every year in the form of corporate welfare. I dont understand how that works. Not much free market when this is allowed by our government.
Government Motors
Not with 2000hp
I guess Ford makes an iron block motor for the Ford GT MK III, if at all they are willing to make one,
The MK II with 3'5 EB is easily worst engine and worst Ford GT to ever hit markets,
So sad that Ford isnt focusing on V8s like they used to and is moving turbo wayx which I feel s good for small turbo engines like 1.5-2.0l, but above that always an NA engine makes way more sense
Hakimbo Bola the regular coyote are shitting on the lsx
Sweet. I want one
It’s out now
I wanna know what kind of bore and stroke this can take.
She'll go out to 5.6L.
@@SVTPerformance So zero stroke and what, a .075" overbore? I think I'd leave it stock bore with meat for a couple of "boost-induced" rebuilds/rebores given the general reputation of Triton's when it comes to "durability" in general. Small bores and long strokes and short skirts and high rpm make for stupid high minor and major thrust loads, piston speeds, piston/ring/wall friction and "issues" getting and maintaining proper lubrication where it's needed. Especially with those ridiculous timing chain "slack reducers" and "cam phasers" and all that shit "upstairs" to oil with steel camshafts running in "plain bearings" aka the aluminum heads themselves. I'd be curious to see what if any "build specs" Ford publishes and what "recommended" dimensions, clearances and tolerances are for this "cast-iron" block vs a "build" with an aluminum "5.4" block. Can't imagine you can "build" one of these with the exact same "specs" as those aluminum boat anchors. Maybe that's why they weren't introduced in/as/with any "crate motors" or even short/long-blocks.
Definitely going to be a steep and slippery "learning curve" for anybody who thinks his aluminum-block "tunes" are going to fly with "cast-iron" that doesn't waste near as much engine heat and "power" into a big "heat sink" of an aluminum block. Which after all along with aluminum heads are the ONLY way you can run "pump gas" in "11:1" and "12:1" Coyotes. Of course the STUPID-LONG valve overlap and ridiculously restrictive intake air "paths" with all those right-angle turns etc also dramatically reduce "dynamic" compression regardless of the published static and "mechanical" compression ratio. Otherwise a proper compression test with a "WOT" would net "cranking compression" in the very high 100s.
The same ridiculous engine design, specs etc for a small-cube NA engine for a lead-sled "muscle car" aka "2-door sedan" like any and all Mustangs since...'69 or so also make them truly stupid choices for trying to "boost" your way to "big power".
Since 20+ psi "gauge pressure" appears to be the absolute minimum amount of "boost" required to make a Mustang "worth boosting" and that's 34+ psi "absolute pressure" with the "invisible boost" of atmospheric pressure tacked on OR Ford's "manifold pressure sensor" is actually calibrated to/for "absolute pressure" and those boat anchors can magically make "big power" on "little boost" instead of the other way around, it's a safe bet nowhere near all that "boost" is actually getting into and staying in the cylinders. Or those cheesedick engines wouldn't be able to "flex" and "leak" cylinder pressure fast enough past the rings to avoid some "leaking" out through permanent "vents".
And since "boost" like all "pressure" is just the result of flow vs. restriction and making "more.boost" without a directly proportional "power" increase means you're past the point of "diminishing returns" and your "blower" has begun taking more power than it's making and no amount of flow increase will ever reduce the existing restriction AND you're just packing more air where too much already exists AND as "boost" INCREASES your effective FUEL "PRESSURE" IS DECREASED AND YOU GET LESS AND LESS FUEL THE MORE YOU "NEED", it's only "impressive" to those with a clue just how much money and "boost" it takes to allegedly "double" the "RWHP" of the most overhyped, underperforming, overstressed, under-engineered and unimpressive MOD MOTOR OF THEM ALL FORD ONLY CALLED "COYOTE" BECAUSE "TRITON" WAS ALREADY TAKEN AND MUCH TOO "RESPECTED" TO BE TARNISHED BY THAT DOHC 32-VALVE WANNABE "FORD NORTHSTAR" BOAT ANCHOR SO "REVERED" BY A BUNCH OF "MILLENIAL" TWITS WHO DON'T EVEN KNOW WHAT A CADILLAC NORTHSTAR IS AND HOW ITS THE REAL "GRANDFATHER" OF THOSE "COYOTES" THEY THINK ARE SO "NEW" AND "HIGH TECH" AND "UN-GM".
