CHAPTE R 1

Introduction to the Coyote Engine

Ford’s new 5.0L/5.2L Ti-VCT Coyote is a totally new DOHC Modu- moving forward, not backward, with
(Twin Independent Variable Cam lar V-8 engine. a real purpose-born high-performance
Timing) Coyote and 5.2L Voodoo When it was in the rumor mill, double overhead cam V-8.
DOHC V-8s can easily be described the 5.0L DOHC Ti-VCT was believed In 2007, Ford knew it needed to
as the two greatest V-8 engines ever to be the gallant return of the legend- conceive and build a world-class high-
produced in the company’s his- ary 5.0L engine that made late-model performance V-8 engine that could
tory. Originally project code named Fox body and SN-95 Mustangs so compete with tougher world-class
“Coyote” within the company as notorious. There was street chatter competition from not only GM and
early as 2007, the Ti-VCT V-8 was about it being a push-rod engine on Chrysler, but Europe and Japan. Ford’s
developed and engineered to be a a par with the classic small-block Ford handpicked design and engineering
true high-performance double over- V-8. However, nothing could team consisting of racers
head cam V-8 conceived specifically have been further from and manufacturing
for the Mustang. In fact, the Coy- the truth. Ford was
ote is considered the first “Mustang
specific” engine conceived in the
marque’s more than half-century
history.
Ford engineers and product plan-
ners, led by Mike Harrison, looked
at what they liked and didn’t like
about the venerable 4.6L and 5.4L
overhead cam Modular engine fam-
ily and applied it to the Coyote’s
development. Although the Coyote
and Modular engines resemble each
other, there is no interchangeability
between the two engine families. The

Head on, the Coyote is similar to the 4.6L DOHC

engine it replaces. Whether you have a new Mus-
tang or F-Series truck or are planning a Coyote swap
into your vintage Ford, you’re getting turnkey power and
incredible fuel economy out of a 7,000-rpm DOHC V-8.

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 CHAPTE R 1

This inside look at the 5.0L The objective was to make the
Ti-VCT DOHC Coyote V-8 Coyote as compact as possible while
yields a close look at keeping block dimensions close to
what makes this the the same size as the 4.6L. The Coyote
most advanced also had to be an engine that would
Ford V-8 in make at least 400 hp, or 80 hp per
history. Con- liter. These expectations were huge
ceived as a and had to be met to realize the goal
Detroit-born of exceeding the capabilities of the
high- 4.6L engine. The Ti-VCT had to do
performance what no Ford production engine had
V-8, the Coy- ever been asked to do.
ote makes Ford’s goal for the Ti-VCT Coy-
in excess of 400 ote was a much stronger block to
hp out of the box. contain and deliver the kind of
In addition, it is capable of 500 power expected. It had to be able to
without extensive modifications. do what the 4.6L and 5.4L engines
could do, without a raised deck. It
Though the Coyote design team wasn’t just the factory 400/400-hp
wanted to create a completely new and torque goal, but also the kind
high-performance overhead cam of power enthusiasts wanted once
experts looked closely at how power V-8, the basics of Modular engine the 2011 Mustang GT hit the streets.
was made and wasted. Team Coyote architecture had to remain due to The Coyote was going to have to be
looked at thermal and volumetric cost and factory tooling consider- a 7,000-rpm redline engine right off
efficiency along with frictional loss ations. The new Modular engine the production line.
issues. It also looked at the limita- had to be produced from the same Project planners knew they had
tions of the 4.6L and 5.4L Modular production lines and from the same to look far ahead into this engine’s
V-8 architecture to help set a course machinery in order to keep cost in future at not only what performance
toward success. line. The 4.6L and 5.4L engines had enthusiasts would do with it, but also
The 5.0L Ti-VCT Coyote limited potential for extreme perfor- what Ford had planned in terms of
engine was born to be a true high- mance. Conceiving the Coyote was direct injection and turbocharging.
performance V-8, a factory-born rac- an enormous challenge. The objective was to engineer the
ing engine for the street. All the tra- Development of Ford’s 5.0L block to a satisfactory point so that
ditional corporate roadblocks were Coyote DOHC V-8 began in earnest the engineers didn’t have to come
cleared to get an eye-opening DOHC in 2008 with Ford’s vision being a back and do it again later.
powerhouse to market quickly. true high-performance Mustang Where the Ti-VCT Coyote V-8
The first step toward the Ti-VCT engine. Though the Coyote has also shines is its completely new cylin-
5.0L V-8 was the Hurricane engine, arrived in Ford’s popular F-Series der head design and function; it has
which ultimately became the produc- trucks, it was originally developed maximum flow into each cylinder
tion 6.2L SOHC iron-block Modular for the Mustang. Ford’s direct injec- and greatly reduced valvetrain fric-
for Raptor and F-150 trucks. Though tion and Ecoboost turbocharging tion and weight. Larger cylinder head
the 6.2L engine provided plenty of technology were real considerations bolts and improved sealing technol-
torque, it was not suitable for the for the Ti-VCT V-8, yet not practical ogy help contain much higher 11.0:1
Mustang in terms of size and power. or necessary for this engine early in compression.
It really was a completely different the going. This alone gave the Coy- Because the Coyote develop-
standalone Modular engine. Ford had ote an economic advantage. Lots of ment timeline was tight, the team
taken the 4.6L, 5.4L, and 6.2L Mod- power from a naturally aspirated had to fast track this engine through
ular engine family as far as it could. engine. development, prototyping, testing,

6 FOR D COYOTE E NG I N E S: HOW TO B U I LD MAX PE R FOR MANCE

 I NTRODUCTION TO TH E COYOTE E NG I N E

certification, and into production. ing and burning was not an option. engine parts for durability. A lot of
The traditional three-year develop- Existing Modular mule engines had scrap that didn’t measure up went
ment window to get this thing turn- to be used to work and test Coyote into the recycle bin.

