Performance Timeline

Ford’s 5.0L DOHC 32-Valve “Coyote” Engine

Ford’s new 5.0L DOHC engine, codenamed “Coyote” by Ford internally, debuted in the 2011 Mustang GT. Rated at 412 horsepower, it replaced the Mustangs 300 horsepower 4.6L Three-Valve V-8 offering that was used from 2005-2010. This new V-8 engine is a derivative of Ford’s long running Modular engine program. Some hardcore fans do not consider the Coyote engine part of the Modular engine family, but many of the engine’s design parameters were mandated by the Modular engine architecture, including the bore spacing, deck height, and connecting rod length. One thing that did change was the engine’s firing order. While the previous Modular engine family of V-8s used the traditional Windsor and 5.0L HO pushrod firing order of 1-3-7-2-6-5-4-8 the new Coyote used 1-5-4-8-6-3-4-2 (same as Ford’s old Flathead V-8 from the ‘30s!).

Where the major advancements implemented by Ford engineers can be found is in the all-new cylinder heads. The Coyote’s cylinder heads were an all-new design for this engine program. While they were a DOHC four-valve configuration, similar to those found on some of the Modular engines in the past, the placement of the intake and exhaust camshafts were moved outboard of the cylinder head’s centerline to raise the intake ports. This change is one of the reasons the engine is so wide. Coupled with Ford’s new Twin Independent Variable Cam Timing (Ti-VCT), which uses pressurized engine oil to control the intake and exhaust cam timing independent of each other, these heads provided increases in engine torque, horsepower, and fuel economy, while reducing engine emissions. Truly having the best of both worlds for a performance car like the Mustang.

The Coyote engine has seen several changes over the last nine years of production, and while we exclusively utilize the latest Gen 3 Coyote engine in our reproduction Revology Cars Mustangs (available through Revology Performance in crate engine form for your own Coyote swap project), we felt it was imperative to break down the various Coyote engines that have seen production in the Mustang GT from 2011-2020, as well as the Coyote engine Ford has offered in the F-150 pickup truck, in an effort to educate our Revology Performance customers that are looking to Coyote swap their classic Mustang or other Ford project. The Coyote V-8 has seen three major generation updates, plus there were a few “special edition” versions we’ll briefly touch on. However, we recommend staying away from these for swap purposes and sticking with a production Gen 1, Gen 2, or Gen 3 engine for your project.

Gen 1 Coyote 5.0L V-8

The first generation of the Coyote V-8 can be found under the hood of the 2011-2014 Mustang GT and F-150 pickup. This first-generation Coyote arrived on the scene with a forged crankshaft, stainless headers, piston cooling jets, a composite intake manifold and 11:1 compression to net 412 horsepower at 6,500 rpm. The F-150 variant is tuned for broader torque production and has revised heads, different intake cams, cast iron exhaust manifolds and 10.5:1 compression making 360 horsepower at just 5,500 rpm. The 2013-2014 model years saw minor tuning changes (and the removal of the piston cooling oil jets) that upped the horsepower by eight to 420. Additionally, the 2012-2013 Mustang Boss 302’s Coyote engine was upgraded with different cams, intake manifold, and tuning to make 444 at 7,500 rpm.

The Gen 1 Coyote, while a viable swap option if you’re looking for a Coyote engine, will obviously have the most mileage and wear since they can only be sourced used from salvage yards. Additionally, the F-150 engines are usually a little easier on the wallet, but you’ll be starting with less horsepower and the F-150 engine’s timing cover is different, which can lead to accessory drive and supercharger mounting issues. As we mentioned in our opening the Boss 302 engine is a limited production “special edition” version of the Coyote V-8 and will take some extra effort to utilize in your Coyote swap project that we feel isn’t worth the extra expense and hassle.

Gen 2 Coyote 5.0L V-8

Beginning with the 2015 model year Ford updated the Coyote V-8 for fitment in the freshly redesigned S550 Mustang (and in the F-150 as well). Much of the updates were internal to the engine with Ford grabbing some of the parts used in the Boss 302 program, including its sintered-forged connecting rods for strength and rpm use. The Gen 2’s valvetrain received further updates with larger intake and exhaust valves and higher lobe lift camshafts for both intake and exhaust. Stiffer valve springs were also part of the updates. Naturally, with larger valves the pistons were revised with larger valve reliefs. The Ti-VCT was retained, however the Gen 1’s 50 degrees of adjustment was reduced to just 25 degrees to help with cold start emissions.

The big news for the Gen 2 though was the addition of a Charge Motion Control Valve (CMCV) system. Much like the previous Modular V-8 family, the Gen 2 Coyote’s CMCV “butterflies” control airflow from the intake to the cylinder heads during low rpm use to improve the air/fuel mixture, fuel economy, and idle quality. All of these updates provided for increased performance and durability, with horsepower now coming in at 435 at the same 6,500 rpm and the Gen 1’s torque rating of 390 lb-ft increasing to an even 400 lb-ft. The Gen 2’s “special edition” Coyote is the 5.2L “Voodoo” engine with flat-plane crankshaft found in the Ford Shelby GT350. Making 526 horsepower at 7,500 rpm it is a force to be reckoned with and a price tag to match. They pop up from time to time for sale, but much like the Gen 1 Boss 302 engine, they aren’t as swap friendly as a regular base Coyote engine.

