Why The Coyote 5.0 Is Unbeatable In a Truck🛻 | Explained Ep.36

if you want the ultimate one trick pony that can humble sixf fig supercars at any red light Across America there's one specific model that comes to mind some call it El Lobo some call it the bestselling truck of all time but more importantly checking a couple boxes at your local Ford dealer can get you a Mustang with a pickup bed and with optional four-wheel drive forms the basis of an unbeatable combination of traction power and dare I say practicality [Music] at the heart of this unassuming pickup truck is Ford's engineering Marvel and when explored to its full potential gives even Billet big block engines a run for their money and even winning [Music] while as competitors like General Motors scrap the idea of overhead cam shaft V8 engines and trucks for simpler push rod engines especially after such a disastrous relic of the past called the Northstar Ford continued to develop their overhead camshaft modular engines and as the years progressed they became stronger more advanced and immensely more powerful [Music] put that engine in a lightweight truck compared to its contemporaries a robust four-wheel drive system a 10-speed transmission that keeps it at the peak of its power band and add any of the many flavors of force induction well then you have the king of sleepers and dare I say the most impressive vehicle platform in the last 10 years on this episode of explain we will take a deep dive into the coyote powered F-150s and all the intricacies that make it virtually unbeatable on the same streets we commute to work every week it all begins in 1991 a small group within Ford Motor Company consisting of Engineers product planners and marketing professionals form SVT or special vehicle team their goal was to build vehicles that contain four unique attributes performance substance exclusivity and value and there's no better way to kick off this new operation but with a niche market sport truck General Motors was already the reigning champ of performance pickup trucks the GMC Cyclones turbocharged V6 and all drive system propelled the 3500lb compact truck to 0 to 60 under 5 seconds and the 454 SS c500 was a wolf and sheep's clothing getting the 7.4 L big block from the heavy duty mod models but in a rear wheel drive regular C pickup truck draped in a minising all black paint job if you wanted a fast pickup truck General Motors was your answer that's until SVT roll out of the corporate Shadow and unveiled their Mustang GT with a cargo bed called the lightning F-150 what started as a 1993 351 powered regular cab short bed F-150 was turned up a notch from the addition of Mustang kobra GT40 cylinder heads with bigger ports bigger valves with increased CFM of air flow a more aggressive camshaft grind and aluminum SVT specific intake manifold and tubular exhaust headers with the addition of 410 rear gears and PCM tweaks to the transmission it could Sprint to 60 mph in 7.2 seconds which was on par with the 454ss while being down 1.6 L in displacement it wasn't as quick as a cyclone or typhoon but what it could win was the numbers race it actually could sale and it sold surprisingly well across the US with even gray Market exports into Mexico as SVT got their initial Taste of success they would outdo themselves with the Next Generation F-150 and it would take a supercharger to do it I think it's safe to say that this is going to be the hottest truck engine on the planet John klei who was the engineering director of SVT and also behind the outrageous Mustang Concepts like the super stallion and 10 L shotgun V8 Power Boss Mustang thought it would be a great idea to supercharge the F-150 to really show the potential of the newly introduced European and Japanese inspired overhead cam modular V8 engine the modular V8 gave an assortment of benefits over the aging and outright archaic design of the small block Ford since overhead cam engines have sharper more precise valve actuation and less prone to deflection like a push rod overhead valve engine this meant that they could operate at much higher RPMs more reliably and with its 100 mm board spacing it was compact enough to fit just about anywhere but when combined with an Eden m112 supercharger forcing 8psi of boost down its intake ports you got something truly Majestic the 1999 SVT Lightning was the barb wire tattoo on the bicep of trucks the 5.4 L supercharged Triton engine had a Burly cast iron block and Forge crankshaft for strength specific SVT Forge Pistons to withstand the increased cylinder pressure an air to water