Ford Racing Performance first announced details on the block last year, but only a few select teams have had access to it for testing and validation purposes.
“We had some hiccups in the supply chain,” explains Jesse Kershaw, drag racing parts and competition manager at Ford Racing. “The feedback from engine builders was all positive and resulted in zero functional changes. We’ve now got a supply chain in place that should allow us to deliver the blocks in a timely manner going forward.”
The block, PN M-6010-M50R, offers a number of upgrades over a standard Coyote 5.0 4V Ti-VCT block to support higher power loads. Most notably, the water jackets have been shored up with additional material to stabilize the cylinders. A quick comparison of the two blocks illustrates the differences surrounding the cylinder bores. The intake side of the bore at the deck surface now has a cast-in brace to boost strength in that area and promote better head sealing. Savvy engine builders have Identified this vulnerable area in the past and machined supports that were inserted and welded into the water jacket.
“Anyone doing a custom build engine from scratch should consider the M50R block for street or strip use,” Kershaw tells EngineLabs. “The price is $1,300 more than a stock block at MSRP, maybe less depending on your dealer. It’s cheap insurance. While we know the production block can be used with great success in high-horsepower builds like the Cobra Jet, it can’t hurt to have some extra rigidity and strength — especially in the event your tune-up isn’t spot on.”
Suggested retail price on the block is $2,950 but the “street” price at many outlets is around 10 percent less. The upgrades to the new block generally target the needs of drag racers.
“With the changes I would not necessarily recommend it for road racing. But assuming that it’s naturally aspirated, the stock block is plenty capable,” says Kershaw. “Otherwise there is no need for any special heads or gaskets. OEM parts bolt-on.”
The new Coyote block is constructed with low-pressure cast 319 aluminum and features pressed-in thin-wall iron liners, cross-bolted nodular iron main caps and 11mm cylinder head-bolt holes. There are also provisions for oil squirters under the pistons. Bore size is 92.2 mm (3.630 inches).
“We didn’t change the bottom end at all because we didn’t see a need. In extreme builds the failures we had seen were around the cylinder bore. No block is capable of holding up to a poor tune-up or abuse but by changing the cylinder walls we were able to maximize the potential without reinventing the wheel,” says Kershaw. “To keep costs in check we are machining the block on the OEM production line, and the current Coyote blocks are using 11mm head bolts. We tested the blocks with 11mm head bolts and saw no issues. It sounds racy to have a larger head bolt, but we don’t have any data to support it being needed.”
Shipping weight is around 115 pounds, and the block includes dowels and plugs.