The staff talks with each other, and problems are discussed and rectified immediately.
Dennis Corn of Roush Performance invited me into its vast Livonia, Michigan, facility for an intimate look at how Roush has grown from a modest race shop to a huge research and development, and manufacturing operation from aftermarket parts and engines to valuable OEM engineering support. Founder and President Jack Roush came from humble beginnings to create what is easily one of the most respected race-oriented operations in the world. Roush Performance offers the enthusiast Ti-VCT Coyote crate engine performance in a variety of upscale Coyote Aluminator packages from Ford Performance.
Jim Grubbs of JGM Performance Engineering in Valencia, California, decided to take this project on and became very committed to its success. He and associate Jeff Latimer spent weeks preparing JGM’s Super-Flow 901 dyno for testing. Vince Vicedo and Ryan Peart of JGM Performance Engineering took on the lion’s share of engine modifications and upgrades during dyno testing. The thrill on Jim’s face as we tested this high-tech V-8 has been nothing short of remarkable. Ray Herron at Ford Performance Racing Parts’ tech support department has been very supportive to our efforts in California. We call. He advises.
Ray McClelland of Full Throttle Kustomz in Fillmore, California, has been kind enough to come to JGM Performance Engineering to custom tune this Coyote test mule as we’ve made modifications. With Ray’s knowledge and extraordinary tuning abilities, we managed to gain more than 100 hp with simple bolt-on modifications in a naturally aspirated package.
Tim Gilpin at BBK Performance has been supportive to this effort, providing performance parts and tech support. Trent Goodwin at Comp Cams has supported my efforts more times than I can count through the years, providing cam kits, valvetrain components, and performance parts along the way. Moreover, Trent has provided incredible tech support.
Another great support system through the years has been Ron Rotunno of Federal-Mogul (Speed Pro, Sealed Power, and Fel-Pro). Ron has kept me rolling with tech support and OEM-caliber product for at least two decades. And, finally, there’s Derek Ranney of L & R Custom Engine Building in Sante Fe Springs, California, who has been instrumental in showing how a Coyote should be planned and built. L & R has been family-owned and -operated since it opened its doors decades ago.
Gentlemen, I never could have produced this book without you or without the support of Bob Wilson at CarTech Books. Grateful for your friendships and unending support through the years. Thank you!
INTRODUCTION TO THE COYOTE ENGINE
Ford’s new 5.0L/5.2L Ti-VCT (Twin Independent Variable Cam Timing) Coyote and 5.2L Voodoo DOHC V-8s can easily be described as the two greatest V-8 engines ever produced in the company’s history. Originally project code named “Coyote” within the company as early as 2007, the Ti-VCT V-8 was developed and engineered to be a true high-performance double overhead cam V-8 conceived specifically for the Mustang. In fact, the Coyote is considered the first “Mustang specific” engine conceived in the marque’s more than half-century history.
Ford engineers and product planners, 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 family 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 Coyote is a totally new DOHC Modular V-8 engine.
When it was in the rumor mill, the 5.0L DOHC Ti-VCT was believed to be the gallant return of the legendary 5.0L engine that made late-model Fox body and SN-95 Mustangs so notorious. There was street chatter about it being a push-rod engine on a par with the classic small-block Ford V-8. However, nothing could have been further from the truth. Ford was moving forward, not backward, with a real purpose-born high-performance double overhead cam V-8.
Head on, the Coyote is similar to the 4.6L DOHC engine it replaces. Whether you have a new Mustang 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.
In 2007, Ford knew it needed to conceive and build a world-class high-performance V-8 engine that could compete with tougher world-class competition from not only GM and Chrysler, but Europe and Japan. Ford’s handpicked design and engineering team consisting of racers and manufacturing experts looked closely at how power was made and wasted. Team Coyote looked at thermal and volumetric efficiency along with frictional loss issues. It also looked at the limitations of the 4.6L and 5.4L Modular V-8 architecture to help set a course toward success.
This inside look at the 5.0L Ti-VCT DOHC Coyote V-8 yields a close look at what makes this the most advanced Ford V-8 in history. Conceived as a Detroit-born high-performance V-8, the Coyote makes in excess of 400 hp out of the box. In addition, it is capable of 500 without extensive modifications.
The 5.0L Ti-VCT Coyote engine was born to be a true high-performance V-8, a factory-born racing engine for the street. All the traditional corporate roadblocks were cleared to get an eye-opening DOHC powerhouse to market quickly.
The first step toward the Ti-VCT 5.0L V-8 was the Hurricane engine, which ultimately became the production 6.2L SOHC iron-block Modular for Raptor and F-150 trucks. Though the 6.2L engine provided plenty of torque, it was not suitable for the Mustang in terms of size and power. It really was a completely different standalone Modular engine. Ford had taken the 4.6L, 5.4L, and 6.2L Modular engine family as far as it could.
Though the Coyote design team wanted to create a completely new high-performance overhead cam V-8, the basics of Modular engine architecture had to remain due to cost and factory tooling considerations. The new Modular engine had to be produced from the same production lines and from the same machinery in order to keep cost in line. The 4.6L and 5.4L engines had limited potential for extreme performance. Conceiving the Coyote was an enormous challenge.
Development of Ford’s 5.0L Coyote DOHC V-8 began in earnest in 2008 with Ford’s vision being a true high-performance Mustang engine. Though the Coyote has also arrived in Ford’s popular F-Series trucks, it was originally developed for the Mustang. Ford’s direct injection and Ecoboost turbocharging technology were real considerations for the Ti-VCT V-8, yet not practical or necessary for this engine early in the going. This alone gave the Coyote an economic advantage. Lots of power from a naturally aspirated engine.
The objective was to make the Coyote as compact as possible while keeping block dimensions close to the same size as the 4.6L. The Coyote also had to be an engine that would make at least 400 hp, or 80 hp per liter. These expectations were huge and had to be met to realize the goal of exceeding the capabilities of the 4.6L engine. The Ti-VCT had to do what no Ford production engine had ever been asked to do.
Ford’s goal for the Ti-VCT Coyote was a much stronger block to contain and deliver the kind of power expected. It had to be able to do what the 4.6L and 5.4L engines could do, without a raised deck. It wasn’t just the factory 400/400-hp and torque goal, but also the kind of power enthusiasts wanted once the 2011 Mustang GT hit the streets. The Coyote was
