In 2011, Ford birthed the Coyote 5.0. It made its statement by producing 412 hp at 6,500 rpm and 390 lb-ft of torque at 4250 rpm while making 11:1 compression. Starting with a clean slate, Ford engineered the 5.0L with power, efficiency, and economy in mind. They did this by utilizing a strong aluminum block with deep-skirting, high flow heads, variable cam timing, a composite intake, and tuned headers!
It’s no surprise that Factory Five has chosen options to use the amazing Ford Coyote 5.0 engine. Here’s a quick table showing the differences between the Gen1, 2 and 3 versions.
| Gen 1 2011-14 | Gen 2 (2015-17) | Gen 3 (2018+) | |
|---|---|---|---|
| Horsepower | 412-420 HP | 435 HP | 460 HP |
| Torque | 390 lb-ft | 400 lb-ft | 420 lb-ft |
| Displacement | 4.951 Liters | 5.035 Liters | |
| Compression | 11:1 | 12:01 | |
| Bore | 92.2mm | 93mm | |
| Stroke | 92.7mm |
Ford Performance offers the Gen3 Coyote motor, since the Gen1/2 are depricated. The newer engine has a few differences that make a big difference. There have been some dyno tests and this engine shows HUGE potential!
About 550HP/5.0L (110hp/l), and if you remove driveline drag ~15% – you get 450HP to the wheels! I’m sure that will be pretty stunning in the ~2,300lb MKIV. If you compare to the 2020 Corvette at 495HP/6.2L – that’s about 80hp/liter – so the 5.0 Coyote is howling against the competition!! This brings me to decisions, although I won’t need the engine/trans initially during the build.
I’m looking at the Gen3 Coyote engine and options from Mike Forte’s engine and transmission builds. His garage custom preps the crate Gen3 Coyote 5.0, with several options that can complement the build, like mid-shifter kits, Moroso Oil Pan, hydraulic clutch slave kits, exhaust options, etc. There are several special things that his shop does like machining the transmission tail to fit FFR chassis, modifying the oil filter, etc. Ultimately, this saves some build time, and frustration because Mike has done a LOT of these configurations, and instead of going through all the steps – he’s got it dialed in already!
The nice part is while I have things spec’d out, I can change my mind on some details – but once I commit to the Coyote, that’s the option I have to use in the setup!
| Cost | Comments (estimates with ?) |
|---|---|
| $15,206 | Coyote 2018 (Gen3) Engine M-6007-M50C PACKAGE Ford Performance M-6007-M50C engine assembly $8200 (?) Ford Performance M-6017-M50B ECU control pack $1725 (?) Ford 150 Amp Alternator Kit $245.00 Coyote Gen3 5.0 Engine Cover M-9680-M50B $119.00 (yuck!) RAM 11″ X 26 Spline Clutch Kit $340.00 (with bolt & dowel kit) Coyote Clutch Fork $66.00 with correct pivot ball Timken USA made throw out bearing $36.00 Moroso Oil Pan and Pickup $470.00 SUMMER SPECIAL, Aluminum oil pan upgrade free when asked! NEW Starter $109.00 Aluminum Bellhousing with Plate and Hardware $410.00 Optional: T-56 Magnum $3195.00 (machined to fit FFR chassis N/C) |
| $154 | Optional: K7N Air Inlet and Filter |
| $300 | Optional: T-56 Mid Shifter $300.00 |
| $0 | Optional: Coyote T-56 Bellhousing Upgrade |
| $15,060 | for 460HP Gen3 Engine + 6-speed Magnum transmission |
| edit from http://fortesparts.com/index.php/product/5-0l-coyote-435-hp-crate-engine/ |
