Introduction: The 700 HP Showdown – LS vs Coyote With Brodix and Whipple

The quest for 700 horsepower is a benchmark many engine builders and enthusiasts aspire to. It’s a power level that transforms a daily driver into a track-worthy machine without demanding full-race maintenance. Two platforms dominate the conversation: General Motors’ LS family and Ford’s Coyote (2011+ 5.0L). Both respond exceptionally well to forced induction, and pairing either with Brodix aluminum cylinder heads and a Whipple supercharger is a proven recipe. But which platform delivers the better value? This article provides an exhaustive cost breakdown, going beyond simple parts lists to include machine work, fuel system upgrades, tuning, and hidden expenses. We’ll also explore why each engine platform has its own loyal following and where your money goes differently between them.

If you’re budget-conscious but demand results, understanding these cost differences is the difference between a successful build and a project that stalls halfway through. Let’s dig into the numbers.

Why Target 700 HP? The Sweet Spot of Streetable Power

Seven hundred horsepower is often called the “sweet spot” for street-driven performance cars. It’s enough to overwhelm most tires, pull hard from any speed, and still remain manageable with modern fuel injection and electronics. At this power level, you can use a factory block (with upgrades), a single large-frame supercharger, and a camshaft that idles well enough for air conditioning and power brakes. Both the LS and Coyote platforms achieve this number with similar hardware, but the fundamental architecture of each engine influences where costs cluster.

Platform Fundamentals: LS vs Coyote Under the Hood

The LS Engine – Established, Lightweight, Massive Aftermarket

The GM LS engine family (including LS1, LS2, LS3, LSA, LSX) has been in production since 1997. Its deep-skirt block, 6-bolt main bearing caps, and lightweight design make it an enthusiast favorite. Aftermarket support is enormous; you can buy literally any part off the shelf from dozens of manufacturers. For a 700 HP build, a 6.0L (LQ9/LQ4) or 6.2L (LS3) iron or aluminum block is common. The LS responds very well to boost thanks to its efficient cylinder head architecture and robust bottom end.

The Coyote Engine – Modern, High-Revving, DOHC Complexity

Ford introduced the 5.0L Coyote in 2011 as a clean-sheet design. Its dual-overhead cam (DOHC), 4-valve-per-cylinder layout, and Ti-VCT variable valve timing give it an entirely different powerband. The Coyote revs higher and breathes extremely well naturally aspirated. Under boost, it can produce incredible power, but the valvetrain is more complex and expensive to upgrade. The cylinder heads themselves require specialized machining for larger valves or aftermarket castings like Brodix’s offering.

Key Difference: The LS uses pushrods and a single cam in the block; the Coyote uses chain-driven cams in the heads. This single fact drives many of the cost and labor differences you’ll see below.

Component Breakdown: Building a 700 HP LS With Brodix and Whipple

We’ll start with the LS build. All prices are realistic estimates (2024/2025 USD) and include typical retail pricing from suppliers like Summit Racing, JEGS, and direct manufacturer sales. Labor costs are quoted at a reputable performance shop rate of $100–$125/hour, depending on region.

Base Engine – The Foundation

  • Used 6.0L LQ4/LQ9 short block: $800–$1,200. These cast-iron blocks are tough and cheap. We’ll budget $1,000 for a good core.
  • Machine work: Bore, hone, deck, line-hone, and clean: $600–$800. Expect $700.
  • Forged rotating assembly: For 700 HP with boost, you need forged pistons (often 4032 or 2618 alloy) and forged H-beam or I-beam rods. A quality set (pistons, rings, rods, pins) from Wiseco/Manley/Diamond: $1,400–$1,800. We’ll use $1,600.
  • Main and rod bearings, freeze plugs, oil pump gear: ~$250.

Subtotal for short block (including machine work and rotating assembly): ~$3,550

Cylinder Heads – Brodix BR7 or BR8 Series

Brodix is legendary for its aftermarket LS heads. For a 700 HP street supercharged build, the BR7 (as-cast) or BR8 (CNC-ported) are excellent. They flow huge numbers out of the box and accept large valves.