intercooler sitting below the supercharger to cool the compressed air charge and to withstand the torque it was combined with the 4r 100 transmission from the powerstroke diesel Superduty from the standard Regular Cab F-150 it was lowered half an inch in the front and 2 in in the rear it had brakes from the heavier F250 which may or may not be much of an UPG up grade and could accelerate to 60 mph in 5.8 seconds in a 13.9 second4 mile which wasn't far off from cars like the Porsche 911 Carrera of the same year the only difference is you couldn't haul a load of 2x4s in the Porsche like you could in the F-150 Lightning the sheer success of the second generation lightning begged for a successor and with the newedge design language being adopted by the F-150 for the 2004 model year this next Generation lightning would look just as good as it could perform this new 2005 F-150 Lightning took all the ingredients of the second generation but further refined with an aluminum 5.4 block from the 4D GT manly connecting rods and forg Pistons like the Terminator cobra two injectors per cylinder and a unique super cooler system which used the air conditioning to chill a small storage tank of coolant to about 30° which at Full Throttle would circulate into the supercharger intercooler dissipating 20% more Heat and the the denser air charge would provide 50 more horsepower over its 500 horsepower output this system was 13 years ahead of Dodge's power Chiller system in the Dodge Demon in red eyee and it was in an F-150 of all places it had a six-speed trimic transmission independent rear suspension unmistakable body cling and wheels and best of all it never existed see the 2005 lightning needed to be so powerful to reach SVT development targets and drove SVT to the conclusion that big heavy performance trucks was just unrealistic TRX and the lightning concept was scrapped all this would Chang in 2010 there was a new power plant to contend amongst the pushrod Gen 4 LS3 engines in Camaros and gen 3 Hemi engines in SRT products and it was called the 5 L coyote it shared the same 100 mm board space faing deck height and bail housing pattern as the prior 4.6 modular engine but with some Stark differences the boore and stroke were both larger and longer the three valve single overhead cam heads were scrapped for four valve dual overhead cam heads that move the cam shafts outboard over the head bolts to accompany larger redesigned ports that outflowed the 4.6 L the most potent design breakthrough was the twin independent variable cam timing developed by Borg Warner that gave the relatively small 5 L displacement near 100% volumetric efficiency at Peak [Music] torque the PCM has five main cam schedules and at wide open throttle the intake cam shaft starts fully advaned for more cylinder F increasing volumetric efficiency and around 4,000 RPM begins to for topend power all the way to 7,000 RPM it was controlled by Ford's powerful Copperhead electronic engine control which unlike its domestic competition which US used narrow band oxygen sensors it used wideband oxygen sensors from the factory which report a finite air fuel ratio and made the coyote efficient literally everywhere the F-150 based coyote was a little different though it used less aggressive cam profiles on the intake cam shaft and slightly lower compression of 10 1/2 to1 versus 11 to1 making only 360 horsepower but as aftermarket companies began to explore the Mustang Coyote the developments would trickle down to the F-150 [Music] with the Coyote's modular architecture it couldn't be bored and strok to huge displacements like the ls and LT engines since the bore spacing was 100 mm versus 112 mm in the ls and LT and this culminates to them making decent power naturally aspirated with the aftermarket cam shafts and cobrajet intake but not as much naturally aspirated potential as a 7 L LS7 or stroked 6.8 L 416 LS3 or LT1 this all changes when it comes to force induction though since coyotes from the factory have a higher percentage of volumetric efficiency than push rod engines each pound of boost added to the coyote stretches a little bit further and sooner or later overcomes the crutch from its smaller 5 L displacement each subsequent generation of coyote improved on its prior rendition the second generation coyote which replaced the 11 to4 gen 1 coyote received larger intake and exhaust valves less restrictive ports stiffer valve springs and more valve lift increasing top end power the connecting rods were thicker Center Forge rods from the Boss 302 Road Runner V8 that could withstand more