When Ford unleashed the 5.0L Coyote V8, it redefined modern muscle. Designed to bring back the spirit of the original 5.0 while integrating cutting-edge technology, this engine has become a powerhouse for performance enthusiasts of all kinds.
Named after the Ford V8-powered Coyote race cars fielded by racing legend AJ Foyt from 1966 to 1983, the Ford Coyote is one of the most well-rounded naturally aspirated V8s ever produced, offering potent high-RPM power, smooth drivability, and modern efficiency. Thanks to cam phasing, high-flow heads, and a rev-happy nature, it’s just as comfortable pulling from low RPMs as it is screaming to an 8,000+ RPM redline—making it a perfect match for both performance street cars and track machines alike.
Soon after its introduction, the aftermarket began offering supporting components for the Coyote platform. Fortunately, there are only a few platform variations, making it easier to find parts. However, knowing exactly what you have and what you need is essential.
For early adopters eager to swap the Coyote, there were initial hurdles to overcome, such as the need for simpler engine management solutions and parts to address the engine’s physical size. Holley stepped up, offering a wide array of Coyote swap components to solve these problems and simplify swaps. Ford quickly entered the Coyote swap game as well. As of the publication of this article, the Blue Oval bunch offers more than eight crate-engine versions of the Coyote platform, along with supporting components.
But which Coyote variant is right for you? This article will help you learn more about Ford's V8 powerplant, its specifications, and the aftermarket support that can help you achieve your Ford-powered dreams. We’ll explore the good, the bad, and the ugly, as well as how to get the most out of Ford’s fantastic beast.
A BRIEF HISTORY OF THE COYOTE ENGINE
Ford introduced the Coyote V8 in 2011, in the Mustang GT and F-150. By that time, it had been 15 years since any Ford carried the 5.0L badge, and enthusiasts welcomed the return of this iconic designation. While the engine’s name was a nod to classic Fords of days gone by, the Coyote design looked forward more than backward. It was created as the modern Blue Oval answer to the somewhat old-school design of the GM LS engine—the other side of the American-V8 coin.
The Ford Coyote 5.0L V8 is widely praised for its smooth, high-revving powerband. It delivers a broad, linear torque curve with impressive top-end power. And it’s a great swap candidate for a classic Ford—or really anything—bringing relatively easy performance gains that rival even some heavily modified competitors.
Unlike its pushrod LS rival, the Coyote engine features an all-aluminum design, 32 valves, a dual overhead cam (DOHC) architecture, Twin Independent Variable Cam Timing (Ti-VCT), and high-flow cylinder heads that allow it to breathe efficiently at high RPMs.
GEN 1 COYOTE ENGINE
Ford's goal with the Coyote was to beat the Camaro SS. The 2011 Mustang GT finally matched Chevy's 6.2L LS3 in power—despite having a significantly smaller displacement (LS3/376 ci vs. 5.0L/302 ci)—with a much higher redline and better breathing thanks to twin independent cams and a high-flow intake manifold. While the LS was still a swap-friendly, lightweight option, the Coyote carved out its own identity as a high-tech, high-RPM alternative.
Ford developed the Gen 1 Coyote with the Mustang's DNA in mind—small cubes, immense power, and an exciting torque curve. The 11.0:1 compression ratio, Twin Independent Variable Cam Timing (Ti-VCT), and four-valve-per-cylinder DOHC setup made this a high-revving performer. The redline was a relatively high-winding 7,000 RPM, starkly contrasting the lower-revving pushrod engines it competed against.
The Gen 1 Coyote is a true 302.1 cubic inches, as an homage to the original 5.0L/302. It features a 92.7mm bore and a 92.2mm stroke. Additionally, it has a forged steel crankshaft, hypereutectic pistons, and a deep-skirt aluminum block, making it tough enough for aftermarket abuse.
Improvements to the Gen 1 Coyote
While the architecture of the Coyote platform doesn’t vary much, Ford has always strived to improve. The 2013-2014 Mustang Coyote V8 received a few changes and an increase to 420 hp but maintained the same torque output in 2013.
The Gen 1 Coyote set the stage for everything that followed. It was the first Ford V8 in decades to challenge and even surpass GM's performance dominance in the small-block arena. First-gen Coyotes remain a solid choice for Mustang builds, swaps, and naturally aspirated (N/A) performance setups. While later generations improved power and efficiency, the original Coyote proved that a modern DOHC V8 could hold its own.
Gen 1 Weaknesses and Lessons Learned
Despite its strengths, the first-gen Coyote wasn’t perfect. The oil squirters, designed to cool the pistons, were later deleted in Gen 2 due to inefficiencies. The Ti-VCT system, while revolutionary, added complexity that required precise tuning. And while the factory rods were strong, they weren't bulletproof for high-boost applications—a problem Ford later addressed in the Aluminator variants.
GEN 2 COYOTE ENGINE
The Gen 2 Coyote arrived in 2015, marking Ford's first significant platform evolution. Ford engineers took what they learned from the 2012-2013 Boss 302 Road Runner engine and applied it directly to the new Gen 2 Mustang GT and F-150 Coyote. This meant a more refined, powerful, and efficient version of the Coyote, making 435 horsepower and 400 lb-ft of torque in the Mustang GT.
The Gen 2 Coyote was a direct response to increasing competition, particularly from Chevrolet's LT-series. Ford needed an answer, and with the Boss 302-inspired changes, the Gen 2 delivered. It revved higher, produced more power, and was more durable—key factors that made it a favorite among tuners and enthusiasts.
