There’s also more oil requirement for the exhaust phaser because of the load from the direct injection pump.”. “There was some structural changes that you won’t see,” Rauscher says. Ford came up with the idea of moving the camshafts outward in the cylinder heads, which would place the camshafts over the head bolts. Eichorn guesses the rods, pistons and maybe the head gaskets are going to be areas to improve. The exhaust phaser is totally different and the camshaft configuration is totally different because of the direct injection pump. The pressure wave goes to the intake side and it was pushing the cylinder at the very top and they were suffering burnt pistons because the rings leak. Somewhere in 2012, they changed it to 11mm and made it shorter in the water jacket. The crank sensor wheel is rear mounted compared to the front mounted designs of the other Modulars and the relocation of the crank sensor produces a more stable signal. “All three generations remain popular motors. But, Ford had some exciting new technology it couldn’t wait to add to the Modular designs. From its history, to its name, to the engineering components that allow the Coyote engine to produce impressive power with a relatively small displacement, people have a lot of questions about it. With many aftermarket parts, the all-new Coyote could make serious HP without affecting driveability. With 580 horsepower, the Aluminator Xs is the most powerful naturally aspirated engine ever sold! The Gen II Coyote was the same basic engine, featuring the same block and head bolt configuration. Add a couple of little turbos, which is all the rage right now, and you can get 1,200-1,300 hp at tire easy. This all-mighty engine took a few cues from the 12-13 Boss, making this coyote a 435 hp & 400 lb-ft of torque 5.0L monster! Then we put ductile iron sleeves in them later on as the power went up.”. They improved the oil pump by making it larger from prior engines.”. It had considerably more valve timing than prior Modular engines, so it was more performance oriented.”. Exhaust cams were full advanced parked and both of them would move at a 50-degree authority.”. The 2013-14 Mustang benefits from a phosphorous coating on the pistons as well as the piston rings from the Boss 302’s V8, and powertrain calibration improvements contribute to the increase in power as well. Hence, the Aluminator. Despite all of its performance modifications and the addition of port fuel injection, the Coyote engine doesn’t require high octane fuel and can be run on regular 87 octane fuel and boasts a 12:1 compression ratio. We caught up with a few engine builders to get their take on decade-old, powerhouse of an engine. The newer generation with that 10R80 transmission really keeps these things in a happy zone as far as efficiency goes. The differences were seen in milder profiles for the intake camshafts along with different profiles of the exhaust cams compared to the Mustang. They carried those same specs from ‘12 to ‘14. of torque, it’s certainly a worthy addition. The Gen II Coyote also got put into Ford’s GT350, which came out in ‘15-‘16, and is a flat-plane crank with a better cylinder head that’s CNC ported. It has a slightly bigger bore at 3.66˝. The throttle body and intake also underwent some changes from the previous Modular engines. Weak spots in the later generations are the Gen II head bolts amongst the open coolant jacket and the Gen III plasma coating. This where the Ford ¬Coyote engine can really shine. This allowed for improvements to airflow by optimizing the locations of the throttle body and redesigned intake ports. The Gen III Coyote also went to a plasma coating in the cylinders. The valvetrain would now consist of a lightweight, roller-type, finger follower with a hydraulic lash adjuster with a 2:1 ratio. The 5.8 is formally known as the Trinity Engine or 5.8-liter V8 engine, which benefits from cylinder heads with improved coolant flow, Ford GT camshafts, piston-cooling oil jets similar to those found on the 5.0 Coyote, new 5-layer MLS head gaskets, an over-rev function that increases the red line to 7000 rpm for up to 8 seconds (from 6250 rpm), and a compression ratio increased to 9.0:1 … Read More The Roadrunner – The new 2012 and 2013 Boss 302 models demanded something special due to the associations people have with the Boss nameplate. The Gen 1 Coyote Engine | 2013-2014. When it comes to rebuilding, it really doesn’t matter what generation we start with as far as the Gen I or Gen II because we’re doing basically the same thing to either one. The Coyote engine has become a fan favorite, and Coyote swaps are a popular modification for restoration fans. Obviously, the Gen III Coyote has horsepower advantages over the previous