Starting in 2014, Coyote Modified will be NMRA’s newest addition to the heads-up racing category! It was only a matter of time before the Coyote 5.0L powerplant received a class all its own.
“As the biggest Ford drag racing series we have a commitment to the racers and sponsors to grow sportsman heads-up drag racing and adding Coyote Modified is a big step forward,” NMRA Tech Director Dave Werremeyer said.
The Coyote Modified (CM) should bring in a whole new level of boosted and nitrous-fed cars to the NMRA scene. This new Coyote Modified class will receive special attention from aftermarket manufacturers, late-model tuner shops, and the sportsman drag racer.
The goal for the new Coyote Modified class is to allow the power adders to dictate the mechanical limits instead of a long list of limitations. This will allow a wide range of competitors to enter the class from street cars to full-out racecars.
“Last year we launched the first-ever sealed crate engine program in drag racing history with the popular Strange Engineering Coyote Stock,” explained Werremeyer. He continued, “that class is awesome with over 25 Ford Racing engines sold and we are looking at full fields in 2014. As we looked at the heads-up categories in NMRA, we offer two naturally aspirated classes with Nitto Tire Factory Stock and Strange Engineering Coyote Stock. Then we jump into the exciting world of Edelbrock Renegade with mid-to-low eight-second cars and the awesome AFCO Street Outlaw class that runs mid-to-low sevens. We felt if we are going to add a category then it has to fit right in the middle of our current heads-up offerings.”
Werremeyer and his team collected significant amounts of data from on-track performances such as test and tune nights, 5.0 Shootouts, and even Cobra Jet performances. Discussions with manufacturers, specialty tuning shops, sportsman drag racers, and engine builders all did their part to help shape Coyote Modified.
Coyote Modified will get extra special attention with 5.0 Mustang & Super Fords Magazine coming on board as the presenting sponsor of the class. “We have been covering the Coyote 5.0-liter engine since it was born, so to see it pushed to the outer limits of its performance in the NMRA’s new Coyote Modified class will be truly exciting,” said Steve Turner, editor-in-chief of 5.0 Mustang & Super Fords magazine. “We have already seen some of these cars perform at incredibly high levels, but to see them compete against one another is a tantalizing proposition. It's an idea our magazine team couldn’t resist being associated with.”
“In the late ’80s the excitement of watching wildly modified 5.0 Mustangs race is what propagated the Mustang aftermarket to the robust level it operates at today,” Turner added. “With any luck, the NMRA’s battle of modern 5.0 Mustangs in Coyote Modified will accelerate the rapid development of Mustang speed parts far into the future.”
Check out the class guidelines below:
COYOTE MODIFIED CLASS OVERVIEW:
Coyote Modified is a power-adder limited category that requires the use of a Coyote 5.0L engine with few restrictions and a 305ci maximum engine size. It is designed to reflect the latest technology and modifications in the ultra-high-performance street market. Entries are required to race on stock suspension with a 28-inch by 10.6-inch or smaller bias-ply slick.
Note: This set of class rules is presented to all competitors under the assumption that any modifications not specifically written within these rules shall be deemed illegal, unless the competitor has the expressed written consent from the NMRA Tech Director.
This class will be an all run heads-up field, NHRA Sportsman Ladder on a .400 Pro Tree.
POWER ADDER Max CID BASE WEIGHT
Nitrous (Up to 2 stages) 305 2900
ProCharger D-1SC 305 3250
Vortech V-1 TI 305 3250
Paxton NOVI 1500 305 3250
Roots-style up to 2.3L* 305 3250
Turbo 68mm (T4 Flange) 305 3250
Twin Screw up to 2.9L 305 3650
*Roots-style superchargers up to 2.3L including all superchargers that utilize the Eaton TVS2300 internals such as VMP Superchargers, Roush, Edelbrock, Magnuson, ETC.
All weights are with driver and rounded down to the nearest five pound increment.
