Ford 5.0 Coyote Motor - A 302 In Coyote’s Clothing

Ford’s new four-cam in a crate

From the May, 2011 issue of Street Rodder

By Ron Ceridono

Ford’s new Coyote 5.0 V-8 is a four-cam powerhouse that’s available in the new Mustang and in a crate from Ford Racing Performance Parts. Under that plastic engine cover is as composite intake manifold.

While under development Ford’s new version of the 302 destined for the ’11 Mustang was referred to as the Coyote. We’re told the name was picked from employees’ suggestions and was intended to pay homage to A.J. Foyt and his Coyote Indy cars. However, now that the engine is in production Ford refers to it as the 5.0L Ti-VCT, but frankly we like Coyote better.

Regardless of what it’s called, this new engine is one trick piece. With a bore of 3.629 inches and a stroke of 3.649, displacement is roughly 302 ci or 5.0 liters (nitpickers can do the math). Weighing in at a scant 444 pounds it churns out 412 hp at 6,500 rpm, 390 lb-ft of torque at 4,250 rpm, and in the new Mustang it’s rated at 17/26 mpg city/highway with a six-speed manual, and 18/25 with the automaticso every number it makes is impressive.

There are a host of reasons for this engine’s impressive performance, not the least of which are the super-efficient heads with four valves per cylinder. But then there’s the technology Ford includes in the nametag, Ti-VCT. That stands for twin independent variable cam timing. By altering the timing of the intake and exhaust events the usual need to design a cam that produces power at one end of the rpm scale or the other is eliminated. The same cam, or in this case cams, can provide the best of both worlds.

Coyote in a Crate

It appears that Ford is anxious to get their new engine in the hands of enthusiasts as they have them available under PN M-6007-M50, but there will be a few more parts required to make them run. They’re available from an Electronic Throttle Crate Engine Control Pack, PN M6017-A504V-A54SC.

Making it Fit

While these engines are light, they’re not particularly smallhowever most of the bulk is due to the size of the heads, so steering clearance down low isn’t a big problem with the possible exception of the oil filter. Up front, low on the left, the filter may be troublesome in some applications, however, a right angle adapter is available and a remote filter could be used. Unfortunately, those cool stainless factory headers are wide and take up lots of room. We’ve been told aftermarket tight tuck designs are about to go into production. As the bellhousing pattern is the same as the modular engines, a variety of transmissions can be used.

The heads on the Ford are 23 inches long (of course that includes the drive assemblies), the Chryslers are 19-5/8 inches. From water pump hub to bellhousing flange the Ford is 25 inches and the Chrysler is 30 inches.

A test-fit in our fat-fendered Ford that once housed an early 302 shows some fitment issues. The pan and oil filter interfere with the crossmember for the IFS (ironically the pan may not be a problem) with a stock axle, and an offset mount for the filter is available. In this case a recessed firewall that allowed the engine to slide back 4 inches would be required.