Ford 5.0L V8 Coyote Engine: Specs, Problems, and Reliability. The Ford 5.0 Modular “Coyote” is an all-new 5.0-liter gasoline V8 engine, which replaced the previous 4.6 L/5.4 L Modular versions in the Ford Mustang GT and Ford F-150 for the 2011 model year. The new 5.0 L V8 option was cultivated with the target to compete with the GM 6.2 L V8 engine and the new Chrysler 6.4 L Hemi. Therefore, Ford engineers handled to create a much smaller displacement engine that produces the same amount of power as its competitors and operates on regular 87 octanes unleaded gasoline.
Although the 5.0 L version shares none with its predecessors, the 8.937 in (227.0 mm) deck height, 3.937 in (100.0 mm) bore spacing of the 4.6 L V8, and bell housing bolt pattern was kept, allowing the engine to become machined and assembled on the same production lines with using pre-existing Modular engine production tooling. The new 5.0 L Modular V8 is built around an all new aluminum cylinder block with pressed cast-iron cylinder liners and a 90-degree angle between cylinder banks. It has four-bolt main bearing caps and a deep crank-case. The 5.0 is equipped with a forged steel crankshaft and forged powdered metal connecting rods. The connecting rod length is 5.933 in (150.7 mm). The 5.0 engine block also has piston-cooling jets.
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Ford 5.0L V8 Coyote Engine: Specs, Problems, and Reliability
While the iconic Ford 5.0/ 302 had a cam-in-block pushrod two-valve valvetrain, the 5.0 Modular engine features four-valve aluminum cylinder heads with dual overhead camshafts (DOHC) driven by an individual timing chain for each head. There is a three-layer metal gasket between the engine block and each cylinder head, providing reliable sealing in between. The consumption and exhaust valve are actuated by camshafts via roller finger followers equipped with hydraulic lash adjusters. The Coyote 5.0 became Ford’s first V8 engine with its cam-torque-actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT), which also may be found in Ford’s 3.5-liter and 3.7-liter V6s that appeared in 2011. Cylinder head covers are constructed from plastic. The intake plenum of the plastic intake manifold lies low between the two cylinder banks. It is fitted with a “drive-by-wire” electronic throttle body with variable runner control.
Originally presented, 5.0 L Coyote has an electronically controlled, sequential multi-port fuel injection and coil-on-plug ignition system. Mustang GT 5.0 version features tubular stainless steel exhaust headers, even though F-150’s V8s got cast iron exhaust manifolds. The F-150 5.0 V8 engine is offered as an alternative to the 3.5-liter EcoBoost V6. A torque-biased version of the Coyote for the Ford F-150 pickup truck compared to the Mustang GT variant provides less maximum power but excellent low-end and mid-range torque. The detuned F150 5.0 variant features a lower, 10.5:1 compression ratio (instead of 11.0:1), revised cylinder heads, intake camshafts with less duration, and an external engine oil cooler.
Ford 5.0L V8 Coyote Engine: Specs
| Manufacturer | Ford’s Essex Engine Plant in Windsor, Ontario, Canada |
| Production years | 2011-present |
| Cylinder block material | Aluminum |
| Cylinder head material | Aluminum |
| Fuel type | Gasoline |
| Fuel system | 2011-2017 Sequential multi-port fuel injection 2018+ Combined direct injection and port injection |
| Configuration | V |
| Number of cylinders | 8 |
| Valves per cylinder | 4 |
| Valvetrain layout | DOHC |
| Bore, mm | 92.2 mm (3.63 in) – 2011-2017; 93.0 mm (3.66 in) – 2018+ |
| Stroke, mm | 92.7 mm (3.65 in) |
| Displacement, cc | 4,951 cc (302.1 cu in) – 2011-2017; 5,035 cc (307 cu in) – 2018+ |
| Type of internal combustion engine | Four-stroke, naturally aspirated |
| Compression Ratio | 11.0:1 – 2011-2017 Ford Mustang; 10.5:1 – 2011-2017 Ford F-150; 12.0:1 – 2018+ Ford Mustang and Ford F-150 |
| Power, hp | 360-460 hp (268-343 kW)/5,500-6,500 |
| Torque, lb ft | 380-420 ft-lb (515-570 Nm)/3,850-4,500 |
| Engine weight | 445 lbs (202 kg) |
| Firing order | 1-5-4-8-6-3-7-2 |
| Engine oil weight | SAE 5W-20 |
| Engine oil capacity, liter | 7.2 l (7.7 qts) with oil filter – 2011-2017; 8.4 l (8.85 qts) with oil filter – 2018+ |
| Oil change interval, mile | 10,000 (15,000 km) / 12 months |
| Applications | Ford Mustang GT, Ford F-150, Ford Falcon GT, Ford Falcon XR8, FPV Ford Falcon GT-F, TVR Griffith |
Ford 5.0 Coyote Gen 3 – 2018 Updates
In 2018, Ford switched from the more traditional cast iron sleeves in the block to the Plasma Wire Arc Transfer cylinder liner technology. This increased the bore diameter from 92.2 to 93.0 mm (3.63 to 3.66 in) and raised total displacement from 4,951 to 5,035 cc (302 to 307 cu in). The Gen 3 Coyote engine features dual-fuel, high-pressure direct injection with low-pressure port fuel injection and an increased compression ratio of 12.0:1. These changes pertain to both the Mustang GT and F150 with 5.0 V8s.
For the 2018 Mustang GT, the Gen3 5.0 engine also was equipped with new camshafts, enlarged intake and exhaust valves, and a revised intake manifold, that moved redline to 7,500 rpm.
Ford 5.0 Coyote Engine Problems and Reliability
The 5.0 L Coyote is a big-displacement, naturally aspirated V8 engine, which a little less complicated than turbocharged V6s and therefore has fewer parts that can fail. The 2011-2017 “Five-Oh” is known as a rock-solid reliable engine The reason is in its relative simplicity and time-tested design, similar to the previous 4.6 L engine. There are forged connecting rods, strong forged crankshaft, iron sleeves, reliable timing chains, and traditional port fuel injection. This combo provides good long-term durability at the same incredible level of performance. The only downside, fuel economy for the 5.0 V8 is not so good compared to Ford’s EcoBoost line.
For 2018, Ford made numerous revisions to the 5.0 Coyote. Iron sleeves are gone. They were replaced with spray-on bore liners (that can’t be redone in a local shop). Ford also added direct fuel injection that sprays fuel directly into the combustion chamber. In pursuit of EcoBoost power and fuel efficiency, the revised engine became more complex, expensive to repair and produce. Now it mostly depends upon what kind of power delivery you like.
Ford 5.0 Road Runner/ Boss 302 engine
For the 2012 model year Boss 302 Mustang, Ford introduced a high-performance variant of the 5.0 L Coyote – 5.0 Road Runner V8 engine. Compared to a regular Coyote V8, the Road Runner engine features a forged steel crankshaft, forged aluminum pistons, CNC ported cylinder heads, and a high-flow intake manifold taken from the 302R racecar. Besides that, the engine was equipped with a revised camshaft with a high lift exhaust profile. The compression ratio is 11.0:1. The modern Boss 302 engine lost 10 lb-ft (14 Nm) of torque at peak when compared to the standard GT, but simultaneously provides more horsepower at outlandish 7,400 rpm redline due to grater airflow characteristics. The Boss 302 was rated at 444 (331 kW) hp at 7,400 rpm and 380 lb-ft (515 Nm) of torque at 4,500 rpm.