Was this recorder in Indy?
Anybody knows what's up with these? Cant find any.
Does anyone know someone that runs this block.
Its perfect for a f150
I wonder how big the bore can be with this block?
www.svtperformance.com/attachments/iron_coyote_01-jpg.1613872/
stylac thank you
Did the math. Looks like you could get a max of 342ci (5.6L) out of this thing.
@@andym82376 it says in the link above the max displacement is 5.6L
Cast iron engine block? Obviously meant for drag racing applications and not meant for anything that can corner. Which is something that Dodge still hasn't learned.
Sorry but there isn't enough weight difference to make the argument you're trying to make. You'd be suprised what proper chassis and suspension will do to any car.
@@turbochevelle5641 I definitely agree with you on the proper chassis and suspension. No question there. BUT. When you are talking about an extra 90 to 100lbs right over the front axle, it is most certainly a detriment to handling. The car won't feel as nimble as it could when you are going hard in and out of corners. The funny thing about Dodge though, they understood this when the Viper was in production. It's big 8.4L V10 had an aluminum block.
@@V8Supercar1 with proper geometry, scaling and spring rates 80-90 or even 100 pounds doesn't make that big of a difference. Honestly someone making a big deal about 100 pound weight difference is just using it as a bandaid argument and excuse for lack of knowledge as to set up.
I'm willing to sacrifice a weight penalty for an affordable alternative to a $10,000 billet block. I'm guessing this will cost somewhere in the neighborhood of $1500-2000 which isn't much more than a sleeving a stock aluminum block. It's not the right block for everyone, but it's the right block for me.
why the 03 -04 Cobra uses the cast iron block...……….
Still a great engine
Just sleeve a stock block
Depending on the price, that will probably still be the standard MO for the Coyote (I think sleeved blocks go for around 3K) but gives guys building race cars a great option or maybe even a street mustang guy not concerned about weight, just wanting crazy power. I'm in the middle of building a Coyote and this gives me something to think about, lol.
It will be in the threshold of iron block modulars. 1400 hp
The Werewolf will be much stronger than a standard Modular Iron Block.
Lol . 6k for a bear block . No thank you
Built a stock sleeved block .much much cheaper.
Try $3500 MSRP and way lower "street price" if you have a brain in your head and the ability not to be a jackass at/to your "local Ford dealer".
Hell. You better just figure on $3500. Plus "shipping". As if you'd know what to do with even a BARE block when you can't even spell it.
Not bear. Werewolf.
MAX 342 CID
Who wants this? Aluminum with sleeves are making ridiculous power. 80 lbs more . LMAO
The target market for this iron block isn't 90% of the Coyote Mustang owners. This block is for serious racers that require boost levels above what a sleeved aluminum block can handle consistently.
@@chrism.728 Yes, so like people wanted to make over 2000-2500hp from this platform, which I believe is about the limits of the sleeved coyote. Another alternative is a billet block but those are expensive.
Hemi describes the type of engine, or Windsor as were it was manufactured. As for Werewolf or Coyote or Voodoo Ford is trying to make these engines mystical which would be ok if they did not have a high failure rate. Maybe name them TIME BOMBS!
Many former LS racers, tired of getting their ass kicked by the Coyote switch to Ford. Others just cry about it.
You're jealous. We get it.
@@vxer1000 Not really, just because they came up with a name for an engine it doesn't make it a good engine. Maybe they should have called the Coyote, the Smith Corona due to the sound it made.
Ford spends more time coming up with dumb names for their engines. Just build an engine that won't fail, like the coyote which should have been called the Smith Corona.
Just ask anyone about a "Coyote " engine and they'll know what your talking about. Just like LS or Hemi. Imagine if you didn't have a name?