The 5.0L Coyote crate engine powers some of Ford’s best vehicles, but does its reliability match its potency?
When a new Ford Mustang arrived for 2011, something equally new was under its hood: the Ford Coyote V8 engine.
Developed from the modular engine family Ford that had been building since the 1990s, the V8 was named after a 1960s-era Ford race car of the same name driven by the legendary A.J. Foyt. It was Ford’s first four-valve V8, and it helped Foyt win 25 of 141 races, including the 1967 and 1977 Indianapolis 500.
Initially launched to do battle against the Chevrolet Camaro’s 6.2-liter LS3 V8 and the Dodge Challenger/Charger’s 6.4-liter Hemi V8, both pushrod engines, the Coyote was far more modern, with double-overhead cams, four-valves per cylinder, and variable valve timing.
The powerplant progressed through three generations, including 2011 to 2014, 2015 to 2017, and the current version, which arrived in 2018. And although it launched in the Mustang, it’s been used in the F-150 and (in modified form) Shelby GTs.
While it shares its 5.0-liter (or 302 cubic-inch) displacement made famous in the 1969-73 and 1979-93 Mustangs, the Coyote is a very different engine.
Like the outgoing 4.6-liter V8 it replaced, the 5.0-liter powerplant had a cast aluminum block and cylinder head, and a composite intake manifold. Bore spacing, deck height, and other specifications remained unchanged from the 4.6-liter so that Ford could use the existing V8 tooling.
Despite some commonalities, parts are not interchangeable between the 5.0-liter and the 4.6-liter because there was much that was new.
Coyote Engine: First Gen. (2011-2014)
Unlike the 2010 Mustang’s 24-valve, single-overhead-cam 4.6-liter, the 32-valve Coyote 5.0-liter used double-overhead cams, as well as twin-independent variable cam timing–a first for a Ford V8. This allows the intake and exhaust camshaft’s timing to be individually increased or decreased based on engine load and rpm, which improves performance, smooths the idle, reduces emissions, and boosts fuel economy.
Bore and stroke were both increased too, from 3.54 to 3.63 inches for the former, and from 3.54 to 3.65 inches for the latter. The engine has an exceptionally high 11:1 compression ratio at a time when 8:1 was more typical for naturally-aspirated engines.
The upshot comes when it’s time to refuel. The EPA rates a 2010 Mustang with the 4.6-liter at 16 mpg city, 24 mpg highway. The 2011 Mustang, now boasting a six-speed manual rather than 2010’s five-speed, returns 17 mpg city, 26 mpg highway.
The story is much the same for these steeds equipped with the automatic transmission. The 2010 five-speed automatic is rated at 17 mpg city and 23 mpg highway, while the 2011 six-speed automatic improves on that, returning 18 mpg city and 25 mpg highway.
But the numbers most cared about were generated under the hood. In the 2011-12 Mustang GT, the new Coyote V8 produced 412 horsepower @6,500 rpm and 390 lb.-ft. of torque at 4,250 rpm. Redline is 7,000 rpm. The engine proves to be so strong, webbing is built into the walls to handle the increased power. In the 2013-14 Mustang GT, horsepower rose to 420 at 6,500 rpm, although torque remained unchanged.
Mustang Boss 302’s ‘Roadrunner’
Also in 2012, Ford rolled out the Mustang Boss 302, a hallowed name that debuted on the track-oriented 1969 Mustang Boss 302. For its new iteration, it came with a modified Coyote 5.0-liter V8 dubbed the Roadrunner. To ensure the engine delivered the power expected of a Boss 302, engineers went to work.
Designing a new intake manifold, they revised the cylinder head ports, enlarged the intake valves, and fitted race-spec bearings. These and other tweaks, such as revising the camshaft lift and using synthetic oil, yielded potent results.
This stallion generated 444 horsepower at 7500 rpm and 380 lb.-ft. of torque at 4500 rpm, fed through a six-speed manual to the rear wheels. Yet it delivered 17 mpg city, 26 mpg highway, according to the EPA. No doubt your mileage will be lower if you take advantage of its finest attributes. The Boss 302 would return for 2013.
Ford F-150 & the Coyote Engine
The first Coyote was also optional on the 2011 to 2014 Ford F-150, but it uses different cam profiles, a milder 10.5:1 compression ratio, and an additional oil cooler. This means there’s slightly less power, but it’s tuned to deliver more low-end grunt: 360 horsepower at 5,500 rpm and 380 lb.-ft. of torque at 4,250 rpm through a six-speed automatic.
It was available in virtually every trim level and is a noticeable improvement from the 4.6-liter V8’s 292 horsepower and 320 lb.-ft. of torque.
Overall, the engine is strong and reliable, and you’ll find few complaints from those whose vehicles have one. It’s considered by many to be one of the best engines Ford has ever built.
Common problem areas include a fuel pressure sensor that can cause rough idling and ignition coils that go bad, leading to misfiring, poor gas mileage, and a lack of power. Be sure to keep the throttle body clean, and change the oil regularly to keep it running properly. But you knew that, right?
Coyote Engine: Gen. Two (2015-2017)
Ford updated the Coyote to coincide with the launch of the fully redesigned 2015 Ford Mustang.
While still the same basic engine with identical block and head design, the intake and exhaust valves in the cylinder heads were enlarged, valve springs were stiffened, and the variable valve intake timing was changed to improve emissions.
Additionally, the intake manifold received an extensive update to improve the air/fuel mixture at low rpms, delivering better fuel economy.
These and other changes provided better breathing and greater durability at higher rpms, which along with other revisions, led to a higher power output: 435 horsepower at 6,500 rpm and 400 lb.-ft. of torque at 4,250 rpm through a six-speed manual or automatic transmission.