Any OEM or Ford Racing block permitted.
SFI Spec 18.1 balancer is required.
ENGINE MOUNTS & LOCATION
Engine/motor plates and mid-plates are permitted. Engine block and cylinder heads cannot be in contact with the firewall.
Stock or aftermarket crankshafts are permitted.
Stock or aftermarket connecting rods are permitted.
PISTONS & PINS
Stock or aftermarket pistons and pins are permitted.
Stock or aftermarket piston rings are permitted.
Stock or aftermarket timing chains are permitted.
Any camshaft permitted.
Any lifters/lash adjusters permitted.
Coyote 5.0 cylinder heads required, porting permitted.
Any factory-type, mass-produced intake manifold (OEM 5.0L, Boss, and Cobra Jet) permitted. Welded/Fabricated intake manifolds prohibited.
Any supercharger belt drive system is permitted. Turbocharger location/placement in front of the grill or popular “front-mount” style with a hole in the bumper/spoiler for a fresh air source is prohibited. No restrictions on nitrous oxide systems. Boost controllers and nitrous controllers are permitted.
Centrifugal superchargers and turbochargers are required to use air-to-air intercoolers. Roots-style and twin screw superchargers are allowed to use air-to-water intercoolers. Air-to-water intercoolers are required to be the factory supplied intercooler from either the supercharger or vehicle manufacturer.
Any factory type oiling system permitted.
Any radiator (required), water pump and cooling fan/fans permitted.
Any tubular headers and mufflers required. All exhaust gasses must exit underneath the vehicle.
Any electric fuel pump permitted. Electric fuel pump must shut off with vehicle’s ignition switch or master cut-off switch. Fuel lines may be changed to any size line with in-line fuel filters and fuel regulators permitted. Factory gas tanks and aftermarket fuel cells are permitted. When using a fuel cell, a rear firewall of a minimum .032 inch aluminum or .024 inch steel must be installed to totally seal driver compartment from fuel cell.
OEM or any commercially available mass-produced aftermarket fuel-injection system permitted. Any size/type of fuel injector permitted with a maximum of 8 injectors located in the stock location.
All entries are required to use a 90mm or smaller throttle body.
Throttle control must be operated by the driver’s foot
Gasoline as outlined here is the only acceptable fuel for use in this eliminator. The NMRA reserves the right to check gasoline at any time during competition. Gasoline, as defined by the NHRA rulebook, is a mixture of hydrocarbons only. The average dielectric constant (D.C.) for the hydrocarbons that compromises gasoline is 2.025. This is defined as a reading of ‘’0’’ on the fuel- check meter. NMRA allows no greater reading than a ‘’0’’ on the fuel check meter. Failure to pass fuel check is grounds for disallowance of the run during competition and disqualification from the event during eliminations.
CLUTCH, FLWHEEL & FLYWHEEL SHIELD
Clutch and flywheel meeting SFI Spec 1.1 or 1.2 up to a twin-disc maximum is mandatory. Steel flywheel shield meeting SFI Spec 6.1 is mandatory. Flywheel shield cannot be modified for clutch adjustment and/or cooling holes.
OEM or aftermarket OEM-style transmissions (Tremec) allowed (O.D. not required) and reverse may be used. All gear changes must result directly from the driver’s foot. Pneumatic, hydraulic, electric, etc. shifters are prohibited. Floor-shift conversion kits are permitted. Clutchless transmissions are prohibited. Clutch must be used to change gears in a conventional manner.
Any massed produced/commercially available OEM automatic transmission allowed. Aftermarket case must meet SFI Spec 4.1 and 30.1. Modifications to shifting pattern are permitted provided full shift pattern is retained. Lock up torque converters permitted. Any torque converter permitted. Functional neutral safety switch is required. The use of trans-brakes is permitted.
Any steel or aluminum driveshaft is permitted. Carbon fiber driveshafts are prohibited. Driveshaft safety loop is required.