Engine Specifications

T
he Coyote engine has been produced in three basic • Horsepower: 435 at 6,500 rpm
versions between 2011 and 2016. From 2011 to • Torque: 400 ft-lbs at 4,250 rpm
2014, induction is conventional. From 2015 and • Redline: 7,000 rpm
on, the Coyote is fitted with Charge Motion induction and • Compression: 11.0:1 naturally aspirated; 9.0:1 supercharged
cylinder heads. The Shelby 5.2L Voodoo is a standalone • Block: Aluminum with steel cylinder liners
Coyote-based engine. • Heads: Aluminum hemispherical four-valve
• Timing: Variable valve, composite intake/exhaust cams
2011–2014 5.0L Ti-VCT • Manufacture: Essex, Ontario, Canada
• Intake Manifold: Composite, 16.5-inch runners
• 5.0L Ti-VCT DOHC V-8: 302 ci or 4,951 cc • Flap Valves: Charge motion for improved low-end torque
• Code-named “Coyote” by Ford, but not officially named and idle quality
• Bore: 3.630 inches (92 mm) • Fuel Injection: Returnless electronic
• Pistons: Hypereutectic (high-silicon cast) • Ignition: Coil-on-plug electronic
• Stroke: 3.650 inches (93 mm) • Headers: Shorty tubular stainless steel
• Connecting Rods: Powdered metal, forged • Oil Capacity: 8 quarts with filter change
• Crankshaft: Forged steel with eight-bolt flange
• Horsepower: 412 at 6,500 rpm 2015–2016 5.2L Shelby GT350 Voodoo
• Torque: 390 ft-lbs at 4,250 rpm
• Redline: 7,000 rpm • 5.2L DOHC V-8: 315 ci, or 5,163 cc
• Compression: 11.0:1 naturally aspirated; 9.0:1 supercharged • Code-named “Voodoo” by Ford, but not officially named
• Block: Aluminum with steel cylinder liners • Bore: 3.700 inches (94 mm)
• Heads: Aluminum hemispherical four-valve • Pistons: Hypereutectic (high-silicon cast)
• Timing: Variable valve, composite intake/exhaust cams • Stroke: 3.660 inches (93 mm)
• Manufacture: Essex, Ontario, Canada • Connecting Rods: Powdered metal, forged
• Intake Manifold: Composite, 16.5-inch runners • Crankshaft: Forged steel with eight-bolt flange
• Flap Valves: Charge motion for improved low-end torque • Horsepower: 526 at 7,500 rpm
and idle quality • Torque: 429 ft-lbs at 4,750 rpm
• Fuel Injection: Returnless electronic • Redline: 8,000-rpm
• Ignition: Coil-on-plug electronic • Compression: 12.0:1 naturally aspirated
• Headers: Shorty tubular stainless steel • Cylinder Liners: Plasma transferred wire arc, sprayed-on
• Oil Capacity: 8 quarts with filter change • Heads: Aluminum hemispherical four-valve
• Timing: Variable valve, composite intake/exhaust cams
2015–2016 5.0L Ti-VCT • Manufacture: Essex, Ontario, Canada
• Intake Manifold: Composite, 16.5-inch runners, 87-mm
• 5.0L Ti-VCT DOHC V-8: 302 ci or 4,951 cc throttle body
• Code-named “Coyote” by Ford, but not officially named • Flap Valves: Charge motion for improved low-end torque
• Bore: 3.630 inches (92 mm) and idle quality
• Pistons: Hypereutectic (high-silicon cast) • Fuel Injection: Returnless electronic
• Stroke: 3.650 inches (93 mm) • Ignition: Coil-on-plug electronic
• Connecting Rods: Powdered metal, forged • Headers: Shorty tubular stainless steel
• Crankshaft: Forged steel with eight-bolt flange • Oil Capacity: 8 quarts with filter change ■