  • Brodix BR7 LS3-style heads (bare): $1,400–$1,600 per pair. We’ll use $1,500.
  • Valves (2.165/1.600 stainless): $250.
  • Valve springs, retainers, keepers, seals: For boost, dual springs are recommended: ~$350.
  • Assembly labor: $125.

Total Brodix heads, fully assembled: ~$2,225 (close to the original $2,500 estimate when including rocker arms and pushrods – see below).

Camshaft and Valvetrain

A supercharged LS doesn’t need a wild cam. A mild grind with 114–116 LSA works beautifully.

  • Custom camshaft (Comp Cams, Cam Motion): $400–$450.
  • Pushrods (chromoly, custom length): $150.
  • Lifters (LS7 style or Johnson short-travel): $400–$600.
  • Timing set (double roller): $200.
  • Rocker arms (stock LS3 are fine to 700 HP, but aftermarket trunnion upgrade recommended): $200.

Cam/valvetrain subtotal: ~$1,400 (slightly above the original $1,000 because we include lifters and timing set).

Supercharger System – Whipple W175AX or W185AX

Whipple’s 2.9L or 3.0L screw-type supercharger is the gold standard. For 700 HP on a 6.0L LS, the W175AX is ideal. Kits come with intercooler, fuel rails, drive system, and tuning base files.

  • Whipple supercharger complete kit (LS3/6.0L): $5,800–$6,500. We’ll use $6,200 (including pulley, belt, brackets).
  • Optional – larger intercooler reservoir: $200.

Supercharger subtotal: ~$6,400 (slightly above original $6,000 due to extras).

Fuel System

700 HP requires significant fuel delivery. Mechanical return-style systems are recommended.

  • Fuel pump (Aeromotive 340LPH in-tank or bulky aftermarket): $250–$350.
  • Injectors (80–100 lb/hr): $500–$600.
  • Fuel rails, lines, regulator, fittings: $400–$500.
  • Flex fuel sensor (if running E85): $150.

Fuel system subtotal: ~$1,500 (original $800 was too low for a 700 HP forced-induction build).

Exhaust System

For a supercharged LS, you want free-flowing exhaust. 1 7/8" or 2" primary long-tube headers and a 3" or 3.5" system.

  • Long-tube headers (coated, stainless or mild steel): $600–$900.
  • Full exhaust (catalytic converters optional, mufflers): $500–$800.

Exhaust subtotal: ~$1,200–$1,400. We’ll use $1,300.

Engine Management and Tuning

You will need a standalone ECU or factory ECU with a custom tune. A reputable tuner will charge $600–$1,000 for a dyno tune. We’ll budget $800.

Assembly Labor

Short block assembly by a shop: $800–$1,200. Full engine build (short block plus heads, cam, supercharger, and accessories): $1,500–$2,500. We’ll use $2,000.

LS Build Total (excluding donor vehicle, transmission, cooling, etc.):

CategoryCost
Short block (core + machine + forged rotating assembly)$3,550
Brodix heads (assembled)$2,225
Cam/valvetrain$1,400
Whipple supercharger kit$6,200
Fuel system$1,500
Exhaust headers and system$1,300
Engine management & tuning$800
Professional assembly labor$2,000
Gaskets, fluids, misc.$500
Total$19,475

Note: The original article’s $14,700 estimate omitted several critical items (fuel system upgrade, tuning, labor). A realistic total is closer to $19,500.

Component Breakdown: 700 HP Coyote Build With Brodix and Whipple

The Coyote requires a different approach. Its DOHC valvetrain means more parts, more precision, and higher costs for aftermarket heads and cams. But the payoff is a higher-revving, often more driveable package.

Base Engine – Gen 2 or Gen 3 Coyote

  • Used 2015-2023 5.0L Coyote core (Gen 2 or Gen 3): $2,500–$4,000. We’ll budget $3,000 for a good long block with low miles.
  • Forged pistons and rods: Coyote needs custom pistons for boost. A set of forged pistons (CP, Manley) and forged rods: $1,800–$2,200. Use $2,000.
  • Bearings, rings, gasket set: $350.
  • Upgraded oil pump gear and crank sprocket: $250.

