TECHNICAL REFERENCE
2011-2019 5.0L
Coyote Improvements
For Technical assistance please call the Ford Performance Parts Techline at 800-367-3788
2011-2019 5.0L Coyote
Technical Reference
The 2015 model year marked the first major • New cylinder-head casting, including
design changes for the 5.0L Coyote engine revised ports that provide a straighter
since its introduction in 2011. In 2018 the 5.0L path to the valves for less-restrictive
Coyote engine was thoroughly reworked, intake and exhaust flow and combustion
featuring dual-fuel, high pressure direct chamber modifications to accommodate
injection combined with low-pressure port larger valves
fuel injection technology for increased power
and efficiency. To date, the 2018-2019 Coyote • Sinter forged connecting rods that were
offers the most amount of differences when used on the BOSS 302 engine that are
compared to 2011-2017 versions of the past. more durable for high-rpm operation
To help distinguish between the difference
generations of engines the Gen 1, Gen 2, • Redesigned piston tops with deeper
and Gen 3 designations are used: cutouts to clear the new larger valves
Gen 1 – 2011-2014 MY Mustang GT • Rebalanced forged crankshaft that
supports higher-rpm operation
Gen 2 – 2015-2017 MY Mustang GT,
Ford Performance M-6007-M50A • A new intake manifold features charge
Gen 3 – 2018-2019 MY Mustang GT, motion control valves to partially close
Ford Performance M-6007-M50C
off port flow at lower engine speeds. This
increases the air charge tumble and swirl
The improvements to 2015 Coyote (or Gen for improved air-fuel mixing, resulting in
2 Coyote) focus on allowing it to breathe better fuel economy, idle stability, and
better. The improvements, many of which lower emissions
are derived from the lessons learned
in developing the special-edition 2012- • On the intake side, variable camshaft timing
2013 Mustang BOSS 302, allow for better now has mid-lock phasers allowing better
breathing, especially at higher engine speeds. control of the valve timing over a broader
range of engine RPM
Gen 2 Coyote improvements over Gen 1:
• Larger intake valves
• Larger exhaust valves
• Revised intake camshafts
• Revised exhaust camshafts
• Stiffer valve springs to ensure that the
v
alves close completely at high RPM
Gen 2
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2011-2019 5.0L Coyote
Technical Reference
Gen 3 Coyote improvements
over Gen 1, Gen 2:
• Larger bores to allow for larger valves • Higher compression 12:1 pistons
with deeper cutouts to clear the
• PTWA (Plasma Transferred Wire Arc) new larger valves
cylinder bores as found on the
GT350 5.2L • Rebalanced forged crankshaft that
supports higher-rpm operation
• Larger intake valves
• A new revised, higher flowing intake
• Larger exhaust valves manifold with the same CMCV feature
as introduced on Gen 2
• Revised higher lift intake camshafts
• Dual fuel system – Direct Injection and
• Revised higher lift exhaust camshafts Port Fuel systems which allow for a
higher compression ratio, maximizing
• S
tiffer valve springs to allow for a higher performance and fuel efficiency
maximum rpm of 7500rpm
• On the intake side, variable camshaft
• A
ll new, stronger cylinder-head casting, timing mid-lock phasers carry over from
including further revised ports from Gen 2. The Exhaust phasers migrate to
Gen 2 resulting in flow characteristics an in-cylinder head oil control valve for
approaching the CNC’d ports in the better control at all speeds and loads
GT350 5.2L.