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 CHAPTE R 1

To get the Ti-VCT where Team The Ti-VCT Coyote was con- at 1-5-4-8-6-3-7-2. Compression
Coyote wanted it necessitated a lot ceived during one of the most trying ratio reminds me of the 1960s at
of back and forth between hard- financial times in modern automo- 11.0:1, making the most of its lower
ware people in engine building and tive history. Faced with a potential displacement and carefully exe-
dyno rooms and software geeks who Ford bankruptcy, Ford CEO Alan cuted valve timing, despite having
compared information and made Mulally saw the value in investing port fuel injection instead of direct
adjustments as necessary. It was in product and people, and without injection. Imagine being able to do
a great combination of hard-core government assistance. It paid off this with 87-octane fuel, although
seat-of-the-pants engine experi- handsomely in a new generation 91-octane is preferable. This innova-
mentation and high-tech computer of vehicles and powertrains. Mus- tion comes of Ti-VCT, which enables
design. Engines were thrashed, tor- tang was among the first carlines each cam to adjust valve timing
tured, and trashed via hundreds of to witness the payoff with the most based on input from the powertrain
hours of dyno lab testing. Any weak advanced V-8 in its half-century pro- control module (PCM).
links were revised or eliminated. duction history. What makes the Coyote Ti-VCT
By January 2009, Ti-VCT engine The gold nugget in the Coyote was different from the 4.6L and 5.4L
dyno testing was in full swing with and still is its wonderful simplicity. It engines are great innovations that
those first prototype mule engines is an easy engine to understand and make it a user-friendly engine. And if
going under unspeakable loads at build because it is produced in only you’re considering a Modular engine
high RPM and throttled until they one North American plant (Essex, swap, the 5.0L Ti-VCT double over-
were worn out. Ford engineers disas- Ontario, Canada) with basically one head “cammer” is the best way to go
sembled used-up mules and inspected block and head casting type, although if you’re going to go to all that trou-
them for wear. Much to their amaze- I fully expect more variations in the ble and expense.
ment, the Ti-VCT held up very well future as this engine grows to meet
with minimal abnormal wear issues. demand. The confusion of two engine Coyote Block
Engine testing transcends hard plants with different approaches and
full-throttle pulls on a dyno and parts that existed with the 4.6L and Retooling the Essex, Ontario,
in test vehicles. It must also pass 5.4L engines is gone. engine plant for the 5.0L Ti-VCT was
tough corporate muster and federal The Coyote’s firing order is dif- simple because it remained within
emissions standards. Those first few ferent from the 4.6L and 5.4L V-8’s the parameters of the Modular
prototype engines made it through
testing and certification with very The Coyote Ti-VCT
few changes. Field-testing in mule engine’s great archi-
vehicles in extreme heat and cold tecture is on display
was the final frontier where the in this long-block in
Ti-VCT proved its worth. It per- Modular Motorsports’
formed flawlessly. clean room. Although
By the time the Coyote reached the Ti-VCT Coyote
mass production in 2010, it had been V-8 is considered a
tested, tortured, and abused unlike clean-sheet-of-paper
any Ford engine before. It was put engine with a lot of
through greater extremes than any fresh and exciting
Ford engine ever had to ascertain its engineering, it remains
integrity. The team wanted an engine a close cousin of
that would deliver fuel efficiency, the popular Modular
durability, and longevity. It wanted engine family that entered the marketplace in the 1991 Lincoln Town Car. With
an engine that could handle both Coyote comes the strongest block in Modular history along with completely
the daily commute and the racetrack new downsized cylinder heads that reduce this engine’s overall size. You can
without complaint. actually fit this thing into a Fox body Mustang without extensive modifications.

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 I NTRODUCTION TO TH E COYOTE E NG I N E

Ford’s Team Coyote engine family. The Coyote block

wanted the 5.0L Ti-VCT shares the same bore spacing (3.937
engine to be more com- inches or 100 mm), deck height
pact in size than the 4.6L (8.937 inches), bellhousing bolt pat-
engine it was replacing. tern, and external dimensions as the
This engine is simply a 4.6L SOHC and DOHC engines. Bore
smarter, well-thought-out size increased to 3.629 inches (92.2
performance engine born mm) along with an increased stroke
to perform. It was not of 3.649 inches (92.8 mm), which is
borrowed from another still a “square” engine design with
car line or amassed from identical bore and stroke. It differs
off-the-shelf parts. It was in block design, which is entirely
conceived first for the new, with heavier webbing and other
Mustang, ultimately find- internal improvements intended to
ing its way into the F-150. support greater power output from
modest displacement.
It is challenging to dif- The Coyote engine has a rugged
ferentiate the Coyote aluminum block with paper-thin
block from a 4.6L block ductile iron cylinder liners. Because
because the deck height the Coyote’s iron cylinder liners are
and bore spacing are the quite thin, this block must be sleeved
same. However, basic with thicker liners for all-out rac-
dimensions are where the ing in the 1,000 to 1,500-hp range.
similarity ends between Modular Motorsports, as one exam-
these engines. The Ti-VCT ple, offers racers the Pro Mod Coy-
block is fresh thinking ote block with extra thick ductile
around basic Modu- iron cylinder liners that ensure block
lar architecture with a integrity. You can build one of these
much stouter block and Pro Mod engines for the street if
common-sense racing you’re an avid weekend racer. Bores
cylinder head mindset. The cooling system has been redesigned to route coolant can be taken as high as 3.700 inches
around exhaust valveseats and through the block instead of the valley, freeing up to achieve 5.2L.
space for induction and supercharging. Improved block architecture
holds this engine together. The
The Coyote’s bottom end main bearing webs are thicker and
employs indestructible heavier, which allows for perfor-
skirted six-bolt main mance extremes from enthusiasts
cap construction using and Ford product planners. This
larger bolts than the 4.6L means the Coyote block can stand up
engine. These main caps to naturally aspirated performance
are a perfect fit without demands, supercharging, nitrous,
jackscrews and wedges. and direct injection. It can be said
They don’t move, even with great confidence that this block
under extreme duty, will withstand more than 1,500 hp
enabling this engine sleeved with the thicker ductile iron
to achieve a 7,000-rpm cylinder liners mentioned earlier.
redline from the factory. The message here is that it was built with structural The Coyote block brings
integrity like never before: heavier main webs, pan rails, and block walls. advances in crankcase ventilation

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 CHAPTE R 1

Here’s a closer look at the Coyote’s main-cap–to–block-

skirt relationship. Gone are the 4.6L/5.4L jackscrews and
wedges because Coyote technology is zero adjust, mean-
ing these six-bolt main caps are a perfect fit along with Head on, it’s challenging to differentiate the Coyote from
larger fasteners. With a sleeved Pro Mod Coyote block a 4.6L block. However, closer inspection demonstrates
from Modular Motorsports, you can hammer this bottom revised cooling and oil passages. You no longer have to
end with more than 1,500 hp. There has never been a sweat out the valley cooling tube as you did with the 4.6L
stronger Ford new-generation block. because cooling passages are now in the block.

