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Ford Performance 5.4L Coyote

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Interest may have waned in this topic, but I found the custom Callie steel cross-plane crankshaft and connecting rod information for a racing 5.4L Coyote

Callie COMPSTAR FORD COYOTE
StrokeMainPins Cammed for rod length Part #
3.8002.6562.1005.85022K-BIL-CS

Custom Manley Connecting Rods

LengthJournalPinDisplacement
6.657 / 169mm2.239 / 57mm0.866 / 22mm5.4L
I think you’re looking at rods for the prior gen 5.4.
 
I think you’re looking at rods for the prior gen 5.4.
You may be correct but both the Callie and Manley site provided the data tables for the ‘Coyote 5.4 Stroker’ option (see links in previous post). What numbers do you suggest for the rods?

I ask because Callie and Manley may have listed 5.4 Triton data but it is odd that their Coyote stroker data would match others offering a 5.4 stroke kit.

Potentially a great catch and I’m open to ideas
 
It looks like the Coyotes are in the 5.8-5.9” range after briefly looking at MMR rod options. You’re not going to get another 3/4” in there for the reasons Bauern showed the math for.

I don’t think there’s going to be any secrets to get to 5.4l in a Coyote, just some compromises with piston pin placement and thrust and/or stability due to rod ratios. People that have developed this package will have it sorted to some degree.
 
It looks like the Coyotes are in the 5.8-5.9” range after briefly looking at MMR rod options. You’re not going to get another 3/4” in there for the reasons Bauern showed the math for.

I don’t think there’s going to be any secrets to get to 5.4l in a Coyote, just some compromises with piston pin placement and thrust and/or stability due to rod ratios. People that have developed this package will have it sorted to some degree.
I see what you are saying. The stats below are from the Brian Crower site and do differ from Callie's listed stroker table.

BC "5.4" Stroker: 1.888" crank pin, H-beam ProHD rods with 7/16" fasteners (5.933" c-to-c/2.015" BE bore)

I also see bore sizes vary from block to block which may play a role in what custom elements are being made. In the early posting the idea of a voodoo or predator block being used was convincingly dismissed. However, a 5.4 stroke using a 3.7” / 94mm starting bore would be easier

EngineBoreStroke
Ford GT3 5.4L94mm (Confirmed*)?
Supercars V8 5.4L??
Aftermarket Coyote Stroker ~5.4L94mm97.5mm
Predator94mm93mm
Voodoo / Gen 3 5.294mm93mm
Boss 30292.2mm92.7mm
GEN 493mm92.7mm
GEN 393mm92.7mm
GEN 1 / GEN 292.2mm92.7mm
* See 2m20s of M-Sport Build Video:

MMR notes their 5.4 stroker kit requires a 3.7” / 94mm bore and a 3.84" / 97.54mm stroke. I doubt Ford's 5.2s are “ ultra low production” as claimed earlier since Ford offers a large variety of blank or built delivery options.

While it was dismissed initially, it may be that the Australian teams are using these Gen 3 5.2 blocks for the larger bore.
 
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I thought the GT3 cars 5.4L were built by that place in England.. M-Sport? They are a rally outfit. But yea, i can't wait to drive one with the 5.4L and why do they have the plastic covers on the valve covers? GT3's are just metal with exposed coils.

or this? Yes.. this is it. looks like only the GTD's are using the metal no coil cover version.

Do they not have twin cam timing? At most its only on the intake cam at least based on the humps in front.

1731459587315.png 1731459236012.png
 
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I think anytime you see a race engine with plastic coil covers it is likely for promo, marketing, or display shots. I have not seen the 5.4 engines in service in person, but other race engines I have been around have as little in the way as possible to improve inspection and repair efficiency. No dress-up parts.

Given that M-Sport has raced at Bathurst in Aussie V8 and has a long relationship with Ford, the pairing for their international GT3 program seems logical. I imagine they try to develop partnerships all over the globe. With M-Sport doing nearly all the BTCC engines, they clearly have the capacity needed.

For the engine itself, I am still puzzled by the bore and stroke settled upon in Ford/M-Sport/Herrod Performance. Acknowledging that the "5.4" quoted could be anything between 5.355L and 5.44L, it is still something that evades. Logic says 93mm+, but when stroked to 5.4, that would put it pretty close to square which isn't great for high revs. While the Aussie dyno shows it revving to a max of 8K, it is still not the headroom I would imagine in a race engine like this.

I have not seen the GT3 engine on the dyno or in any formal testing and am curious if it would have a similar profile to the Aussie V8, given the regulating bodies and needs are different. The Ford Aussie V8 5.4 needed to mirror a 5.7 Camaro and run more traditional race lengths, with the longest being Bathurst 1000kms, while the GT3 running endurance races like Le Mans (~13,000kms) and having power caps to compete with Ferrari and BMW. Given the different builders, I imagine they are quite different, but finding someone with inside knowledge and who is willing to share seems about impossible. Maybe when the cars enter the private sector when two or more generations pass we may know all the details.
 
I think anytime you see a race engine with plastic coil covers it is likely for promo, marketing, or display shots. I have not seen the 5.4 engines in service in person, but other race engines I have been around have as little in the way as possible to improve inspection and repair efficiency. No dress-up parts.

Given that M-Sport has raced at Bathurst in Aussie V8 and has a long relationship with Ford, the pairing for their international GT3 program seems logical. I imagine they try to develop partnerships all over the globe. With M-Sport doing nearly all the BTCC engines, they clearly have the capacity needed.

For the engine itself, I am still puzzled by the bore and stroke settled upon in Ford/M-Sport/Herrod Performance. Acknowledging that the "5.4" quoted could be anything between 5.355L and 5.44L, it is still something that evades. Logic says 93mm+, but when stroked to 5.4, that would put it pretty close to square which isn't great for high revs. While the Aussie dyno shows it revving to a max of 8K, it is still not the headroom I would imagine in a race engine like this.

I have not seen the GT3 engine on the dyno or in any formal testing and am curious if it would have a similar profile to the Aussie V8, given the regulating bodies and needs are different. The Ford Aussie V8 5.4 needed to mirror a 5.7 Camaro and run more traditional race lengths, with the longest being Bathurst 1000kms, while the GT3 running endurance races like Le Mans (~13,000kms) and having power caps to compete with Ferrari and BMW. Given the different builders, I imagine they are quite different, but finding someone with inside knowledge and who is willing to share seems about impossible. Maybe when the cars enter the private sector when two or more generations pass we may know all the details.
That other pics is from a live race.. they are indeed plastic! i agree 100% tho i would have thought aluminum.

The coyote will always be bore limited, so piston speed is going to be an issue but its not like there is a ton of room for increased throws either but that would explain the 8k rpm limit for cylinder bore wear, friction losses, etc.

edit, its just a dark horse style intake on the GT3.
 
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Anyone know how they're cooling the oil? Is this a water to oil cooler? that opening is HUGE for oil. I'm struggling to decode what they're doing. the inlet is clearly on the water pump, there's a single outlet on the driver side head - but I don't seen an inlet/outlet in the red part that's circled1731615926636.png
 

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