Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt
Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt

Ford Mustang Coyote 5.0 Engine Blueprint Illustration t-shirt

The Coyote is an amazing engine that comes in a bunch of Mustangs and has a tell tale growl, made even better when uncorked with a free flowing exhaust and headers.

 

We offer it in 100% cotton or a tri-blend that runs a bit small, so size up on that one.

 

 

 

 Taken from mustangandfords.com 

 

Under pressure to produce engines with lower emissions, better economy, more power, and less vibration and harshness, Ford recognized that the classic small-block was at the end of its engineering rope. A new engine was needed to power the iconic pony car. Ford wasted little time developing the modular line of engines. It took a few years for enthusiasts to warm up to the overhead-cam technology, but with time came horsepower. The Mustang GT evolved from 225 hp to 260, 300, and then 412—after the introduction of the Coyote 5.0L engine. The Coyote has also evolved, into the Boss 302 and the new VooDoo 5.2L version in the Shelby GT350. These engines have given the Ford Mustang an edge in performance, even when the competition has many more cubic inches.

The 5.0L Ford engine debuted in 1968, when it was simply called a 302. With a four-barrel carb, it produced 250 hp (SAE gross) and gave buyers who didn’t want a big-block a nice-performing V-8 option. There have been many great version of the 302ci powerplant, including the venerable Boss 302s of 1969 and 1970, the 225 hp 5.0 H.O. (used from 1987-1993), and the Cobra 302 fitted to 1993-1995 SVT Cobra Mustangs.

The 5.0 engine moniker was popular with the Fox-body crowd, so much so that many V-8 Mustang owners often referred to their Mustang as simply a “five point oh.” Recognizing the significance of the term 5.0, Ford capitalized on the opportunity to bring back the moniker when the 2011 GT engine was developed. The world welcomed a modern 5.0 in late 2010. The decision proved popular with enthusiasts.

Along with the displacement, enthusiasts fell in love with the 400-plus horsepower (412 to be exact) that came with the 2011 GT. Starting with a clean slate, Ford engineered the 5.0L with power, efficiency, and economy in mind. Ford combined the very best attributes from the modular line of overhead-cam engines to develop the “Coyote” utilizing a strong aluminum block with deep-skirting, high-flow aluminum heads, variable cam timing, a composite intake, and tuned exhaust headers. Other features of the base 5.0 include 11:1 compression, 0.472/0.433-inch lift, and duration of 260/263 degrees. The engine includes a windage tray and an 8-quart oil pan, with a 1-5-4-8-6-3-7-2 firing order.

The Coyote project began in the spring of 2007 when Ford’s director of large gas and diesel engines, Bob Fascetti, selected Mike Harrison to build a new engine for the Mustang. Harrison initially reported that his team could design and build an engine to make 370-380 hp, and Fascetti told them 400 was the number.

First to be designed was the cylinder heads. That task fell on engineers Todd Brewer and John Reigger. They created heads that outflowed the GT500 Four-Valve heads by almost 5 percent, and Kevin Shinners developed the quartet of cams to match the flow characteristics. “For the first time ever, we only ground one set of cams,” said intake, combustion, and exhaust engineer Adam Christian. The heads feature two 37mm intake valves and two 31mm exhaust valves activated by roller fingers (rockers) and big 193cc intake ports.

All-new aluminum four-valve-per-cylinder heads feature compact roller-finger followers, and this creates additional room for bigger, higher-flowing ports. Furthermore, the cylinder head design was built to withstand higher cylinder head pressures. They also feature crossflow cooling for sustained high-rpm use. Head bolt size was increased from 11 mm to 12 to contain the higher combustion pressures.

Ford retained the 100mm bore spacing found in the modular design, but that’s about all that remained. The Coyote uses cast-iron four-bolt main bearing caps, with side bolts, and a forged steel crankshaft. The design has been a proven winner, even well past 7,000 rpm and with over 1,000 hp. The Coyote features a 92mm (3.63-inch) bore and a 92.2mm (3.65-inch) stroke.

Ford says, “The aluminum block was developed for optimized windage and oil drain back under lateral conditions and high-rpm use, such as a track-day outing. Increased main bearing bulkhead widths and nodular iron cross-bolted main bearing caps with upsized bolts were also employed to accommodate the significant performance increase. An additional element is the increased capacity and baffling of the deep-sump stamped steel oil pan to enable sustained high-rpm use and offer the convenience of 10,000-mile oil change intervals. Piston-cooling jets also were incorporated for performance-minded customers and for faster oil warm-up on cold start.”

Coolant crossover passages were moved from the intake to the block; it also uses forged powder metal rods, with a floating wrist pin and hypereutectic pistons. As you know, the team selected a composite intake manifold. This design is lighter than aluminum, has smooth passages, and keeps the incoming air cooler. The intake utilizes a 83mm inlet and a 80mm throttle-body.

The new firing order required a new header design to maximize scavenging and flow, so specially designed tubular exhaust headers were developed. After loads of computer modeling, a twin-T design was chosen in the 11th hour, right before the team was about to go with cast manifolds. The first set of headers was actually made by engineer Adam Christian over a weekend in his home garage.

Blue Late Model Ford Mustang Burnout

Evan J. Smith

Evan J. SmithFreelancer

June 11, 2015

Photos By: Courtesy of Ford

Under pressure to produce engines with lower emissions, better economy, more power, and less vibration and harshness, Ford recognized that the classic small-block was at the end of its engineering rope. A new engine was needed to power the iconic pony car. Ford wasted little time developing the modular line of engines. It took a few years for enthusiasts to warm up to the overhead-cam technology, but with time came horsepower. The Mustang GT evolved from 225 hp to 260, 300, and then 412—after the introduction of the Coyote 5.0L engine. The Coyote has also evolved, into the Boss 302 and the new VooDoo 5.2L version in the Shelby GT350. These engines have given the Ford Mustang an edge in performance, even when the competition has many more cubic inches.