RPM and outright abuse especially under forced induction in 20 2018 they would take it a step further the Gen 3 coyote was bored out to make room for even larger valves necessitating the use of plasma Arc cylinder liners like the voodoo GT350 engine stiffer exhaust valve springs allow 7500 RPM capability and the compression is bumped from 11:1 to 12:1 and a dual fuel system combining direct and port injection into one single system for emissions while not sacrificing power the Gen 4 coyote adds some rather interesting changes with its Kevlar oil pump belt replacing the oil pump gears in the Gen 1 through3 a new piston and connecting rod design similar to The Boss 302 Rod but slightly thinner and lighter for less windage and essentially free Power a single 87 mm throttle in the F-150 or twin 80 mm throttle intake manifold in the Mustang to reach power targets since it utilized carbon traps in the piping and lower lift cam shafts across the generation of coyotes they all shine in their respective categories between affordability power spent naturally aspirated potential and fuel economy when it comes to building F-150s there is a recipe that has become damn near unbeatable on an unprepped Street you start with an XL trim regular cab it's the cheapest it's light wait and who needs heated seats in a moon roof if the goal is to Gap hillcats coming home from Home Depot the dealer has already caught on so when you add the four-wheel drive option it'll add $5,000 to the MSRP to cash in on you trying to be the fastest truck in your area code while you wait 12 weeks for the truck to get built which is the average lifespan of lifters in a 6.2 L V8 GM product grab a helon sleeper twin turbo kit and four Innovations fuel system because if you owe the bank $100 that's your problem but if you owe the bank $60,000 then that's that's just the banks problem get one of your homies to install all the parts in exchange for a 12-pack of modelos and boom you have the Mexican R35 GTR if you consider what it takes to build a 9-second qu mile capable GTR versus a 9-second capable F-150 I will even argue it's easier to build the F150 when you consider the coyote is stronger in Factory form to withstand boost when compared to the VR 38 650 wheel torque limit on the connecting rods the 6r and 10r Transmissions are more durable in Factory form and don't require $26,000 to build the gr6 Dual clutch to get into the nines and the barrier of Entry is much lower and more attainable now we get it the GTR was never designed to drag race but that is also true with the F-150 it wasn't designed to drag race either but does damn good at doing it on the street [Music] with the explosion of the F-150 sport truck market with the likes of the Shelby Super Snake Rouse trucks Seline Trucks Midnight performance trucks Ford has taken a risky move to compete in the N truck Market with part number mf150 FP 700b if you order this at your Ford dealers parts counter and spend $112,000 in the process you receive the FP 700 package which is a 3 l Whipple twin screw supercharger that produces 700 horsepower at 6500 RPM and 590 lb feet of torque at 5,000 RPM and looks exactly the same as the Shelby supercharger which looks exactly the same as the VMP supercharger which looks exactly the same as the lethal supercharger well that's besides the point basically Ford is offering 700 horsepower 50 state emissions legal and 36,000 Mi warranty when installed by the dealer for half the price of a raptor r God damn holy the F-150 is a true Jack of old trades you want a luxury status symbol buy a platinum you like the idea of going Offroad but scared of getting dirty buy a raptor you're too made to buy a raptor get the trimmer you routinely violate people's civil rights then get the King Ranch and if you want to go fast for cheap get an exhale with a coyote four-wheel drive and add some boost because the look of Tesla owners when a brick is side by side with them is absolutely priceless

Channel: 337 SPEED

Views: 271,867

Keywords: camaro, corvette, ls2, ls1, drag, race, lsx, ls7, z06, zl1, ss, chevy, hellcat, dodge, horsepower, supercharged, turbo, nitrous, fast, vs, Ford, Mustang, gt350, gt350r, racing, coyote, manifold, headers, tune, tuning, voodoo, tires, wheels, car wash, tutorial, touchless, tips, how to, diy, challenger, srt, 426, hemi, coronet, dart, charger, 1970, cuda, suzuki, hayabusa, gsxr, 1000, 600, 250, zx12, ninja, lamborghini, huracan, gallardo, lp560, lp640, svj, nissan, vr38, vr30, q50, q60, ams

Id: E8uoQtbp3ac

Length: 16min 21sec (981 seconds)

Published: Tue May 28 2024