The redline stays at 7,000 rpm, and the compression ratio remains unchanged at 11:1.
The EPA rated the revised engine at 15 mpg city, 25 mpg highway with the manual transmission and 16 mpg city, 25 mpg highway with the automatic transmission. Both figures are down from the first-generation Coyote, but that’s the price to pay for the extra oats under the Mustang’s hood.
The engine would also be used in the 2015 to 2017 Ford F-150, albeit with a lower compression ratio and tuned to produce more power down low where it helps with towing and hauling. In this iteration, the Coyote Gen 2 produces a healthy 385 horsepower at 5,750 rpm and 387 lb.-ft. at 3,850 rpm through a six-speed automatic transmission.
That produces EPA rating of 15 mpg city, 22 mpg highway with rear-wheel drive, and 15 mpg city, 21 mpg highway with four-wheel drive, the lowest EPA numbers for the F-150 among the various engine choices.
But torque is the second highest, losing out to the top of the line 3.5-liter EcoBoost V6, rated at 365 horsepower at 5,000 rpm and 420 lb.-ft. of torque at 2,500 rpm, and returning EPA numbers that are two mpg higher.
Nevertheless, for some only a V8 will do – and with good reason.
A modified version of the second-generation Coyote engine dubbed the Voodoo was also used in the 2015 to 2020 Ford Shelby GT350 and GT350R, and featured the most powerful naturally-aspirated engine that Ford ever built up to that time.
Technically, it’s a 5.2-liter V8 thanks to a bigger bore. But it also boasts a CNC (Computer Numerical Control) ported cylinder head and a 180-degree camshaft.
So, basically, this is a second-generation Coyote engine with a cylinder head that would later be used on the third-generation Coyote. The result is 526 horsepower at 7,500 rpm and 429 lb.-ft. of torque at 4,750 through a six-speed manual. Redline is an astounding 8,250 rpm.
However, the automaker issued a stop-sale order from February 2015 through August 2016 due to a potentially insufficiently crimped engine oil cooler tube. This could cause the tube to separate, causing oil starvation in the engine and potentially leading to a fire. If you’re buying one, be sure that this repair is done.
It would all be a prelude for what came next. For while the first two generations of Coyote powerplants had much in common, the same wouldn’t be true of the next Coyote.
Coyote Engine: Gen. Three (2018-Today)
Consider the third generation to be the ultimate Ford Coyote V8, with significant changes throughout the engine that were planned to coincide with the mid-cycle refresh of the 2018 Ford Mustang. Displacement hadn’t changed, and it was the same basic powerplant, but the only part it shared with its forbearers was the crankshaft.
For the newest iteration of the Coyote, engineers combined high-pressure direct injection with low-pressure port injection used in the previous version. The cylinder head was redesigned to improve airflow and larger valves were fitted. The engine’s bore diameter was increased and engineers swapped out the cylinder walls for those used on the Voodoo V8, which reduced engine weight.
New crankshaft and connecting rod bearings were devised, and two knock sensors were added for more precise spark control. This allowed engineers to increase the compression ratio to 12:1 from 11:1, allowing the engine to rev higher than ever, while also providing more low-range torque. The result was 460 horsepower at 7,000 rpm and 420 lb.-ft. of torque at 4,600 rpm to the rear wheels through a six-speed manual or a new 10-speed automatic transmission.
That was enough to propel the Mustang GT from zero to 60 mph in less than four seconds. Despite the added power, the EPA ratings of the new engine remained unchanged from 2015 at 15 mpg city, 25 mpg highway with the manual transmission and 16 mpg city, and 25 mpg highway with the automatic transmission.
Given all of the changes made, Ford changed its ECU calibrations, which affects any aftermarket tuning you might be considering. While each generation has different ECU settings, the biggest change came in 2018.
As before, the 2018 Ford F-150 received an updated Coyote V8 as well, once more tuned for down-low muscle. Rated at 395 horsepower at 5,750 rpm and 400 lb.-ft. of torque at 4,500 rpm, and fed through a new 10-speed automatic transmission, the engine returns EPA fuel economy 15-17 mpg city, and 19-22 mpg highway depending on the configuration.
For 2019-20, the limited-edition Mustang Bullitt arrived, a 50th-anniversary salute to the original car. Powered by an upgraded 5.0-liter V8 engine that delivers 480 horsepower and 420 lb.-ft. of torque. The top speed is 163 mph – an eight mph increase more than the 2019 Mustang GT. The same engine would find its way into the 2021 Ford Mustang Mach 1.
As before, Coyote variants continued to appear, including the Predator V8, basically, a supercharged 5.2-liter Voodoo V8 modified for the 2020 Ford Shelby GT500. Its 9.5:1 compression ratio is lower than the Voodoo’s 12:1 ratio due to the forced induction. The engine also has a number of airflow upgrades to enhance output. The result was 760 horsepower and 625 lb.-ft. of torque funneled through a TREMEC seven-speed dual-clutch transmission to the rear wheels.
And let’s not forget the Aluminator, launched alongside the Voodoo V8 but reserved for Ford Performance. Sold individually, it generates 580 horsepower and 445 lb.-ft. of torque.
Is a Coyote-equipped Ford a Good Buy?
Regardless of which Coyote-equipped vehicle you can afford, you’ll find the Coyote produces abundant power given its size, yet remains extremely drivable. Reliability is first-rate. Despite its long life, recalls are nearly non-existent.
Best of all, aftermarket support is extensive. Modifying your Coyote can yield more than 1,000 horsepower with the proper tweaks, as it’s more than strong enough to handle added forced induction, which is something Ford itself proved with the 2020 Ford Shelby GT500.
And considering that the Coyote’s size matches that of earlier Mustang V8s, they make the ideal candidate for engine swaps.
Photos: Ford