Home Ford 5.0L V8 Coyote Engine

Ford 5.0L V8 Coyote Engine Review

5.0L V8 Coyote Engine

The Ford 5.0 Modular "Coyote" is an all-new 5.0-liter gasoline V8 engine, which replaced the previous 4.6L/5.4L Modular versions in the Ford Mustang GT and Ford F-150 for the 2011 model year. The new 5.0L V8 option was developed with a target to compete with the GM 6.2L V8 engine and the new Chrysler 6.4L Hemi. As a result, Ford engineers managed to create a much smaller displacement engine that produces the same amount of power as its competitors and runs on regular 87 octanes unleaded gasoline.

While the 5.0L version shares no parts with its predecessors, the 8.937 in (227.0 mm) deck height, 3.937 in (100.0 mm) bore spacing of the 4.6L V8, and bell housing bolt pattern was kept, allowing the engine to be machined and assembled on the same production lines with using pre-existing Modular engine production tooling. The new 5.0L Modular V8 is built around a brand 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.

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 between them. The intake 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 can be found in Ford's 3.5-liter and 3.7-liter V6s that were presented in 2011. Cylinder head covers are made of plastic. The intake plenum of the plastic intake manifold is located low between the two cylinder banks. It fitted with "drive by wire" electronic throttle body with variable runner control.

Originally introduced 5.0 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, while 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 external engine oil cooler.

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 brought total displacement up 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 are relevant 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 revised intake manifold, that moved redline to 7,500 rpm.

Engine Specs

Ford's Essex Engine Plant in Windsor, Ontario, Canada
Production years
Cylinder block material
Cylinder head material
Fuel type
Fuel system
2011-2017 Sequential multi-port fuel injection
2018+ Combined direct injection and port injection
Number of cylinders
Valves per cylinder
Valvetrain layout
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
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
Ford Mustang GT, Ford F-150, Ford Falcon GT, Ford Falcon XR8, FPV Ford Falcon GT-F, TVR Griffith

Ford 5.0 Coyote Engine Problems and Reliability

The 5.0L 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 4.6L engine. There are forged connecting rods, strong forged crankshaft, iron sleeves, reliable timing chains, and traditional port fuel injection. This combination provides good long-term durability at the same the incredibly 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 added direct fuel injection that sprays fuel directly into the combustion chamber where now is spray-on bore liner, that can't be redone in a local shop. In pursuit of power and EcoBoost fuel efficiency, the engine became more complex and expensive to produce and, more important, to repair, and now it mostly depends on 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 5.0L 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 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 at the same time 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.

Share with friends: