Richard Holdener
March 6, 2013
7. During dyno testing, the intercooler was supplied airflow from this front-mounted fan.

Located in the upper intercooler tube, the MAF combined with the position of Turbo Smart BOV (before the MAF) allowed the BOV to vent to atmosphere rather than recirculate the air through the intact tract. With a few sections of tubing, silicone bends, and couplers installed, the Coyote from hell was back in action.

Since we're fond of the Coyote motor and want to keep it in one piece for future testing, we made a few additional modifications, starting with replacing the Boss intake. We installed the factory intake to limit maximum engine speed.

We also installed a Boost Cooler water/methanol-injection system from Snow Performance to eliminate any chance of detonation. This combined with race fuel supplied by an Aeromotive A1000 fuel system to the 75-lb/hr injectors ensured we had plenty of fuel.

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Once again, a big thanks goes out to Ken Christley of Kenne Bell for setting up the program that allowed us to dial in the air/fuel and timing values on the turbo application. Starting conservative, we worked our way up in boost and power. Equipped with the stock intake, Stage 2 cams, and CNC-ported heads, the normally aspirated Coyote produced 545 hp and 475 lb-ft of torque. Run at a peak boost reading of just over 7 psi, the killer Coyote produced 811 hp and 715 lb-ft of torque. Stepping things up to 10 psi resulted in peak numbers of 907 hp and 802 lb-ft of torque.

The combination of adequate valvespring pressure and our dual wastegates provided perfect and consistent boost control, never varying by more than 1 psi through the whole run.

Initially we ran the motor on the wastegate springs (7 psi), but upped the pressure using the manual controller. It's amazing what a couple of clicks on the controller can do for power. There was certainly more power to be had from the turbo, to say nothing of running the motor with the Boss intake and Stage 3 cams, but we called it a day at just over 900 hp to keep the bottom end alive.

The final test of the day involved the installation of the Stage 3 cams and the removal of boost. Having already run the Stage 2 cams on this motor, we were anxious to see what was available from the increased duration. The Stage 3 cams stepped the duration specs up from 228/231 degrees to 236/239 degrees. Both the Stage 2 and Stage 3 cams shared the same 0.492/0.453-lift split.

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Cam swaps on the dyno were simple enough, requiring removal of the front cover, cam towers, and cam phasers, but everything was marked for easy installation. The limiters were still in place from the last test, so the cams went in, followed by the Boss intake. We knew the Boss intake offered more power than the stock intake (at least above 6,500 rpm), so we figured the Stage 3 cams would be a better match to the short-runner, high-rpm intake. Equipped with the Boss intake, CNC-ported heads, and Stage 2 cams, the Coyote produced 572 hp and 449 lb-ft. Stepping up to the Stage 3 cams resulted in a jump to 590 hp and 448 lb-ft of torque.

The Stage 3 cams offered more power at the top of the rev range, but traded power to the Stage 2 cams below 5,500 rpm. At this point we were wondering what it would take to get that last 10 hp, but our day on the dyno was done and any answers must wait until next time.

NA vs. Hellion Turbo
NA 5.0L Turbo (10 psi)
RPM HP TQ HP TQ
3,000 N/A 330 N/A N/A
3,300 231 346 N/A N/A
3,600 257 367 393 573
3,900 298 394 472 636
4,200 351 420 592 740
4,500 379 428 642 749
4,800 402 423 678 739
5,100 451 440 764 786
5,400 485 450 824 802
5,700 495 439 835 769
6,000 509 427 858 751
6,300 533 422 906 755
6,600 545 410 907 722
6,900 N/A N/A 902 687

Comp Cams NSR NA Stage 2 vs. Stage 3 cams
Stage 2 Stage 3
RPM HP TQ HP TQ
3,600 257 375 250 365
3,900 284 382 277 373
4,200 323 404 318 397
4,500 351 410 346 404
4,800 375 411 367 402
5,100 422 434 419 431
5,400 461 449 460 447
5,700 476 439 479 441
6,000 500 438 508 445
6,300 529 441 537 448
6,600 549 437 563 448
6,900 560 426 575 438
7,200 566 413 579 422
7,500 572 401 585 410
7,700 N/A N/A 590 402
7,900 N/A N/A 588 391

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