Subtotal for short block (if rebuilt): ~$5,600 (much higher than LS due to more expensive core and pistons).

Many Coyote owners choose to buy a built short block from MMR, Ford Performance, or Livernois–expect $6,500–$8,500. We’ll stay with a rebuild.

Cylinder Heads – Brodix Coyote Heads

Brodix offers the "Ford 5.0L Coyote 2-Valve" head? Actually, Brodix makes heads for Coyote that are specifically designed to fit the DOHC layout. They are more expensive because they include cams and valvetrain.

  • Brodix Coyote cylinder head pair (bare, with stainless valves and springs): $2,800–$3,200. Use $3,000.
  • Stage 2 CNC porting optional: add $500.

Heads subtotal: ~$3,000 (original $2,500 is possible if you buy raw castings and assemble).

Cams and Valvetrain

Coyote uses separate intake and exhaust cams per head (4 cams total). Aftermarket cam sets from Comp, Livernois, or L&M Engines are expensive.

  • Complete camshaft set (4 cams): $1,200–$1,600.
  • Phaser limiter kit (to restrict VCT for high boost): $300.
  • Valve springs, retainers (upgraded): $400.
  • Timing chains, guides, tensioners: $300.

Cams/valvetrain subtotal: ~$2,400 (original $1,000 is unrealistic for a Coyote).

Supercharger System – Whipple for Coyote

Whipple makes specific kits for Coyote Mustangs. The 3.0L Gen 5 kit is perfect for 700 HP.

  • Whipple W185AX supercharger kit (Coyote 5.0L): $6,500–$7,200. Use $6,800 (includes intercooler, drive, tuning file).
  • Optional upgraded heat exchanger: $300.

Supercharger subtotal: ~$7,100.

Fuel System

Coyote direct injection (on Gen 3) complicates fueling. Most 700 HP builds switch to return-style port injection or add auxiliary fuel rails.

  • Fuel pump (Dual 340LPH or Fore Innovations kit): $800–$1,200.
  • Injectors (port injectors + controller for DI delete): $1,200–$1,500.
  • Lines, rails, regulator: $500.

Fuel system subtotal: ~$2,500 (significantly more than LS).

Exhaust System

Similar to LS – 1 7/8" headers and 3" exhaust. Coyote-specific headers cost a bit more.

  • Long-tube headers (catted or non-catted): $800–$1,200.
  • Cat-back exhaust: $500–$800.

Exhaust subtotal: ~$1,500.

Engine Management and Tuning

Gen 2 Coyote uses PCM; Gen 3 requires HP Tuners NGauge or SCT. Custom dyno tune: $800–$1,000. We’ll use $900.

Assembly Labor

Coyote builds are more labor-intensive due to timing chain alignment and VCT phaser setup.

  • Labor to rebuild short block and assemble long block: $2,500–$3,500. Use $3,000.

Coyote Build Total (excluding donor vehicle):

CategoryCost
Base engine core + rebuild parts (forged rotating)$5,600
Brodix heads (assembled)$3,000
Cams/valvetrain/phaser/timing$2,400
Whipple supercharger kit$7,100
Fuel system (DI bypass or full port)$2,500
Exhaust headers and system$1,500
Engine management & tuning$900
Professional assembly labor$3,000
Gaskets, fluids, misc.$600
Total$26,600

The original $15,300 was vastly understated. A realistic Coyote build for 700 HP with Brodix heads and Whipple is roughly $26,600.

Comparative Analysis: LS vs Coyote – Where the Money Goes

ItemLS CostCoyote CostDifference
Base engine + rebuild$3,550$5,600Coyote +$2,050
Brodix cylinder heads$2,225$3,000Coyote +$775
Cam/valvetrain$1,400$2,400Coyote +$1,000
Whipple supercharger kit$6,200$7,100Coyote +$900
Fuel system$1,500$2,500Coyote +$1,000
Exhaust$1,300$1,500Coyote +$200
Engine management + tuning$800$900Coyote +$100
Assembly labor$2,000$3,000Coyote +$1,000
Miscellaneous$500$600Coyote +$100
Total$19,475$26,600$7,125 more for Coyote

Key Cost Drivers for Coyote

  • Base engine cores are expensive. A used Coyote long block costs 2-3x a comparable LS.
  • DOHC valvetrain complexity – Four cams, phase limiters, and specialized timing components add up.
  • Fuel system: Direct injection on Gen 3 requires expensive bypass or auxiliary solutions.
  • Labor: Setting timing on a Coyote takes longer, so shop rates climb.
  • Whipple kit for Coyote includes more components to clear the DOHC heads, hence higher price.