Any OEM type rear end permitted.
BRAKES, STEERING & SUSPENSION
Front and rear hydraulic brakes are required. Automated brakes are prohibited. The application and release of the brakes must be a function of the driver. Dual reservoir master cylinder is required. Line-lock is permitted only on the front wheels using one line-lock button and solenoid. Any other electrical, pneumatic, hydraulic, etc. switch in braking system is prohibited.
Any American production type steering system permitted.
Stock replacement type shocks and struts are required. Coil-over struts are permitted. Shock/strut must mount in stock location. Shocks/struts must be stand-alone and cannot be adjustable during a run. Electronic programmable shocks/struts are prohibited. Spindle mount type struts are prohibited.
Post 1978 and Newer Vehicles: Stock, aftermarket or tubular type K-member permitted. K-member must mount in its original location. K-member may be notched for oil pan clearance. Factory strut/shock towers are required. Bolt-on type caster/camber plates are permitted. Factory or commercially available controls arms are permitted.
Pre-1978 and Older Vehicles: The use of commercially available bolt-on front suspension kits for engine fitment is permitted. Factory strut/shock towers are allowed to be modified for engine fitment and must maintain an OEM appearance.
Stock rear type suspension is required. Racing style 4-link and ladder bar type suspensions are prohibited. Stock type suspension may utilize any commercially available direct bolt in shocks, springs, leaf springs or factory style 3-link/4-link suspension systems for the particular year/make/model of car being used. Upper and lower control arms must mount in factory location. Leaf springs are allowed to be moved inboard. Torque arm style suspensions are only permitted on OEM equipped vehicles. Bolt-on traction devices, panhard bars and anti-roll bars are permitted.
The use of wheelie bars is prohibited.
Front and rear frame rails must remain in the stock locations. Front frame rails are to remain unaltered. Rear frame rails may be notched for tire clearance only. Notching rear frame rails for rear end clearance/ride height purposes is prohibited. Sub frame connectors are permitted.
A roll bar is mandatory in all cars running an ET of 11.49 seconds or quicker.
A roll cage is mandatory in all cars running an ET of 9.99 seconds or quicker.
ROLL CAGE PADDING
Roll cage padding meeting SFI Spec 45.1 is mandatory on any vehicle running an ET of 9.99 seconds or quicker. Padding must be used driver’s helmet may come in to contact with the roll cage.
Entries must retain stock wheelbase dimensions of + or – 1 inch. Maximum wheelbase variation from left to right is 1 inch.
A minimum of 3 inches from the front of the vehicle to 12 inches behind front spindle centerline is mandatory. A minimum of 2 inches for the rest of the vehicle is mandatory (except for oil pan and exhaust headers).
TIRES & WHEELS: 5
The use of 28-inches tall by 10.6-inches wide or smaller bias-ply slick permitted. Tire tread may not extend outside of the fender.
Aftermarket racing wheels permitted. Spindle mount type front wheels are prohibited.
Must have full factory type upholstery, including carpet, door panels, headliner, and factory dash. Driver’s and passenger’s seats are required and in the stock location. Aftermarket front seats are permitted and must be upholstered. Rear seat may be removed.
OEM or stock type steering column required. Steering column must have a factory appearance. Removable steering wheel is permitted.
PEDALS & PEDAL LOCATION
Stock type pedals and linkage in the factory location are required.
A ribbon-type net or SFI Spec 27.1 window net is mandatory on all vehicles with a roll cage.
Body must retain original appearances and profiles for year, make and model being used. OEM body shell must be intact. Light weight body panels are restricted to hood, bumpers and deck-lid/truck-lid or hatch. Hood and deck-lid/trunk-lid may be hinged or lift off style. Alterations or aerodynamic modifications are prohibited.
The use of aftermarket forward facing hood scoops is prohibited. The use of cowl induction style hoods are allowed on any vehicle with a maximum height of 4 inches. Cowl height will be checked from the tallest point of the hood to the fender line.