Bore spacing is the same as the 4.6L and 5.4L blocks.

The Coyote shares the same bellhousing bolt pattern with However, bore size is larger via iron sleeves pressed into
the 4.6L and 5.4L engines, making swaps simple and the aluminum block. In addition, the 5.0L embraces vastly
easy. This block bolts right up to a 4R70W/4R75W or any improved cooling to handle higher compression and
TREMEC/Getrag manual transmission. extreme performance duty. Note the generous cooling
passages. This is a block engineered for the toughest rac-
ing conditions because Team Coyote didn’t want to have to
come back years later and do it again.

You’ve been told about the Pro Mod block in this chapter.
Modular Motorsports offers racers the Coyote Pro Mod
block, which is fitted with extra thick ductile iron cylinder
liners that are siamesed as shown for unprecedented
strength. Modular Motorsports says that the Pro Mod
block can take more than 1,500 hp. These sleeves can be
bored to 3.700 inches to get 5.2L displacement.

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 I NTRODUCTION TO TH E COYOTE E NG I N E

The Ti-VCT’s forged steel crankshaft has the same

dimensions as the 4.6L with 2.652-inch main journals
and 2.086-inch rod journals along with a
complete counterweight package.
Ford stayed with this package
because it is race proven.
And, the Coyote’s crank has
withstood extremes of dyno
testing without failure.
One of the quickest ways to identify
the Coyote block is by this webbed The Coyote’s forged steel crank
crosshatch valley with a slight rise in has an eight-bolt flange and is an
the middle. None of the 4.6L block extreme-duty part. The 4.6L Romeo
castings look this way. The nice thing engines were six- and eight-bolt
about the Coyote block is plenty of flanges depending upon applica-
valley space for superchargers and tion. All Windsor/Essex engines have
exotic induction systems. Gone is the been essentially truck engines and
4.6L’s cooling tube. The Coyote block eight-bolt. Ford is extremely com-
routes coolant through the block mitted to eight-bolt in the interest of
instead of the valley. safety and durability.

known as “bay-to-bay” breathing. Like the Modular engines,

Ford engineers located venting in the Coyote has a powdered-
the main webs designed to allow metal connecting rod mea-
the freedom of air scavenging with- suring 5.933 inches center
out hurting power. These vents are to center and has proven
known as chimneys. The result is a quite durable in applica-
more positive piston ring seal, which tions up to 500 hp. In fact,
helps efficiency and power. we’ve seen the stock rod
The Modular V-8’s cooling tube pushed to 600 hp without
down the middle of the valley is not consequence. However, would you want to take that chance? Anything beyond
present on the Coyote. Instead, cool- 600 hp calls for the brute Manley H-beam rod if your goal is true durability.
ant is routed through the front of
the block, leaving plenty of room for Ford learned a lot about durability
exotic induction systems and super- with the Modular engines. It found you
chargers. Any way you view the Coy- don’t always need a forged piston; a
ote block, it is a vast improvement well-thought-out hypereutectic piston
over the Modular. works just as well. Hypereutectic offers
strength without the challenges of
Bottom End forged. Forged pistons yield greater
expansion properties and can be noisy
Because this is a 7,000-rpm when cold.
engine, the Coyote is fitted with an
induction-hardened, fully counter- journal dimensions because they directly from the 4.6L engine instead
weighted crankshaft that’s virtually have been a proven success in nearly of tri-metal bearings because they
indestructible, featuring an eight-hole two decades of production in every have worked successfully.
flange. Team Coyote elected to stay application imaginable. In addition, The Coyote engine shares the
with the 4.6L engine’s main and rod aluminum bearings were borrowed same connecting rod dimensions