two generations, but those engines are still so new that guys have yet to find the limitations of the engine. People would find piston problems on the left-side cylinders 5 through 8. The engine is sometimes referred to as Road Runner. What the technical details boil down to is that the first Coyote engine was incredibly powerful for its size based on some really creative engineering ideas. The crankshaft is not interchangeable with the 4.6L either, because the main webbing designs of the Coyote block are wider. of torque. In total, Foyt won 25 times out of the 141 races he participated in. Based off of the architecture of the 4.6L and 5.4L Modular V8s, the “Coyote” V8 platform was the latest evolution of performance engine from the Ford Motor Company in 2010. FOLLOW: You’re going to crack a piston and it’s going to go right away. Debuting in the 2011 model year, the Coyote is a 5.0L, naturally aspirated V8 engine featuring a dual overhead cam (DOHC) design. Also, it gets the same plasma-spray cylinder liner as the current GT500 Predator engine. While every engine has some weaknesses, the Coyote only has a few. The response to the Coyote name was immediately positive and it stuck. It was so powerful they had to figure out how to improve the engine’s walls. Add 20% and that’s what you’ve got for bhp. The 435 horsepower/400ft-lb torque Gen 2 coyote motor has been quickly overshadowed by the new 460 horsepower/420 ft-lbs torque Gen 3 motor. Roush is a registered trademark of Roush Enterprises Inc. Late Model Restoration has no affiliation with Ford Motor Company, Roush Enterprises, or Saleen. s197 Starting with a clean slate, Ford engineered the 5.0L with power, efficiency, and economy in mind. The Gen III stuff can hold a little bit more power via the 10R80 transmission because it doesn’t put as much of a load on the motor. Ford Performance aluminum "Z" cylinder heads M-6049-Z304DA with 2.02" intake valves and 1.60" exhaust valves PAC® 1219X ovate beehive valve springs 1.65:1 ratio roller rocker arms Edelbrock® Victor Jr. intake manifold M-9424-D302; Edelbrock® Water Pump SFI approved vibration damper MSD® billet distributor ARP® Head Studs “They created a big, long, open coolant hole, particularly on the intake side,” he says. As noted, the 5.0L Coyote can make 1,000 whp pretty easily. The firing order for the Coyote changed from 1-3-7-2-6-5-4-8 to 1-5-4-8-6-3-7-2. in order for the engine to utilize existing Modular production line tooling. high-pressure direct injection with low-pressure port fuel injection. “The 2020 GT500 uses the same cylinder head as the GT350, but they have a cross-plane crank back in it and it’s supercharged,” Eichorn says. The Gen I intake was parked depending on a phaser, anywhere from 133 center line to 135. Instead, both attributes keep trending upwards as the outer limits of this technology’s possibilities are explored. “If you put a blower or a turbo on these things, they just want to make stupid power.”. But as far as putting a blower or a turbo on it, it kills those engines because the efficiency numbers just go right up. The camshafts are controlled by the Powertrain Control Module (PCM) using cam torque actuated phasers. They seem to be able to hold out a little bit longer with the big power levels. The 5.0L coyote V-8 continued to make impressive numbers increasing 8 hp while keeping the torque the same as the previous 2011-2012 Mustang GT model. That’s why we go ahead with the Darton sleeves. “The connecting rods are a weak point,” he says. Early Access To Exclusive NEW Products, News, Tech & MORE! “Valvetrain geometry was the big difference from prior,” he says. With all the changes to this new platform, there is no interchangeability of ¬engine parts with its previous ¬predecessors. “The GT500 is still so new that guys haven’t found the factory limits of them yet,” Eichorn says. The block also incorporates piston cooling jets and unique oil drain back and windage control for high rpm performance. Saleen is a registered trademark of Saleen Incorporated. Some of those guys make 700-800 horsepower to the wheel with the factory engine. Even better, as Ford has updated the engine, they haven’t chosen to sacrifice power for fuel-efficiency or vice versa. However, Gen I and Gen II Coyote engines are compatible. The Coyote’s architecture was also Ford’s first implementation of its Twin Independent Variable Cam Timing (TI-VCT) technology on a V8 engine. engines with some modifications. The Coyote engine has managed to warm the car community to the at first controversial overhead cam design, mostly by being incredibly powerful and efficient. Some guys, when they boost them up, were blowing that section of the cylinder out. Kelford Cams Appoints New VP