As you probably know, the Ford Coyote is an
absolute powerhouse of an engine. It outputs a ton of power and it's really advanced for its
given displacement. Now over the years Ford has changed the Coyote quite a bit and there have been
a lot of upgrades to it and now there are three generations of the Ford Coyote. So, today we're
gonna dive in and look at all three generations and find out what makes each one special and
why the Ford Coyote is as good as it is today. In 2010, Ford released an all-new design for the
Mustang, but the problem was it still had the old 4.6L motor. Now while that motor did its job
and it made - you know - relatively decent power, it was pretty terrible compared to what GM
was offering at the time in their pony cars and their trucks and the corvette and pretty
much everything. It was really a bad motor in comparison to those. So, when Ford brought
back the 5-liter in the form of the Coyote, it really brought the Mustang back into contention
with the best sports cars and the best pony cars in the world. The coyote featured an all-new
design which was drastically different than the old 4.6, but it did share some features that
kept it in the Ford Modular family. The Coyote uses an all-aluminum design, so we're talking
about an all-aluminum block and aluminum cylinder heads and it also uses a plastic
composite intake manifold similar to what you would find on the older 4.6 motors. Inside
the engine, a lot of things were changed but a few things did stay the same. Bore and stroke
measure at 92.7 millimeters and 92.2 millimeters, which brings total displacement to 4951 cc's or 5
liters. What's really interesting is that the bore spacing of 100 millimeters and the deck height
of 227 millimeters are carried over from the 4.6. The downside to this is that it limits bore size
but makes the engine easier to package and smaller overall. The compression ratio is set at 11 to 1,
which at the time upset some enthusiasts because boosting a high compression motor is quite a bit
more difficult than boosting a low compression motor, but ultimately that high compression ratio
is one of the keys that allowed the Coyote to make so much power naturally aspirated. From the
outside looking in, the gen 1 and gen 2 coyotes are nearly identical and really from the outside
you can't even really tell them apart. Now the big changes come internally. Gen 2 has larger valves,
a larger camshaft, and revised cylinder heads, which allow it to flow quite a bit more than gen
1. Ford also added motion control valves which are supposed to help idle stability, but a lot
of enthusiasts end up deleting them in the name of maximum airflow at peak RPM. As I mentioned in
previous videos, cylinder heads are pretty much the key to making a lot of power. You'll see this
with GM LS motors that flow a huge amount of air, with honda heads that flow a huge amount of air,
and now with the Ford Coyote. Good airflow through your cylinder heads is pretty much the number one
factor for making good a good amount of power. The outgoing three valve had a single overhead cam
design, with three valves per cylinder as the name states. Now the Coyote is drastically better than
this, in the sense that it has dual overhead cams with four valves per cylinder. Having a single
overhead cam setup means that you can't exactly adjust valve overlap it's pretty much set in
place. For the dual overhead cam motor you're really easily able to adjust valve overlap,
also known as LSA, with the right hardware and Ford added this hardware with their Ti-VCT system.
Although this system was not new to Ford in 2011, it was new to Ford in the US and this is something
that we hadn't seen before and it's really the key that allows the coyote to make so much power. So
this system works by basically allowing the intake and exhaust camshafts to retard or advance their
timing independent of crankshaft rotation. To put a simply, intake and exhaust camshaft timing both
have a 50 degree swing, allowing for a massive amount of adjustment. The benefits of independent
cam timing are increased fuel economy with lower emissions, but the real benefit comes in the form
of dynamic lobe separation angle or valve overlap. On engines without adjustable cam timing, such
as the GM LS platform, lobe separation angle is a fixed aspect of the camshafts and it cannot be
adjusted. Camshafts with a wide LSA have more low end power and cams with a narrow LSA have more
top end power. Coyote and Ford's TI-VCT. system, you get the best of both worlds, since LSA can
change depending on the RPM that the engine is at. Add boost to the equation and you can see
why the Coyote is such an efficient platform, thanks to that Ti-VCT system. The changes
between the blocks in gen 1 and gen 2 are pretty minor and they're really not even worth
mentioning. The blocks are nearly identical between gen 1 and gen 2, but when they made
the jump to gen 3 things changed quite a bit, because ford went to a semi-closed deck design.
Gen 3 block also saw improved knock sensors, 12 millimeter head bolts, and better oiling. So
the gen ones were rated at 420 horsepower and 390 pound-feet of torque, which really wasn't
bad at the time. Like we mentioned earlier, Ti-VCT is a huge part of the technology that made
the Coyote so much more advanced than any other American V8 engine at the time. Gen 1 Coyotes
feature a fairly basic port fuel injection setup, similar to earlier modular motors. So, when Ford
released the all-new S550 platform is when they introduced the gen 2 motor and the gen 2 featured
a lot of upgrades that made it, pretty much better in every single aspect compared to the gen 1. But,
most of those changes were focused on increasing airflow and improving high RPM operation.
The second generation cylinder heads feature larger intake and exhaust valves as well as larger
intake and exhaust camshafts. Since the gen 2 uses larger valves, the pistons received larger valve
reliefs. Ford also added stiffer valve springs to reduce the potential of valve float at high RPM.
