goal was to downsize the Coyote’s valvetrain in every respect: smaller valves and springs along with smaller roller rockers and hydraulic followers. The result is a higher-revving engine with less valvetrain weight to sling around.
This is the back side of the cam phasers, which faces the camshafts. This is a great example of engineering because it works very well to enable this engine to do what has never been done before. By controlling valve timing, you can run this engine hard even with 87-octane fuel without concern for detonation (although it is not suggested). 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 variable 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 chain tensioner for the dual-cam secondary chain drive.
Cutaways of the Ti-VCT oil-pressure-operated cam actuator sprockets show a pin at the center of each sprocket/actuator, which is operated by the Ti-VCT solenoid (electromagnet) and PCM.
These are the Ti-VCT adjustable cam sprockets/phasers, which advance valve timing as necessary. Cam momentum and valvespring pressure help these phasers, which in turn enables the cams to return to the normal position when the PCM signal terminates oil.
In order to do the complex work of Ti-VCT and other critical functions, 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 controls oil pressure to the cam phasers.
Ti-VCT isn’t something you need to worry about maintaining or tuning. It is a life-of-the-engine system. If the cam phasers fail, all you have to do is remove the cam cover, align the timing marks, and replace the phasers. The Coyote’s cam position sensor is located at the opposite end of the cam than on the 3V Modular, and this accounts for the difference in phaser function between the Coyote and 3V Modular.
The Coyote’s induction system is a composite design, which is mainstream today because it is both lighter and a great heat insulator. It stays cool and keeps the intake charge cooler. It is also easier and cheaper to manufacture.
Induction design and tuning has changed considerably thanks to computer-aided design (CAD) and a lot of engineering time. The Coyote’s intake manifold, also known as a plenum, is single plane with long intake runners for a broad torque curve. These are long 16.9-inch (430 mm) runners with gentle turns for improved flow. They are carved deep into the valley to allow for a lower vehicle hoodline. Because Ford has eliminated the coolant tube in the valley, there’s more room for induction. The 80-mm throttle body is centered at the front of the engine on top. Another great evolution is a digital mass air sensor for extremes of fine-tuning as you drive.
The 5.0L Ti-VCT induction system is easily the most advanced from Ford to date. Because it is a composite design, it is lightweight and runs cooler than cast aluminum. Moreover, longer 16.5-inch intake runners give the 5.0L Ti-VCT a broader torque curve. And because it runs cooler, it keeps the intake charge cooler, therefore making more power. The good news for those who want more power is that Ford Performance offers a variety of induction packages that kick power up a notch.
Here’s the Coyote’s standard 80-mm throttle body, which is located at the front of this state-of-the-art intake manifold. The throttle body is modulated by a geared motor drive that is controlled by the PCM.
The 5.0L Ti-VCT’s induction system for 2015–up also includes Charge Motion Control Valve (CMCV) assemblies. The CMCVs (which are actually flaps on the Coyote) close upon start-up; they give this engine a smoother idle and better low- to mid-range torque. When it’s time to get it on, these vacuum-controlled charge motion control flaps move out of the way to improve high-RPM induction flow.
The Coyote continues with traditional port injection because Ford engineers felt it didn’t need direct injection at this time. A lot of development work is yet to be done if you’re considering direct injection. The Coyote’s cylinder head castings have a provision for direct injection. The block is strong enough to support direct injection. Ford just isn’t there yet.
In back are these CMCV actuators for 2015–up, one for each cylinder bank. Instead of the charge motion control valves being plates, as they were on the 4.6L engines, they are flaps that change intake air flow to improve idle quality and low- to mid-range torque. When you mash the throttle, they move out of the way to improve high-RPM performance. CMCVs can change intake runner length depending on driver demand.
The Coyote’s exhaust system is just as critical to power and efficiency as the rest of the package. Headers might not seem important in the big picture, but they are important and were a great area of focus for Team Coyote. The Coyote has short tri-Y headers that were thought out painstakingly and well executed. Engineering had to fight for them. Bean counters didn’t want them because they cost twice as much to produce as cast-iron exhaust manifolds, yet they were crucial to emissions, power, and fuel economy.
Because the Coyote’s factory shorty header is extremely unique in its approach, it has enabled the Ti-VCT to produce more than 400 ft-lbs of torque. Try that with your 5.0L pushrod small-block. You can get horsepower all day long. Torque is another story and a huge challenge.
The Ti-VCT Coyote was conceived for high revs, and with that dynamic comes huge oiling system demands. The Coyote must sustain sufficient lubrication to 7,000 rpm and beyond and under extreme driving conditions. Ford opted for an 8-quart oil pan and a suitable windage tray/pan gasket combination. This is all good for keeping oil pressure and volume on target. It also created the huge challenge of oil drainback because oil arrives at moving parts in abundance. Ford solved this problem, and others, with crankcase breathing chimneys. These PCV chimneys improve both drainback and crankcase ventilation.
Close attention was paid to the Coyote’s cooling system, which focuses on exhaust valve cooling along with other extremely hot areas of the engine. Ford calls this cross-flow cooling, which is different from the conventional cooling that the 4.6L and 5.4L Modulars employ. Cross-flow cooling routes coolant upward through