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 CHAPTE R 1

cylinder wall clearances, which gen- Most important to remember is

erate plenty of complaints with 4.6L clearance issues. Heavy-duty I-beam
and 5.4L engines. Hypereutectic pis- and H-beam connecting rods don’t
tons run quieter because you can always clear the tight confines of
run tighter tolerances without noise the Coyote block. You must first do
when they are cold. The Coyote pis- a mock-up and make sure everything
ton tolerates the extremes of street clears by at least .060 to .100 inch
and weekend race duty and offers throughout 360 degrees of crank
durability. However, if you intend rotation with all rods and pistons
to supercharge or use nitrous you’re (without rings) installed. Pay close
better off with a forged and coated attention to piston skirt to crank
The Coyote piston, shown from piston for best results. counterweight clearances, which
another angle, demonstrates how Another reason Ford opted for a can become very tight and prohibit
different this slug is from those hypereutectic piston is the oil cool- the Coyote from accepting any more
in the 4.6L/5.4L Modular. It is a ing jets that keep the pistons cooler, than a 3.649-inch (92.5-mm) stroke.
lighter piston sporting a protec- which improves piston life. This Another area of consideration should
tive coating, enabling it to survive approach also allows for faster warm be connecting rod interference issues
higher-combustion temperatures. up because oil is in direct contact with the piston cooling jets, which
with one of the hottest parts of the has happened in some builds.
with the 4.6L engine at 5.933 inches engine right from the start. Ford engi-
center to center; yet it is not the same neers proved that the crankshaft runs Cylinder Heads
rod. It is a stronger rod with 12-point roughly 25 degrees F cooler with the
bolt heads. Rod ratio is 1.62:1 for oil jets, which enables this engine to Ford’s Ti-VCT Coyote has a new
excellent dwell time at each end of operate on 87-octane fuel and survive cylinder head design that makes the
the bore. The Coyote’s 5.933-inch (although 91-octane is optimum). engine less bulky while providing
cracked rod is a sintered metal I-beam
piece engineered for extreme street
and weekend race duty. However, it is
not a rod that stands up to the severe
punishment of supercharging and
nitrous. If you’re planning a super-
charger or nitrous induction, Man-
ley H-beam rods are mandatory over
the stock 5.933-inch rod. The stock
rod takes a lot of punishment. How-
ever, you’re pushing your luck if you
use anything less than a heavy-duty
forged-steel I-beam or H-beam rod if
you plan to push it above 600 hp.
The Coyote is fitted with light-
weight hypereutectic pistons with
coated skirts for reduced friction
and wear. Ford engineers weighed Coyote four-valve cylinder heads are left and right specific as well as being
the benefits of forged versus hyper- a fresh design from Ford. These DOHC heads are downsized for a more
eutectic and hypereutectic won for compact Modular design with less restriction and improved flow. Cam jour-
its weight and expansion properties. nal support is more “Windsor” in nature: void of girdles with the simplicity of
Forged pistons are noisy when they standalone cam journals. This is a CNC-ported 2011–2014 cylinder head. The
are cold due to excessive piston to stock ports are roughcast.

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 I NTRODUCTION TO TH E COYOTE E NG I N E

The Coyote head is clearly different from the 4.6L/5.4L 4V Closer inspection shows the great advances of the Coy-
and is not interchangeable. In front are provisions for the ote’s valvetrain system. The valve angle has been modi-
chain tensioner and Ti-VCT feature, which are oil-pressure fied for improved flow, and valvesprings and retainers are
controlled. As you can see, the cam journals are gener- smaller and lighter. In fact, you may opt for lightweight
ously lubricated and the oil galleys are easily accessed. It springs and titanium retainers for even greater freedom.
also has a water jacket freeze plug. The oil drainback is greatly improved.

With the left-hand cyl-

inder head in place,
identified with an “L,” it’s
challenging to see where
the head ends and the
block begins. The Coyote is
a well-thought-out pack-
age, where block and head
become one. The objec-
tive was to come up with
a lighter, smaller cylinder The Coyote’s 57-cc four-valve hemi-
head to get unnecessary spherical chambers demonstrate
weight out of the Mustang how different these heads are from
while conceiving a more swappable engine that can fit more applications. This previous Modular castings. Four
is how you design and produce a factory high-performance engine. valves per cylinder were surely a given
with a performance engine such as
this. However, in order to move the
intake ports away from the crank-
This is the right-hand (pas- shaft centerline and decrease cylin-
senger) head, with an “R” der head width, the valve angle and
(for “right”) and the Ford distance between valves were revised
casting number. At least significantly. This revised geometry
four cylinder-head castings allows for more valve lift without the
are available at press time: risk of valve to piston contact. The
2011–2014 standard head, intake valves are 1.460 inches in size;
2012–2013 BOSS 302, exhaust valves are 1.220 inches. The
2015–2016 CMCV, and the spark plug firing tip is in the middle of
GT350 head. the chamber.

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 CHAPTE R 1

extraordinary high-RPM breathing. ment work for six months at seven

The Ti-VCT’s intake ports are free days a week to create a new, more
from restrictive tendencies, outflow- innovative head.
ing even some of the most legendary
racing cylinder heads in the industry. Cams and Valvetrain
Intake flow numbers are in excess of
300 cfm. Because the Coyote’s top When Team Coyote was fin-
end was designed more as a package ished with basic cylinder head cast-
than just individual heads, cams, ing development, it had to go back
and induction, it produces numbers and look at cam profile along with
never seen before in a factory Mus- valvetrain size and weight. Think of
tang engine. These heads flow very high-revving motorcycle engines; Each camshaft reluctor works hand
well without specialized port work, this is what Ford was faced with in in hand with a cam sensor tied to
which leaves the door wide open for developing the Coyote. Rocker arms the PCM (Powertrain Control Mod-
even more power if you decide to do and valvesprings had to be much ule). Pulses from each reluctor tip
port work. smaller to improve both efficiency signal the PCM, which helps cal-
Ford’s Ti-VCT design team, specif- and performance. There had to be less culate engine speed, injector pulse
ically Todd Brewer and John Reigger, reciprocating weight to enable these width, spark timing, and more,
understood it would have to spend a high revs. Put the 4.6L/5.4L and 5.0L which makes the Coyote the most
lot of time to come up with a cylinder rocker arms side by side and you see precision-controlled Ford engine ever.
head that could do everything. First, the difference in size. The 5.0L engine
they had to perform basic hotrodding does it with less mass and weight. In means “Twin Independent Vari-
tricks to achieve greater flow; then, addition, it enabled Ford to reduce able Cam Timing,” which in turn
these seasoned engineers had to cylinder head size and width, which means that the intake and exhaust
jump into areas that they had never reduced overall engine width. cams work independent of each
ventured into before. Although the The Coyote’s valvetrain system other based on driving demands.
Coyote cylinder head appears to be a is the most complex cam and valve- Each camshaft is indexed or phased
derivative of the GT500 head, it isn’t. train package ever installed in a Mus- around its centerline by oil pressure.
A lot was learned from the GT500 tang, and it is designed to optimize Oil pressure is metered electronically
head, yet none of it was carried over. all driving conditions. This task went via solenoids and phasers to control
Engineers had to focus on aspects to Kevin Shinners and Adam Chris- cam indexing as required.
of port design that had never been tian, engineers who developed the Ti-VCT enables the Coyote to
considered, such as the distance camshafts and valvetrain. “Ti-VCT” deliver an incredibly wide power
between the four valves, valve angle, band across RPM ranges while giving
valveseat revisions, and more. Valve you the bonus of high-end horse-
angle had to change to improve power, which was not previously
valve to piston clearances and air easy to achieve. What
flow. Thanks to advanced computer
technology, engineers were able to
come up with a new cylinder head
quickly. It took extensive develop-