The intake ports on the heads were also revised to increase flow and really take advantage of the
larger cams and valves. The forged connecting rods on the gen 1 boss 302 engine came standard for
all gen 2 engines, which further improved strength and durability during high rpm operation. So all
the changes that we just talked about going from gen 1 to gen 2 increased power output from 420
horsepower to 435 horsepower and 390 pound-feet up to 400 pound feet and what's even more impressive
is that both peak RPM and peak torque are at the same exact RPM range - makes this a really really
good improvement and it's basically just more power without really any sacrifice. In 2018, Ford
released the gen 3 which was the biggest change to the Coyote platform yet. Biggest and most obvious
change to the gen 3 is the fact that Ford added direct injection, but they did it quite a bit
different than how other manufacturers do their direct injection. Instead of replacing their
port injection entirely with direct injection, Ford decided to use both. Because there are pros
and cons to both systems, so to get the best of both worlds, the gen 3 has port fuel injection
and direct fuel injection. Thanks to that direct injection system, Ford was able to increase
the compression ratio from 11 to 1 to 12 to 1, which again, isn't great for boosted motors,
but in the case of a naturally aspirated engine that's really really great. Another big change
on the gen 3 was the increased bore diameter from 92.7 millimeters to 93 millimeters this
slightly increased total displacement but it's a very very minor increase. Ford also decided
to ditch the steel cylinder sleeves in favor of plasma transferred wire arc cylinder walls, which
could also be found on the 5.2 gt350 motor. The cylinder heads were also revised again for the
gen 3 to further improve flow and the casting materials were made stronger. The gen 3 cylinder
heads feature larger intake and exhaust valves as well as increased lobe lift on both the intake and
exhaust camshafts. The goal with these cylinder heads changes was to make the heads flow similar
to the 5.2 gt350 head. All the changes that we just mentioned to go from gen 2 to gen 3 increase
power from 435 horsepower to 460 horsepower and 400 pound feet up to 420 pound feet. Now this
is a huge increase naturally aspirated and again peak power and peak torque are left at the same
exact RPM. So now that we've talked about gen 1 gen 2 and gen 3 i think we should talk about the
special variants of each engine and we're going to start with gen 1 with the Road Runner motor, which
is the engine that you could find in the Boss 302. Now this engine featured quite a bit of changes
from the uh just base gen 1 Mustang GT engine. It was pretty much all in the name of good high RPM
engine operation. The road runner engine featured forged connecting rods, cnc ported cylinder heads,
and a special short runner intake manifold to help improve top-end power. This engine also features
larger camshafts and stiffer valve springs which also help increase top-end power as well
as maintain high engine RPM without blowing up. At the time, the Road Runner was released it was
the highest horsepower naturally aspirated engine Ford had ever offered, outputting an impressive
444 horsepower at 7 500 rpm. Moving to gen 2 we have the even more ridiculous variant which is
the one that you're probably all more familiar with which is the 5.2 Voodoo motor that you could
find in the gt350 and the gt350r. Now at the time that it came out it was pretty insane and today
it's still really insane and it's very exotic and wild especially for an american-made V8. Biggest
thing that makes the Voodoo special is what you probably already know which is that flat plain
crankshaft compared to the standard crossplane crankshaft that you'll find in most V8s, including
the Coyote. To put it simply the flat plane crank uses a 180 degree configuration where the opposing
rod journals are opposite of each other instead of 90 degrees from each other like they would be on
a cross plane motor. When one piston is at top dead center, the opposing piston is at bottom dead
center. This design usually results in a lighter rotating assembly as less counterweight is needed
to balance the crankshaft. Now it should be noted that the Voodoo has a special firing order which
is different than most flat plane crank engines, which is partially what gives it that unique
exhaust note. But, unfortunately the Voodoo does have significantly more rotating mass
than other flat plane crankshaft engines, such as a Ferrari V8. Just something worth noting.
The Voodoo engine also got its own cylinder head design and while it's very similar to the Coyote
head, the ports are larger to increase power, the camshafts are bigger, and the valves are bigger.
It also got its own intake manifold, which is really similar to the Coyote intake manifold but
with slightly longer intake runners and a larger intake manifold to help improve low end power
since flat plane crank engines typically lack good low end power. Thanks to the larger displacement,
the flat plane crankshaft, super high RPM redline, improved cylinder heads, this engine outputs 526
horsepower and 429 pound-feet of torque. The last Coyote variant that we're going to talk about
is the Predator which is the all-new engine that you'll find in the 2020 GT500, which is based on
the Voodoo motor, but it's been reverted back to a cross-plane crankshaft and they stuck a giant
supercharger on top of it. The compression ratio on the Predator was lowered from 12 to 1 to a more
boost friendly 9.5 to 1, the heads are cnc ported version of the Voodoo heads, and the valves are
larger. It also got a bunch of other small changes to basically make it more reliable for forced
induction. All of those changes result in a ridiculous power output of 760 horsepower and 625
pound-feet of torque. So there you guys have it, that's pretty much everything you need to know
about the changes between gen 1, gen 2, gen 3, and the special variants which are the Road Runner,
Voodoo, and Predator. If you guys like this video please please smash the thumbs up button because
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