As in the Gen 1 application, the Gen 2 F-150 version of the Coyote was designed for broad torque output and featured an increase as well to 385 horsepower at 5,750 rpm. One thing to note on the Gen 2 block itself is the addition of an oil return passage at the oil filter adapter. Gen 1 and Gen 2 oil filter adapters are block specific, so if you are planning on an oil filter relocation kit or oil cooler kit, ensure you have the correct block adapter. Gen 2 Coyote engines, like the Gen 1, will be found on the used market only now.

Gen 3 Coyote 5.0L V-8

Now we will focus on the current third generation iteration of the much-desired Coyote engine series. This is the current Coyote engine Ford has been installing in the Mustang GT and F-150 pickup since 2018. To start, we’ll let you in on a little secret. The Gen 1 and Gen 2 Coyote engines weren’t quite five liters in displacement. Their 92.2 mm bore and 92.7 mm stroke (3.63 in × 3.65 in) displaced 4.951 liters (close enough for marketing purposes as even the old pushrod 302 was emblazoned with the “5.0” emblems). The Gen 3 Coyote received an increase in cylinder bore to 93 mm via the use of Plasma Transfer Wire Arc cylinder liner technology. This is a sprayed in liner versus the traditional steel press-in liner used in Gen 1 and Gen 2 engines. This small increase in displacement meant the Gen 3 Coyote now measured 5.035 liters (or 307 cubic inches)—a true 5.0 engine. Obviously, this isn’t the biggest news to arrive with the Gen 3, but it is certainly notable.

No, the biggest news arriving with the debut of the Gen 3 Coyote in 2018 is the addition of Direct Injection. Typically, Direct Injection has been used by Ford in their EcoBoost line of turbocharged engines, placing high pressure fuel system injectors directly into the combustion chamber. So, while this is Ford’s first application in a gasoline V-8, Ford also left the traditional port injection in place. Yes, the Gen 3 Coyote actually runs 16 fuel injectors! Further Gen 3 updates include once again upping the valve sizes, new higher lift camshafts, an increase in compression ratio to 12:1, and a revised composite intake manifold. All told, these changes bring the Gen 3 Coyote’s horsepower up to 460 (still at 6,500 rpm, but the Gen 3 now has a 7,500 rpm redline) and torque to 420, still at 4,250 rpm as well. The F-150-based Coyote engine received the same Direct Injection, larger bore, and compression increase updates, but still utilized more truck-focused components, yet still saw a small bump in power to 395 horsepower and 400 lb-ft of torque.

The latest “special edition” iteration of the Gen 3 is the “Predator” engine found in the 2020 Ford Shelby GT500. A close relative to the Gen 2’s Voodoo 5.2L, the Predator uses a traditional cross-plane crankshaft and factory supercharging. It is rated at 760 horsepower thanks to a boost-friendly 9.5:1 compression ratio and 12 psi of boost from an Eaton TVS supercharger. That 760 horsepower comes in at a heart racing 7,300 rpm with 625 lb-ft of torque coming in at just 3,000 rpm and staying all the way to the engine’s 7,500 rpm redline. The main issue with this engine is certainly going to be availability and its price tag, not to mention swap wiring and tuning. We feel you’re better off with a standard Gen 3 Coyote engine and adding a supercharger, or ordering one of our Roush Performance-based RSC supercharged crate engines. Obviously, the standard Gen 3 engines will be the most plentiful option, as they are available as brand-new crate engines and when found used in a salvage yard, they will have the lowest mileage. There are several Mustang-specific salvage operations that offer turn-key engine and drivetrain packages as well and can be found on the Internet.

Revology Performance Can Help!

Here at Revology Performance we not only offer the Gen 3 Coyote crate engine, but several transmission options as well, along with our in-house designed supporting components such as cooling systems, braking systems, pedal assemblies, cold air induction kits (shown here), and more to help see your Coyote swap project through to completion and have you on the road enjoying the fruits of your labor in the shortest time possible. The parts we sell are the very same parts we use to built Revology Performance’s Mustangs. These engineered solutions mean you get everything you need in that sub-system to make your Coyote swap work. We’ve taken all the guesswork out of these Coyote swaps for 1965-1970 Mustangs. When you purchase one of our products you will have the satisfaction of knowing that the product you purchased has been installed on dozens of our Revology Mustangs and solves a Coyote swap installation problem versus creating more problems, requiring modification/tweaking to the parts, or more parts to be purchase just to make something work. We’re Coyote swap experts and we’re here to help your swap become a reality!

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