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Ford 5.0L V8 Coyote Engine (Specs, Reliability & Issues)

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Last Updated on: 16th November 2023, 02:36 am

The Ford 5.0 “Coyote” engine, which replaced the previous 4.6L/5.4L Modular variations in the Ford Mustang GT and Ford F-150 for the 2011 model year, is a brand-new 5.0-liter gasoline V8 engine.

The new 5.0L V8 engine was built to compete with GM’s 6.2L V8 and Chrysler’s new 6.4L Hemi engines.

As a result, Ford engineers were able to create a smaller engine that produces the same amount of power as its competitors while operating on regular 87 octane unleaded gasoline.

In this article, we’ll discuss the design, reliability and issues, and specs of the Ford 5.0L V8 Coyote engine.


The following items from the 4.6L V8 were kept in the 5.0L version, enabling the engine to be machined and built on the same manufacturing lines using pre-existing Modular engine production equipment.

  • deck height of 8.937 in (227.0 mm)
  • bore spacing of 3.937 in (100.0 mm)
  • bell housing bolt pattern

The new 5.0L Modular V8 features a 90-degree angle between cylinder banks and an aluminium cylinder block with pressed cast-iron cylinder liners.

Ford 5.0L V8 Coyote engine

It has a four-bolt main bearing cover and a deep crankcase.

The 5.0 comes equipped with a forged steel crankshaft and forged powdered metal connecting rods. The connecting rod is 5.933 inches long (150.7 mm).

On the 5.0 engine block, there are extra piston-cooling jets.

In contrast to the old Ford 5.0/302’s cam-in-block pushrod two-valve valvetrain, the 5.0 Modular engine features four-valve aluminium cylinder heads with dual overhead camshafts (DOHC) driven by a separate timing chain for each head.

A three-layer metal gasket offers strong sealing between the engine block and each cylinder head.

Camshafts use roller finger followers with hydraulic lash adjustments to regulate the intake and exhaust valves.

With its cam-torque-actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT), which was also present in Ford’s 3.5-liter and 3.7-liter V6s in 2011, the Coyote 5.0 engine became Ford’s first V8.

The intake plenum of the plastic intake manifold is located low between the two cylinder banks.

It features a variable runner control and an electronic throttle body that is “drive-by-wire”.

When the 5.0L Coyote was initially introduced, it featured an electronically controlled sequential multi-port fuel injection system and a coil-on-plug ignition system.

The Mustang GT 5.0 comes standard with tubular stainless steel exhaust headers, whereas F-150 V8s come with cast iron exhaust manifolds.

In the F-150, the 5.0-liter EcoBoost V6 engine is replaced by a 5.0-liter V8 engine.

A torque-biased variant of the Coyote for the Ford F-150 pickup truck delivers less maximum power but great low-end and mid-range torque, in contrast to the Mustang GT model.

The detuned F150 5.0 has a 10.5:1 compression ratio (rather than 11:1), modified cylinder heads, shorter intake camshafts, and an external engine oil cooler.

In 2018, Ford switched from traditional cast iron sleeves to Plasma Wire Arc Transfer cylinder liner technology in the 5.0L Coyote Gen-3 engine.

  • The bore diameter was increased from 92.2 to 93.0 mm (3.63 to 3.66 in)
  • The displacement was increased from 4,951 to 5,035 cc (302 to 307 cu in)

The Gen 3 Coyote engine has a compression ratio of 12.0:1 and is equipped with dual-fuel, high-pressure direct injection and low-pressure port fuel injection.

These changes impact both the Mustang GT and the F150 with 5.0 V8 engines.

For the 2018 Mustang GT, new camshafts, larger intake and exhaust valves, and a reworked intake manifold were added to the Gen-3 5.0 engine, raising redline to 7,500 rpm.

Engine Specs

  • Manufacturer: Ford’s Essex Engine Plant in Windsor, Ontario, Canada
  • Production years: 2011-present
  • Cylinder block material: Aluminium
  • Cylinder head material: Aluminium
  • 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: 92.2 mm (3.63 in) (2011-2017), 93.0 mm (3.66 in) (2018+)
  • Stroke: 92.7 mm (3.65 in)
  • Displacement: 4,951 cc (302.1 cu in) (2011-2017), 5,035 cc (307 cu in) (2018+)
  • Type: 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: 360-460 hp (268-343 kW) at 5,500-6,500 rpm
  • Torque: 380-420 ft-lb (515-570 Nm) at 3,850-4,500 rpm
  • 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: 7.2 litres (7.7 qts) with oil filter (2011-2017), 8.4 litres (8.85 qts) with oil filter (2018+)
  • Oil change interval: 10,000 miles (15,000 km) or 12 months
  • Applications: Ford Mustang GT, Ford F-150, Ford Falcon GT, Ford Falcon XR8, FPV Ford Falcon GT-F, TVR Griffith

Problems & Reliability

The 5.0L Coyote is a naturally aspirated V8 engine with a big displacement that is less complicated than turbocharged V6 engines and so has fewer potential failure points.

From 2011 until 2017, the “Five-Oh” engine has a reputation for being a rock-solid, reliable powerplant.

This is due to the fact that it is almost similar to the previous 4.6L engine in terms of relative simplicity and tried-and-true design.

There are:

  • forged connecting rods
  • a robust forged crankshaft
  • iron sleeves
  • durable timing chains
  • traditional port fuel injection options

This combination provides exceptional long-term durability while still delivering outstanding performance. The 5.0 V8’s only flaw is that it is less fuel efficient than Ford’s EcoBoost engines.

For 2018, Ford made substantial modifications to the 5.0 Coyote. Iron sleeved shirts are no longer fashionable.

At their place, spray-on bore liners (which can’t be duplicated in a local shop) were put. Ford also used direct fuel injection, which sprays gasoline straight into the combustion chamber.

To attain EcoBoost power and fuel efficiency, the new engine became more sophisticated, costlier to manufacture, and service. It now mostly depends on the kind of power source you want.

302 5.0 Road Runner / Boss

For the 2012 model year Boss 302 Mustang, Ford introduced a high-performance version of the 5.0L Coyote – 5.0 Road Runner V8 engine.

In comparison to a standard Coyote V8, the Road Runner engine features:

  • a forged steel crankshaft
  • forged aluminium pistons
  • CNC ported cylinder heads
  • a high-flow intake manifold from the 302R racer

The engine also received a camshaft with a high lift exhaust profile with a compression ratio of 11:1.

The modern Boss 302 engine loses 10 lb-ft (14 Nm) of peak torque when compared to the standard GT, but develops more horsepower at the insane 7,400 rpm redline thanks to enhanced airflow characteristics.

The Boss 302 had 444 (331 kW) horsepower and 380 lb-ft (515 Nm) torque at 7,400 rpm.

  • Andy Lewin

    Andy Lewin is a senior mechanic, ASE qualified master technician, and an experienced automotive engineer. He's passionate about serving the automotive community with the highest-quality and trustworthy information on all things automotive. He loves to write about car repairs, maintenance, car modifications and tuning, faults, and much more.

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