The Coyote’s valvetrain has been made smaller for reduced

weight and size. These are two of the Coyote’s four composite
camshafts. The intake valve lift is .472 inch; exhaust valve lift is .432
inch. The greatest lift these cylinder heads tolerate in stock form is .512 inch,
which is more than enough for the average street and strip car. The intake duration
is 260 degrees, and the exhaust duration is 263 degrees.

14 FOR D COYOTE E NG I N E S: HOW TO B U I LD MAX PE R FOR MANCE

 I NTRODUCTION TO TH E COYOTE E NG I N E

makes the Coyote’s Ti-VCT different

from the rest of the Ford line is cam
torque actuation, which uses valves-
pring energy to advance and retard
timing more quickly depending on
engine RPM and driving demands.
Instead of a complex electronically
controlled shuttle valve and oiling These are the Ti-VCT adjustable cam
system routing, the Coyote’s Ti-VCT Ford’s goal was to downsize the sprockets/phasers, which advance
is a simple on/off solenoid; cam Coyote’s valvetrain in every respect: valve timing as necessary. Cam
torque does the rest. smaller valves and springs along momentum and valvespring pressure
Ti-VCT can advance/retard valve with smaller roller rockers and help these phasers, which in turn
timing by as much as 50 degrees, hydraulic followers. The result is a enables the cams to return to the
and do it in .2 second. This approach higher-revving engine with less valve- normal position when the PCM signal
offers you modest valve timing on train weight to sling around. terminates oil.
the way to work and more aggres-
sive valve timing when it’s time to This is the back side of the cam
get the heat on. For the environmen- phasers, which faces the cam-
tally conscious, the Coyote doesn’t shafts. This is a great exam-
need EGR (exhaust gas recirculation) ple of engineering because
because valve overlap is increased in it works very well to enable
certain types of driving, especially this engine to do what has
deceleration, which reduces hydro- never been done before. By
carbon emissions. controlling valve timing, you can
run this engine hard even with 87-octane
fuel without concern for detonation (although it is not sug-
gested). These sprockets are cam specific and easy to identify.
If it has one sprocket, it is intake; two sprockets is exhaust.

Here is another look at the Ti-VCT vari-

able cam timing sprockets/phasers.
These solenoids activate cam-timing
phasers at the end of each camshaft.
Valvespring inertia (energy) counters
the actuators for snappy valve timing
changes. Each cylinder head has a
At the front of each cam is this chain tensioner for the dual-cam sec-
journal, which carries the Ti-VCT ondary chain drive.
articulating cam sprocket, or phaser,
which advances valve timing as nec-
essary based on driving conditions
and demands. Oil pressure is routed
through the number-1 cam journal
and each solenoid. Four solenoids are Cutaways of the Ti-VCT oil-pressure-
present: one for each camshaft. Each operated cam actuator sprockets show
solenoid controls oil flow to each cam a pin at the center of each sprocket/
timing phaser, which moves each actuator, which is operated by the Ti-VCT
camshaft around its axis. solenoid (electromagnet) and PCM.

FOR D COYOTE E NG I N E S: HOW TO B U I LD MAX PE R FOR MANCE 15

 CHAPTE R 1

In order to do the complex work

of Ti-VCT and other critical func-
tions, Ford’s EEC (Electronic Engine
Control) was asked to do more than
it ever had in its history. This system
is known as “Copperhead.” It is a
new multi-channel system designed
to control every aspect of engine and
driveline including Ti-VCT. Instead
of a simple on/off system of cam
modulation, Ti-VCT advances and
retards valve timing on each cam.
Electronic control monitors and con-
trols oil pressure to the cam phasers.
Ti-VCT isn’t something you need
to worry about maintaining or tun-
ing. It is a life-of-the-engine system. The 5.0L Ti-VCT induction system is easily the most advanced from Ford to
If the cam phasers fail, all you have date. Because it is a composite design, it is lightweight and runs cooler than
to do is remove the cam cover, align cast aluminum. Moreover, longer 16.5-inch intake runners give the 5.0L Ti-VCT
the timing marks, and replace the a broader torque curve. And because it runs cooler, it keeps the intake charge
phasers. The Coyote’s cam position cooler, therefore making more power. The good news for those who want more
sensor is located at the opposite end power is that Ford Performance offers a variety of induction packages that kick
of the cam than on the 3V Modular, power up a notch.
and this accounts for the difference
in phaser function between the Coy-
ote and 3V Modular.
Here’s the Coyote’s
Induction standard 80-mm
throttle body, which is
The Coyote’s induction sys- located at the front of
tem is a composite design, which is this state-of-the-art
mainstream today because it is both intake manifold. The
lighter and a great heat insulator. throttle body is mod-
It stays cool and keeps the intake ulated by a geared
charge cooler. It is also easier and motor drive that is con-
cheaper to manufacture. trolled by the PCM.
Induction design and tuning
has changed considerably thanks to eliminated the coolant tube in the actually flaps on the Coyote) close
computer-aided design (CAD) and valley, there’s more room for induc- upon start-up; they give this engine
a lot of engineering time. The Coy- tion. The 80-mm throttle body is a smoother idle and better low- to
ote’s intake manifold, also known as centered at the front of the engine mid-range torque. When it’s time to
a plenum, is single plane with long on top. Another great evolution is a get it on, these vacuum-controlled
intake runners for a broad torque digital mass air sensor for extremes of charge motion control flaps move
curve. These are long 16.9-inch (430 fine-tuning as you drive. out of the way to improve high-RPM
mm) runners with gentle turns for The 5.0L Ti-VCT’s induction sys- induction flow.
improved flow. They are carved deep tem for 2015–up also includes Charge The Coyote continues with tra-
into the valley to allow for a lower Motion Control Valve (CMCV) ditional port injection because Ford
vehicle hoodline. Because Ford has assemblies. The CMCVs (which are engineers felt it didn’t need direct