The 5.0L Ford engine debuted in 1968, when it was simply called a 302. With a four-barrel carb, it produced 250 hp (SAE gross) and gave buyers who didn’t want a big-block a nice-performing V-8 option. There have been many great version of the 302ci powerplant, including the venerable Boss 302s of 1969 and 1970, the 225 hp 5.0 H.O. (used from 1987-1993), and the Cobra 302 fitted to 1993-1995 SVT Cobra Mustangs.

 

The 5.0 engine moniker was popular with the Fox-body crowd, so much so that many V-8 Mustang owners often referred to their Mustang as simply a “five point oh.” Recognizing the significance of the term 5.0, Ford capitalized on the opportunity to bring back the moniker when the 2011 GT engine was developed. The world welcomed a modern 5.0 in late 2010. The decision proved popular with enthusiasts.Along with the displacement, enthusiasts fell in love with the 400-plus horsepower (412 to be exact) that came with the 2011 GT. Starting with a clean slate, Ford engineered the 5.0L with power, efficiency, and economy in mind. Ford combined the very best attributes from the modular line of overhead-cam engines to develop the “Coyote” utilizing a strong aluminum block with deep-skirting, high-flow aluminum heads, variable cam timing, a composite intake, and tuned exhaust headers. Other features of the base 5.0 include 11:1 compression, 0.472/0.433-inch lift, and duration of 260/263 degrees. The engine includes a windage tray and an 8-quart oil pan, with a 1-5-4-8-6-3-7-2 firing order.

Introduced in 2011, the 5.0 Coyote engine made 412 hp at 6,500 rpm and 390 lb-ft of torque at 4,250 rpm.

Cylinder heads

The Coyote project began in the spring of 2007 when Ford’s director of large gas and diesel engines, Bob Fascetti, selected Mike Harrison to build a new engine for the Mustang. Harrison initially reported that his team could design and build an engine to make 370-380 hp, and Fascetti told them 400 was the number.

 

First to be designed was the cylinder heads. That task fell on engineers Todd Brewer and John Reigger. They created heads that outflowed the GT500 Four-Valve heads by almost 5 percent, and Kevin Shinners developed the quartet of cams to match the flow characteristics. “For the first time ever, we only ground one set of cams,” said intake, combustion, and exhaust engineer Adam Christian. The heads feature two 37mm intake valves and two 31mm exhaust valves activated by roller fingers (rockers) and big 193cc intake ports.

All-new aluminum four-valve-per-cylinder heads feature compact roller-finger followers, and this creates additional room for bigger, higher-flowing ports. Furthermore, the cylinder head design was built to withstand higher cylinder head pressures. They also feature crossflow cooling for sustained high-rpm use. Head bolt size was increased from 11 mm to 12 to contain the higher combustion pressures.

 

Building block

Ford retained the 100mm bore spacing found in the modular design, but that’s about all that remained. The Coyote uses cast-iron four-bolt main bearing caps, with side bolts, and a forged steel crankshaft. The design has been a proven winner, even well past 7,000 rpm and with over 1,000 hp. The Coyote features a 92mm (3.63-inch) bore and a 92.2mm (3.65-inch) stroke.

 

Ford says, “The aluminum block was developed for optimized windage and oil drain back under lateral conditions and high-rpm use, such as a track-day outing. Increased main bearing bulkhead widths and nodular iron cross-bolted main bearing caps with upsized bolts were also employed to accommodate the significant performance increase. An additional element is the increased capacity and baffling of the deep-sump stamped steel oil pan to enable sustained high-rpm use and offer the convenience of 10,000-mile oil change intervals. Piston-cooling jets also were incorporated for performance-minded customers and for faster oil warm-up on cold start.”

Coolant crossover passages were moved from the intake to the block; it also uses forged powder metal rods, with a floating wrist pin and hypereutectic pistons. As you know, the team selected a composite intake manifold. This design is lighter than aluminum, has smooth passages, and keeps the incoming air cooler. The intake utilizes a 83mm inlet and a 80mm throttle-body.

 

 

Exhaust

The new firing order required a new header design to maximize scavenging and flow, so specially designed tubular exhaust headers were developed. After loads of computer modeling, a twin-T design was chosen in the 11th hour, right before the team was about to go with cast manifolds. The first set of headers was actually made by engineer Adam Christian over a weekend in his home garage.

 

Timing is everything

Ford learned a thing or two on variable cam timing on the Three-Valve engine. “Ti-VCT provides extremely precise variable—yet independent—control of timing for intake and exhaust valves,” says Ford. So you get an abundance of torque in the midrange, excellent fuel economy, and great high-rpm power.

“Ti-VCT is a win-win-win technology,” says Barb Samardzich, vice president of global powertrain development. “It helps our new range of engines to deliver high performance with unsurpassed highway fuel economy and reduced emissions.”

Traditionally the camshaft has only been able to open the valves at a fixed point. Now the camshaft positioning, which alters the timing of the valve events in relation to the pistons, can be advanced or retarded during operation.

The system is actuated by camshaft torque and pressurized oil. Mike Harrison says, “Using camshaft torque energy provides even faster throttle response and maximizes use of existing energy to aid fuel economy. Working like a ratchet, the one-way valves allow precise timing of camshaft events, continually optimizing timing to provide maximum torque or maximum fuel economy, based on driver input.”

 

That is from mustangandfords.com

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