of Business Development, Oil Clearances and Options for LS Engines, Moroso Dart/Rocket, Spread Rail, Dirt Late Model Oil Pan, MaXpeedingRods GT35 Universal Turbocharger, Engine Sealing Using Hoops and Receiver Grooves, Edelbrock to Leave California HQ for Mississippi. The car, named the Coyote, was driven to victory in both the 1967 and 1977 Indy 500s. AmericanMuscle is the source for Mustang engines. They also put direct injection on it. Order this premium Ford Performance N/A Aluminator XS 5.2L 4V DOHC Crate Engine with 12.0:1 Compression for your 2015-2017 Mustang today from CJ Pony Parts! The LT1’s intake valve is actually slightly smaller than the Gen IV LS3 heads with the Gen V at 2.13 / 1.59-inches while the earlier LS3 sported the same size exhaust but a larger 2.165-inch intake. “This engine would be parked in a more advanced position. Though any generation of Coyote is powerful, the third generation also added some smart features that allow the engine to be efficient even when it’s moving at lower rpm. VCT is a technology developed by Ford that allows for greater fuel efficiency and lower emissions. Intake cams were parked in full retard, so they would only advance. Originally, the head bolt went into the main web and was 12mm on the 2011 models. “The cylinder heads were a totally new deal and much improved as far as efficiency,” Rauscher says. 1/2-inch-diameter ARP head studs hold the heads securely to the deck of the block. They make a ton of power for the size. If customers are looking to put high horsepower into the Coyote, connecting rods, pistons and sleeves are some of the key components engine builders will want to add. Though eventually Coyote engines would be added to F-150s as well, initially they were developed with the Mustang GT in mind, and the 2011 GT was the first car with a Coyote. “The aftermarket is with it. “These engines have a little oil pump and they use a ton of oil. With even a few basic bolt-on components it’s easy to drive the Coyote engine beyond factory capabilities. “It’s far superior to the LS. The alternator was moved from the valley of the engine to the side of the block. Stay up to date by signing up for the Engine Builder newsletter. That technology was Twin Independent Variable Cam Timing, and 2010 was the first year that Ford added it to some of its engines, including the Coyote. The coyote has evolved over the years into the Boss 302 and the new VooDoo 5.2L version in the Shelby GT350. Improving on the Coyote motor, Ford hit a home run with the new Gen 3 coyote motor. For 2018, Ford went to a different cam reluctor. With an increased push for engines that had more power and more economy, it was clear that technology needed to improve dramatically, and that wasn’t going to be possible if Ford chose to stay with a traditional, small block engine. One thing Ford didn’t get right with the Gen I Coyote was the engine’s deck. We already have camshaft programs. With them making this GT500 with a blower, I really think they’re going to want to hang on to it for at least another couple years before they do anything else in the Mustang.” EB, Products: Moroso Honda/Acura B-Series Oil Pump, Products: Moroso Dart/Rocket, Spread Rail, Dirt Late Model Oil Pan, Engine News: Kelford Cams Appoints New VP of Business Development, Engine News: Fans Welcomed for 2021 Indy 500, Engine News: Darin Morgan Joins BES Racing Engines, Challenges Still Remain for Electric Vehicles. “Again, it was the same basic engine, but it has a different block deck configuration,” Rauscher says. VCT typically was used on either the exhaust camshaft, which allowed for better emissions or the intake camshaft, which allowed for greater power. The Aluminator has a cross-plane crankshaft instead of a flat-plane crankshaft. Today, restoration projects seem to be at an all-time high. First is the increase in bore size from 92.2mm (3.630 inches) to 93mm (3.661 inches). One obstacle that Ford faced when producing the engine was to make more power and efficiency than the 4.6L did, which would be accomplished by acquiring more airflow through the cylinder heads. “All the Coyote engines are efficient,” Eichorn says. The first year of the coyote made its statement by producing 412 hp at 6,500 rpm and 390 lb-ft of torque at 4250 rpm while making 11:1 compression. Ford also changed the valvetrain geometry in the Gen III Coyote by putting more rocker arm ratio in it, more lift in the cam, a taller install height, and a taller valve. “You’re playing a game trying to make big power by putting a blower or turbo on it. One of the V8 engineers found a part of Ford history he thought was special enough that Ford should name the engine after it.
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