Mark Gearhart
December 5, 2017

Making 1,000 horsepower these days is like shooting fish in a barrel. Add a power adder, crank up the boost, and let it eat. Maintaining four-digit dominance while also being street worthy? That's a harder battle to win.

Earlier this year we built a fortified Ford Coyote with blue oval extraordinaire Tim Eichhorn of MPR Racing Engines. The goal was to build an engine that could survive the rigors of a daily driver while also producing north of 1,000 horsepower to the wheels. Read the long-block build story here!

Our completed long-block was shipped from MPR to Westech Performance for engine dyno testing. In preparation for testing we needed to equip our Coyote with a full induction system. We were eager to get our hands on Holley's new Race Series Coyote intake manifold (PN 833151). The fabricated T6061 sheet metal intake is 5mm thick so it can handle big boost. Its long runners and large plenum are designed for over 8,000 rpm, and sports a 90mm throttle body opening. We paired the manifold with Holley's 90mm cable driven throttle-body.

But why a cable-driven throttle body, you ask? Well, that's because our Coyote is backed by a Holley HP stand-alone EFI system. While Holley's Dominator would have given us a second air/fuel ratio sensor and a host of other features, the HP system was all we needed to get the job done. Luckily, Holley has a full plug-and-play kit for the Coyote (PN 550-618N) that integrates into the factory knock, cam, crank, and cylinder head temperature sensors. While Holley is working on an add-on to control the Coyote's Ti-VCT, it wasn't a requirement since our cams are locked out and degreed. One thing to note: when using Holley's cable-driven throttle body, the idle-air control valve and throttle position sensor connectors will need to be converted to a GM style.

Holley includes billet fuel rails and a crossover line with their intake manifolds. Filling the space between the manifold and rails were Fuel Injector Clinic's massive 1,650cc injectors. But this is a street car engine, right? How are we going to get our engine to idle well with such big injectors? Easy. Data Match Technology is Fuel Injector Clinic's propriety injector matching process, which matches our injectors by both their slope flow rate as well as their individual offset values. This match made in heaven has a large effect on idle quality. We can tell you first hand that these puppies idle perfectly.

Our injectors are this big specifically because we wanted to run the engine on E85. Westech stocks a full slate of Rocket Brand racing fuels and we opted for their true 85-percent ethanol blend. It's likely we won't have room for an intercooler on the car we plan to install the engine into, so how do we keep our charge temperatures down? Holley offers an easy water/methanol add-on for the HP and Dominator series stand-alones. Their installation kit (PN 557-101) provides a reservoir and lines, PN 554-115 controls the two solenoids, while a Holley pump (PN 557-100) does the work. Two 1,000cc solenoids (PN 557-106) will provide enough flow to support up to 1,600 horsepower.

For forcing all the induction, we needed Vortech's updated YSi-B Mustang supercharger system. Anyone who knows drag racing can attest to the potency of the YSi supercharger. Vortech took the blower to the next level by engineering an all-new billet compressor wheel. It took almost six months of development and supercharger dyno testing to come up with a design that Vortech felt deserving of the YSi name. The new design contains an increase to the tip height of the compressor wheel along with more blades, and will perform better as it's spun faster without sacrificing low-end power.

The YSi-B is paired with Vortech's 2011-14 Coyote bracket system. Part of the system includes Vortech's 8-rib upgrade, which is required when making this sort of power. Wider idlers, damper, water pump, and alternator drive pulleys come in the kit. Since we are using ATI's 20-percent overdrive Cobra Jet damper, we didn't need to use Vortech's damper. The Holley HP system converts the Coyote from mass air flow to a MAP sensor so an air intake wasn't required.

When making over 20 psi of boost on an 8-rib setup, belt slip can be an issue. Vortech engineered the Coyote system with over 270 degrees of belt wrap, but we also wanted to pair that up with a supercharger pulley that had increased traction. Z-Industries offers hardened, modular pulleys with their GripTEC technology (offered in two levels) for virtually any serpentine belt-driven supercharger on the market. We opted for their 3.25-, 3.00-, and 2.85-inch diameter pulleys, though we planned to break the engine in on Vortech's standard diameter 3.60-inch pulley.

Rounding out our front drive system is a Meziere electric water pump. While electric water pumps free up a few ponies, the biggest benefit is being able to cycle the water through the radiator while the engine is off. This all-billet water pump comes with a variety of idler pulleys in any width or diameter. Meziere was able to easily match an 8-rib pulley to our Vortech kit.

Our piping was made possible by Spectre Performance. Regardless if it's straight, 45-degree, or J-bends, Spectre has a full catalog of polished aluminum bends that can make any plumbing job a breeze.

Finally, InnoV8 Race Engines supplied a set of their billet valve covers, which are offered with and without provisions for the Ti-VCT sensors. Also included are an integrated baffling system plus a unique coil-mounting system, which requires the removal of the coil's mounting ear.

The first order of business was to get our Coyote broken in. With slightly lower compression than stock, an intake manifold designed for boost, and locked out cams, we were still able to make 537.2 horsepower and 401.0 lb-ft of torque. This puts power on par with a fully bolt-on 11:1 crate engine with Stage III camshafts.

We already knew that our Coyote was going to make a lot of boost out of the box with the 20-percent overdrive ATI damper. Starting with the standard 3.60-inch 8-rib pulley, our Coyote was already making over 1,000 horsepower: 1,036.7 hp and 745.3 lb-ft of torque. The Coyote peaked at 17.4 psi of boost but ran into a bit of belt slip during the last 300 rpm, tapering to 16.2 psi.

Feeling satisfied with the results, we went down to the 3.25-inch GripTEC coated pulley. By the start of the pull we were already 65 horsepower up. As we crossed 7,500 rpm and 24 psi of boost, we ran into our second issue: the dyno's fuel system couldn't keep up with our ethanol demand. Without the ability to run a higher base pressure on the pump, we had run the injectors to nearly 100-percent duty cycle. Rather than risk the engine, we called it quits. 1,155.4 horsepower and 822.0 lb-ft of torque ended up being the magic number, but we would likely have made a bit over 1,200 horsepower if we were able to run the motor north of 8,000 rpm. Oh, and we still had a 3.00- and 2.85-inch pulley to go! Well, there's always more testing once we get this beast into a car with a bigger fuel pump!

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Fuel Injector Clinic


InnoV8 Racing Engines

Meziere Enterprises

MPR Racing Engines

Rockett Brand

Spectre Performance

Vortech Superchargers