Improve durability and prevent engine failure with installation of a billet oil pump gear set.
Ford’s 5.0L Coyote engine has been a proven soldier in the world of high-performance. Introduced in 2011 with 412 hp and now offered with as much as 480 hp in the 2019 Mustang Bullitt, the all-aluminum DOHC V8 has been a favorite of Mustang and F-150 owners. Despite being just a “little” 302, it can out-muscle many engines of larger displacement. And it becomes a superstar with bolt-ons and forced induction. Owners have cranked out more than 600 rwhp with basic blower kits, and far more with the boost turned up.
If there’s a weak link, however, it’s the factory sintered-iron oil pump gears that can quit when the power is pushed up. Although not super common, a failure can be ugly. As you’re probably aware, losing an oil pump can be often catastrophic. No oil pressure usually equals wiped bearings and the potential to lose a crank or rods in a hurry.
Thankfully, the aftermarket has responded with hardened, billet oil pump gears designed to directly replace the factory cogs. The fix is relatively simple, however it requires digging into the engine to access the pump. On the 2011-2017 Coyote-powered Mustangs, it can even be swapped in the car without removing the oil pan.
Unlike earlier small-block Fords, the Ford Coyote uses a crankshaft-driven gerotor oil pump that’s located behind the timing cover on the front of the engine. It’s a compact and efficient design, where the inner pump gear is lugged directly to the crankshaft. But because the inner gear rides on the snout of the crank, the gear is subject to vibration and harmonics developed by the rotating assembly.
The fix requires replacing the two gears in the oil pump along with the lower timing chain drive gear that’s included in the kit. Installation involves draining the coolant, then removing the cooling fan, cam covers, front engine accessory drive (FEAD), harmonic balancer, timing cover, camshaft timing chains, and disconnecting the oil pump pick-up tube. While not overly difficult, there are tricks to getting the job done quickly and efficiently.
To give you an inside look, we hooked up with Kevin McKenna, owner of a 10-second 2014 Mustang GT (you may remember his red GT from Hot Rod Drag Week and a tech feature on HotRod.com where we installed a QA-1 carbon fiber driveshaft). McKenna plans to continue his wide-open drag strip assault, so the upgrade is a must to ensure durability. VMP offers its own line of gears and it specializes in Mustang performance, so the Mustang was in good hands.
“We want to make sure Coyote owners feel comfortable realizing the full potential of their cars,” said Justin Starkey, owner of VMP Performance. “One common weak area, the OPG (oil pump gears), needs to be addressed on high power builds, say above 700-800 rwhp. We offer a billet steel replacement, so the gear failure is no longer an issue.”
To follow the installation, we met up at VMP’s facility in New Smyrna Beach, Florida. VMP dug into the GT, and in roughly 12 hours, we were on our way to the track. While the gear doesn’t add horsepower or torque, it greatly improves durability, it offers piece of mind, and it will let McKenna to crank up the power.
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