16 FOR D COYOTE E NG I N E S: HOW TO B U I LD MAX PE R FOR MANCE

 I NTRODUCTION TO TH E COYOTE E NG I N E

In back are these CMCV enters cylinder heads at the exhaust

actuators for 2015–up, valves for excellent heat transfer and
one for each cylinder reduced operating temperatures.
bank. Instead of the Coolant runs through a long man-
charge motion control ifold cast into the cylinder head at
valves being plates, as the exhaust valveseats. This keeps
they were on the 4.6L detonation issues to a minimum and
engines, they are flaps durability high.
that change intake air
flow to improve idle qual- The 5.2L Voodoo
ity and low- to mid-range
torque. When you mash Ford’s 5.2L DOHC flat-plane crank
the throttle, they move out of the way to improve high-RPM performance. V-8 is billed as the highest-revving
CMCVs can change intake runner length depending on driver demand. factory V-8 in American automotive
history, with 526 hp and 429 ft-lbs of
injection at this time. A lot of develop- Lubrication torque on tap. It spins to 8,250 rpm
ment work is yet to be done if you’re but shuts off at 8,000 rpm. The sound
considering direct injection. The Coy- The Ti-VCT Coyote was con- of the 5.2L Voodoo is clearly differ-
ote’s cylinder head castings have a pro- ceived for high revs, and with that ent from the sound of the Coyote
vision for direct injection. The block is dynamic comes huge oiling system Ti-VCT V-8 it is spawned from. With
strong enough to support direct injec- demands. The Coyote must sustain flat-plane crank technology the Voo-
tion. Ford just isn’t there yet. sufficient lubrication to 7,000 rpm doo makes a snarly, raspy bark from
and beyond and under extreme its tailpipes. At high RPM it emits a
Exhaust driving conditions. Ford opted for goose bump–inspiring scream unlike
an 8-quart oil pan and a suitable any American V-8. On the surface,
The Coyote’s exhaust system is windage tray/pan gasket combina- the 5.2L Voodoo looks like its smaller
just as critical to power and efficiency tion. This is all good for keeping sibling, the 5.0L Coyote. Beneath
as the rest of the package. Headers oil pressure and volume on target. the aesthetics it is a different animal
might not seem important in the big It also created the huge challenge entirely.
picture, but they are important and of oil drainback because oil arrives The 5.2L Voodoo has been con-
were a great area of focus for Team at moving parts in abundance. Ford ceived for the Shelby GT350 to make
Coyote. The Coyote has short tri-Y solved this problem, and others, it a breed apart from anything else on
headers that were thought out pains- with crankcase breathing chimneys. the road. Jamal Hameedi, chief engi-
takingly and well executed. Engi- These PCV chimneys improve both neer at Ford Performance, describes
neering had to fight for them. Bean drainback and crankcase ventilation. the 5.2L flat-plane V-8 as a product
counters didn’t want them because for which every single performance
they cost twice as much to produce as Cooling System target has been met, including a
cast-iron exhaust manifolds, yet they broad torque curve, crisp throttle
were crucial to emissions, power, and Close attention was paid to the response, and no weight increase.
fuel economy. Coyote’s cooling system, which The flat-plane crankshaft approach
Because the Coyote’s factory focuses on exhaust valve cooling is nothing new, especially when it
shorty header is extremely unique along with other extremely hot comes to exotic high-end European
in its approach, it has enabled the areas of the engine. Ford calls this sports cars. However, it is surely a
Ti-VCT to produce more than 400 cross-flow cooling, which is different fresh idea for Detroit. When you look
ft-lbs of torque. Try that with your from the conventional cooling that at more traditional cross-plane–crank
5.0L pushrod small-block. You can the 4.6L and 5.4L Modulars employ. American V-8s with 90-degree recipro-
get horsepower all day long. Torque is Cross-flow cooling routes coolant cating intervals opposite the counter-
another story and a huge challenge. upward through the block where it weights, the flat-plane approach puts

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 CHAPTE R 1

This is the 5.2L Voodoo engine in a 2015 Shelby GT350.