• Sinter forged connecting rods carried
over from the BOSS 302 engine and
Gen 2 Coyote
Gen 2 Gen 3
3
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Gen 2 5.0L Coyote
Improvements
4
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Gen 3 5.0L Coyote
Improvements
New Intake
Performance
Oil Control Solenoid – Exhaust
Phaser
Performance/Fuel Economy
Oil Pressure Control
Viscous Damper Fuel Economy
Performance, enables 7500 rpm
PFDI – Port Fuel & Direct Injection
Fuel Economy/Performance
PTWA Engine Block
Enables Larger Valves, Reduced Weight
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Gen 1 & 2 Coyote Parts
Compatibility
Cylinder Heads: The 2015-2017 Coyote Chain-drive: The Gen 2 phasers , primary
(Gen 2) cylinder heads have improved ports chain, and crank-sprocket are a matched
and larger valves – and flow as good as the set and cannot be interchanged with Gen 1
2012-2013 BOSS 302 CNC ported heads. chain-drive. Also, VCT bolts are new for
The Gen 2 heads can be used on the Gen Gen 2 chain-drive due to bolt clearance
1 Coyote block as long as the 2015 Head to VCT solenoids
Gasket is used due to the oil feed hole,
check piston to valve clearance. • Gen 2 Chain Drive Kit
PN - M-6004-A5015
• H
ead Gasket & Head Bolt Kit
PN - M-6067-M50 Valve Springs
• G
en 1 camshafts can be used in the Gen 2 • Gen 2 valve springs are higher pressure
heads on a Gen 1 block with Gen 1 timing than the standard Gen 1 spring - and are
chains and phasers the same valve spring as used on the
2012-2013 Boss 302 Coyote engines
Camshafts: The Gen 2 camshafts are 13mm
lift on the intake and exhaust, which is 1mm • BOSS 302R Valve Springs
of added lift vs. the Gen 1 Coyote PN – M-6513-M50BR
• Gen 2 camshafts must be used with
the Gen 2 chain-drive and phasers
Gen 2 Head Gasket – unrestricted oil passage for VCT operation
FIGURE 1
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Gen 1 & 2 Coyote Parts
Compatibility
Intake manifold: The Gen 2 intake manifold • Gen 1 intake manifolds can be used
will fit Gen 1 engine, however no appreciable on the Gen 2 heads/engine with minor
performance gains have been found modifications to the manifold shown
in Figure 2
• The Gen 2 intake now has CMCV (charge
motion control valves) for emissions and
low speed idle quality
Figure 2
Gen 1 Intake interferes with
Gen 2 Head in these locations
on each side. These can be
removed
Gen 1 Intake Manifold
Gen 1 Intake Manifold ribbing
will contact the Gen 1cylinder
head in the areas circled
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Gen 1 & 2 Coyote Parts
Compatibility
Engine block: Gen 2 block has an added oil
return and requires the matching Gen 2 OFA
(oil filter adapter)
• Gen 2 block can be used for builds with Gen 1
or 2 components as long as the Gen 2 OFA
is used
• Gen 2 block uses 11MM head bolts
Added return passage for
diverted oil from oil filter
adapter
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Gen 3 Coyote Parts
Compatibility
Cylinder Heads: The 2018-2019 Coyote, Chain-drive: The Gen 3 Coyote uses Gen
Gen 3 cylinder heads have further improved 2 intake phasers, primary chains , secondary
ports and larger valves – and flow as nearly chains and crank sprocket. The exhaust
as well as the GT350 5.2L CNC ported heads. phasers are new for Gen 3 and are attached
with a single bolt.
Camshafts: The Gen 3 camshafts are
14mm lift on the intake and exhaust, which is • Gen 3 Chain Drive Kit
1mm of added lift vs. the Gen 2 Coyote, and PN - M-6004-A5018
2mm over Gen 1
Valve Springs
• Gen 3 camshafts must be used with the
Gen 3 chain-drive and phasers • Gen 3 valve springs are higher pressure and
have a taller installed height than Gen 2
• The exhaust camshaft #1 journal is also
larger to accommodate seals which
prevent oil leakage from the phaser
during operation
Gen 2
Bridge Cooling Holes
in Head Gasket, Gen 2
to Gen 3 Comparison
Gen 3
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Gen 1, 2, & 3 5.0L Coyote
Specifications
Gen 1 5.0L Coyote Gen 2 5.0L Coyote Gen 3 5.0L Coyote
Fuel Injection Port Fuel Port Fuel Direct & Port Fuel
Bore Diameter (mm) 92.2 92.2 93
Stroke (mm) 92.7 92.7 92.7
Firing Order 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Compression Ratio 11.0:1 11.0:1 12.0:1
Peak Torque (lb-ft) 390 @ 4250 rpm 400 @ 4250 rpm 420 @ 4250 rpm
Peak Power (hp) 420 @ 6500 rpm 435 @ 6500 rpm 460 @ 6500 rpm
Maximum RPM 7,000 7,000 7,500
Engine Weight
(lb-without accessories)
431 431 425
Crankshaft Forged cross-plane Forged cross-plane Forged cross-plane
Pistons Cast Cast Cast
4.451cc (deeper 8.411cc
Piston Dome CC Volume 3.472cc
valve relief) (raised dome)
Connecting Rod Weight
(g)
582 618 618
Connecting Rod Length
(mm)
150.7 150.7 150.7
Cylinder Heads Al319 Material Al319 Material AS7GU Material
Valve Material Hollow Chrome/Na Hollow Chrome/Na Hollow Chrome/Na
(int/exh) filled Chrome filled Chrome filled Chrome
Valve Diameter (mm) Int 37.0/Exh 31.0 Int 37.3/Exh 31.8 Int 37.7/Exh 32
Valve Lift (mm) Int 12.0/Exh 12.0 Int 13.0/Exh 13.0 Int 14.0/Exh 14.0
Valve Spring Load
(closed/open N)
265/650 300/760 293/813
mid-lock intake,
Variable Cam Timing
Phaser
mid-lock intake oil control valve
actuated exh phaser
Intake Manifold non-CMCV added CMCV added CMCV
Throttle Body Diameter
(mm)
80 80 80
Steel -8 qt capacity Steel -8 qt capacity Composite -10 qt
Oil Pan
w/filter w/filter capacity w/filter
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