Complete OEM cowl is required.
Grille must be full production for make, model and year being claimed. Covering in front of or behind the grille is prohibited.
Stock, unaltered firewall is required.
FENDER SPLASH PANS
Full, factory OEM or aftermarket inner fenders are required. Aftermarket inner fenders must retain a factory appearance. OEM and aftermarket splash pans or inner fenders can be trimmed to allow a maximum of 2 inches clearance around headers.
WINDSHIELD & WINDOWS
ALL OEM glass is required.
Complete stock floor in stock location is required.
Factory wheel wells/tubs are required. Widening/sectioning for tire fitment is permitted and must maintain an OEM appearance. Aftermarket style mini-tubs are prohibited.
Rear wing/spoiler is permitted. Any adjustments to the wing/spoiler during a run are prohibited.
Headlights and taillights/brake lights are required.
All cars in competition must be painted or wrapped. Advertising graphics are permitted on the body. In order to be eligible for the NMRA official contingency program, all contingency sponsors’ decals must be easily visible and located on the outside of the vehicle. Failure to do so can result in the driver forfeiting all claimed contingencies for that particular event. The NMRA requires that all entries run the following decals:
1. NMRA Windshield Banner: Decal needs to be located on the top of the windshield or just above the windshield located on the body.
2. NMRA Drag Racing Series: Decals (2) must be located on each side of vehicle. Either on the side windows or decals can be located on the body right beside the side windows.
3. Class Sponsor: Decal must be located on the passenger’s side lower portion of the windshield.
4. Class & Competition Numbers: Numbers must be easily visible/legible and located on the front, back, and both side windows.
Battery may be relocated and must be an automotive type.
Any battery operated ignition system permitted. Any stock type distributor permitted. Distributorless ignition systems are limited to one coil per cylinder only.
A master cutoff switch is mandatory on all vehicles with a battery located in the trunk.
Aftermarket starters, in stock location permitted.
SUPPORT GROUPS: 9
The use of data recorders is permitted.
The use of tow vehicles in Coyote Modified is limited to being towed to the staging lanes. Vehicles must drive on/off or manually pushed on/off up to and past the scales.
Each crew member must have the proper starting line credentials and must were matching attire.
The driver when in the vehicle, from the ready line until the vehicle is safely stopped on the return road, is required to have all safety restraint systems (including the helmet) on and be securely fastened in the vehicle at all times
A valid NHRA competition license is required for vehicles running 9.99 seconds or quicker.
DRIVER RESTRAINT SYSTEM
Three-inch drive restraint system meeting SFI Spec 16.1, including crotch strap is mandatory on any vehicle running 11.49 seconds or quicker.
For all 10.00 seconds vehicles and slower, either an open-face or a full-face Snell M2005, M2010, K2005, SA2005, SA2010, SFI 31.2A, or 41.2A helmet mandatory.
For all 9.99 seconds and quicker vehicles, a full-face Snell M2005, M2010, K2005, SA2005, SA2010, SFI 32.1, or 41.2A helmet mandatory.
Jacket and pants meeting SFI Spec 3.2A/1 is mandatory on all vehicles running 11.49 seconds or quicker. SFI Spec 3.3/1 gloves are also mandatory on any vehicle running 9.99 seconds or quicker.
Neck collar meeting SFI Spec 3.3 mandatory for any vehicle running 9.99 seconds or quicker or that exceeds 135 mph.
Note: It is ultimately the competitor’s responsibility to familiarize themselves with the NMRA class requirements as well as all NHRA safety requirements. The competitor agrees they bear the ultimate responsibility when it comes to safety and how it complies with the NMRA and NHRA rule books. The competitor also agrees that no one else other than the competitor is in the best position to know about how their particular race car has been constructed and how to safely operate it.
Photo Courtesy of Steve Wolcott