Although the 5.2L engine is based on the 5.0L Ti-VCT Coyote,
it is not the same engine by any means. Its flat-plane crank
design is only the beginning of what makes this engine different
from any other American V-8. Traditional V-8s have a cross-plane
crank with huge counterweights surrounding rod journals at Here’s the 5.2L Voodoo head on. Although, at a
a 90-degree angle. This makes for smoother operation, but a glance, the Voodoo resembles the Coyote, there are
heavier crankshaft. The 5.2L’s flat-plane crank weighs less and many differences, including a more advanced induc-
gives this engine a snarly buzz at high RPM, like European exot- tion system, GT350-specific cylinder heads, a Voodoo
ics. This comes from rod journals being 180 degrees opposite of specific block, and more. (Photo Courtesy Ford Perfor-
where the crank looks flat, hence the term “flat-plane” crank. mance Parts)

pistons and rods exactly 180 degrees The flat-plane 5.2L engine really The Voodoo is clearly a different
opposite the counterweights instead of is a racing mill that you can enjoy experience because it is buzzy like a
the traditional 90 degrees. The result is on the street because it delivers European exotic at high RPM. How-
a completely different sound from the excellent fuel economy on the open ever, through the revs it resembles
traditional V-8 roar that you are used road with a 3,000-rpm torque curve. an American V-8. It is very Jekyll
to hearing. The difference in sound Yet it makes 526 hp at wide-open and Hyde as it makes its way to
comes from exhaust pulses, which throttle. What this means for you 8,000 rpm. At peak horsepower, it
happen at different intervals than on the track is brute torque com- makes a European V-6/V-12 buzz
with a cross-plane–crank V-8. Cylinder ing out of turns with an incredi- like you’ve never heard in a Mus-
banks fire alternately creating a buzzy ble blast of power coming down tang. Compression ratio is an aston-
exhaust harmony on a par with Euro- the straights. This is an engine that ishing 12.0:1.
pean exotics. At wide-open throttle at loves to rev. Even though there are posi-
high RPM, it sounds like a Ferrari. Ford says torque begins to come tives to flat-plane technology, there
What flat-plane technology on strong at 3,750 rpm with peak at are also negatives. If you’re mar-
means for you at your backside is bet- 4,750. To achieve 5.2L, Ford infused ried to the traditional sound of a
ter exhaust scavenging and a nota- a slightly oversquare bore and stroke cross-plane–crank V-8 engine, the
ble increase in power. Even more, ratio at 94.0 x 92.7 mm. This author flat-plane–crank pulse will seem for-
it enables Ford to produce a lighter wound up behind one of the 5.2L eign to you. Harmonics issues also
crankshaft with a crisp, snappy throt- Voodoo Mustang engineering pro- exist to some degree with flat-plane–
tle response that allows a 7,500-rpm totypes at a traffic light in suburban crank engines when displacement
top out, with peak torque coming in Phoenix, Arizona, for an intimate rises above 4.5L. Low-end torque
at 4,750 rpm. Redline (fuel shutoff) experience with the 5.2L Voodoo’s also suffers with flat-plane–crank
comes at 8,000 rpm. exhaust tips. engines. The 5.2L Voodoo isn’t big

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 I NTRODUCTION TO TH E COYOTE E NG I N E

The 5.2L “flat-plane” V-8’s induc- Improving on a Winner

tion system is completely different
from its 5.0L sibling’s. This is an It seems that the Coyote engine
engine designed for high-RPM yields little room for improvement,
operation, which makes low- to but exactly the opposite is true. If
mid-range torque rather lack- you’re comfortable with box stock
luster. But who cares? This is an performance and 400 to 430 hp, the
ultra-high-performance V-8 devel- factory original Coyote offers excel-
oped for the racetrack and canyon lent performance and fuel econ-
cutting, not grocery getting. How- omy. However, the Coyote’s bones
ever, if your plan is to buy grocer- also enable you to weave in more
ies, this guy does it quickly. power and still maintain durabil-
ity. I’ve learned on the dyno that
on low-end torque. However, this of a 5.2L Coyote engine and parts you can grow this engine to 500 to
isn’t an engine designed or engi- for the enthusiast. Ford Performance 600 hp without consequence. In the
neered for low-end torque. It is begins with a production 5.2L Coy- JGM Performance Engineering dyno
a race-bred high-end street/track ote block, heads, and valvetrain. By room, I pushed the Ford Performance
engine that does its best work at September 2016 Ford Performance test mule to 7,600 rpm and there was
mid- to high RPM. expects to have a complete 5.2L Coy- room to take it to 8,000. Horsepower
ote cross-plane–crank crate engine continued to rise at 7,600 rpm.
Ford Performance available. Although a flat-plane Although this would probably not be
5.2L Coyote crank in the Ford Performance inven- a good idea for your Coyote Mustang
tory would be a welcome addition, it or F-150, it demonstrates the durabil-
A nice surprise at press time is is not currently on the production ity on which you can build power.
Ford Performance’s announcement schedule.

In back, the 5.2L Voodoo has a dual-mass flywheel, charge The Voodoo’s side profile reveals a block that’s a cut
motion actuators, and a more advanced induction system. above the Coyote. This is the block you want if your goal
This is easily the most advanced intake manifold in Ford is increased displacement and strength. Its cylinder heads
history, with the focus being high-RPM operation. Low-end are also more advanced than the Coyote’s; they simply
torque isn’t what this engine is about. It is race bred and flow better. Note the high-capacity oil pan designed specif-
born for Mustang. (Photo Courtesy Ford Performance Parts) ically for racing. (Photo Courtesy Ford Performance Parts)

FOR D COYOTE E NG I N E S: HOW TO B U I LD MAX PE R FOR MANCE 19