Where the LS Wins – Cost per Horsepower

The LS build achieves 700 HP for roughly $27.80 per horsepower; the Coyote sits at about $38.00 per horsepower. That’s a 36% premium. However, the Coyote offers a higher redline (7,500+ rpm) and a wider powerband, which some enthusiasts value over raw cost.

Hidden Costs Both Builds Share

  • Cooling system: High-flow water pump, larger radiator, electric fans – add $400–$700.
  • Drivetrain upgrades: A 700 HP engine will destroy stock clutches and transmissions. A Tremec T56 Magnum (F) can cost $3,000–$4,000. A built 6R80 or 4L80E automatic adds $2,500–$5,000.
  • Engine mounts, adapters, headers fitment: Swapping into a non-native chassis? Expect $500–$1,500.
  • Intercooler plumbing and blow-off valve: $200–$400.
  • Wideband gauge and data-logging: $300–$600.

Adding a reliable transmission and cooling can push your total build beyond $30,000 for either platform.

Power Delivery and Driving Experience

Cost isn’t everything. The LS with Brodix heads and a Whipple will deliver a massive torque wave from 2500 rpm, pulling hard to 6500 rpm. It’s forgiving, easy to tune, and the aftermarket support means parts are always in stock. The Coyote with the same supercharger has a slightly steeper torque curve, but it revs to 7500+ rpm and makes peak power higher in the rev range. For road racing or canyon carving, the Coyote’s high-rpm top end can be intoxicating. For drag racing and street driving, the LS’s low-end grunt often wins races.

Reliability and Long-Term Costs

  • LS: The cast-iron 6.0L block is incredibly strong. The pushrod valvetrain is less prone to valve float at high boost. Many 700 HP LS builds survive years of abuse without major issues.
  • Coyote: The aluminum block is strong, but the closed-deck design of Gen 2/3 is less forgiving of detonation. The phasers and timing chains require careful maintenance. Boost levels beyond 15-18 psi demand upgraded timing components. Replacement parts are more expensive.

Long-term, the LS platform is cheaper to maintain and rebuild. Coyote parts are specialized and often only available from Ford Performance or select aftermarket suppliers.

Making the Decision – Which Platform Should You Choose?

Choose the LS if:

  • Budget is a primary concern – you can build a 700 HP engine for under $20k.
  • You want massive low-end torque for street driving or drag racing.
  • You plan to install the engine in a GM vehicle (or many older cars with LS swap kits).
  • You value simplicity and widespread aftermarket support.

Choose the Coyote if:

  • You are a Ford enthusiast building a Mustang or Ford swap.
  • You want a high-revving, naturally aspirated feel that also accepts boost.
  • You appreciate the modern DOHC engineering and Ti-VCT.
  • You have a larger budget and are okay with higher maintenance costs.

Both engines with Brodix heads and a Whipple supercharger will produce thrilling 700 HP. The numbers don’t lie – the LS is significantly cheaper. But for some, the Coyote’s character is worth the extra $7,000.

External Resources and Further Reading

Final Thoughts

The original article’s cost estimates were optimistic by a significant margin. A realistic 700 HP LS build with Brodix heads and a Whipple supercharger (including machine work, fuel system upgrades, assembly, and tuning) lands around $19,500. A comparable Coyote build runs closer to $26,600. The difference of roughly $7,000 is driven by the Coyote’s more complex valvetrain, pricier fuel system, and higher labor costs. Both are excellent engines, but your choice should balance your budget with your desired driving experience. Either way, you’ll end up with a vehicle that transforms from mild to wild with the push of the throttle.