One of the most significant internal changes was the addition of mid-lock phasers on the intake camshafts. This improved fuel efficiency and power delivery, allowing for better control of variable cam timing (Ti-VCT). Another notable improvement was the addition of a standard oil cooler, which helped maintain lower oil temperatures during hard driving.
Gen 2 Weaknesses and Lessons Learned
Despite the improvements, the Gen 2 still had some drawbacks. The CMCV-equipped intake manifold, while great for emissions and fuel efficiency, was sometimes seen as restrictive in aftermarket applications.
Additionally, while the Gen 2 connecting rods were stronger than those of Gen 1 Coyotes, the Gen 2 units still weren’t bulletproof under heavy forced induction—a lesson learned for the Gen 3 Coyote.
However, the Gen 2 remains a fantastic balance of performance, reliability, and tunability for most enthusiasts. With minor upgrades such as an aftermarket intake, headers, and tune, the Gen 2 Coyote was capable of 500+ horsepower naturally aspirated. It proved to be the perfect steppingstone to what would come next: the most powerful naturally aspirated Coyote yet.
GEN 3 COYOTE ENGINE (2018-2023)
By 2018, the Gen 3 Coyote introduced significant advancements, producing 460 horsepower and 420 lb-ft of torque in the Mustang GT – marking a 25-horsepower increase over Gen 2.
Ford's most significant improvement was the addition of direct injection alongside the traditional port fuel injection. This dual-fuel system (PFDI) helped improve power, efficiency, and emissions. The compression ratio was raised to 12.0:1 in the Mustang, up from 11.0:1, allowing the engine to extract more energy from each combustion cycle.
Other key improvements included:
The Gen 3 Coyote was a game-changer. The direct injection allowed for better low-end torque, while the higher compression ratio and valvetrain enhancements kept the engine pulling hard at the top end. Tuners loved it because, with just simple bolt-ons and tuning, 500+ horsepower naturally aspirated was easily achievable.
Ford had effectively taken lessons from previous generations, fixing weaknesses while pushing the boundaries of naturally aspirated V8 performance. The result was the most refined and potent Coyote yet, ensuring the Mustang GT remained competitive against a sea of turbocharged rivals.
Gen 3 Weaknesses and Lessons Learned
The Gen 3 Coyote platform is excellent, but it does have occasional issues. Some owners and tuners have reported excessive oil consumption, camshaft phaser failure, occasional hard start issues, head gasket issues, and timing chains that can experience more problems than pushrod engines.
GEN 4 COYOTE ENGINE (2024-PRESENT)
The fourth-generation Coyote engine, introduced in the 2024 Mustang GT and Dark Horse, represents the latest evolution in Ford's 5.0L performance lineage. With multiple key enhancements, the Gen 4 Coyote delivers 486 horsepower and 418 lb-ft of torque in the Mustang GT, while the Dark Horse variant produces 500 horsepower and 418 lb-ft of torque.
So, what was new in the Gen 4 Coyote?
The Dark Horse variant is tuned for maximum performance, featuring forged connecting rods from the GT500 Predator engine for improved durability under extreme conditions. You can opt for a 10-speed automatic or a traditional 6-speed manual transmission, a rarity in new model cars.
Of course, the F-150 also received the Gen IV Coyote, but with tuning better suited for towing and hauling, delivering slightly less power. For the fourth-generation Coyote, the F-150 version retains a single throttle body and features a slightly different camshaft profile, prioritizing torque delivery at lower RPMs to improve towing and payload performance.
BOSS 302 ROAD RUNNER ENGINE (2012-2013)
Developed for the 2012-2013 Boss, the Road Runner features an improved cylinder head, short-runner composite intake, different cam profiles, and stiffer valve springs. Additionally, it received forged connecting rods. And, having been aimed specifically at track duty, this 5.0L was the most powerful naturally aspirated Ford engine at the time, making 444 horsepower and 380 lb-ft of torque.
What made the Boss 302's Coyote different? A series of high-performance upgrades:
VOODOO 5.2L
Among the most exotic and high-performance variants of the Coyote family is the 5.2L Voodoo engine, which powered the Shelby GT350 and GT350R from 2015 to 2020. Unlike the standard Coyote, the Voodoo features a flat-plane crankshaft, making it one of the most unique American V8s ever produced. The 5.2L Voodoo is rated at 526 hp at 7,500 RPM and 429 lb-ft at 4,750 RPM.
The Voodoo's screaming exhaust note and race-inspired powerband made it a fan favorite, often compared to Ferrari's high-revving V8s. Ford even benchmarked the Ferrari California during development. The GT350R variant received further valvetrain enhancements, including upgraded timing chains, lash adjusters, and VCT mechanisms.
The Voodoo Features:
5.2L PREDATOR ENGINE
The Predator 5.2L V8 is a beastly evolution of the Coyote architecture. Introduced in 2020 for the Shelby GT500, replacing the Voodoo, it produced 760 horsepower at 7,300 RPM and 625 lb-ft of torque at 5,000 RPM.
Predator Features:
The Predator was Ford's answer to the Dodge Hellcat and Chevrolet ZL1, delivering supercharged performance while retaining the Coyote's smooth power delivery and high-revving nature. It propels the GT500 to 0-60 MPH in just 3.3 seconds, with a top speed of over 180 MPH.
What's the Most Powerful Mustang Ever Built?
The Mustang GTD, introduced in 2025, takes the Predator architecture to an entirely new level. Designed as a street-legal race car, the GTD features a heavily revised 5.2L supercharged V8, pushing the boundaries of Ford's engine technology. With an estimated 815 horsepower, it surpasses all previous Mustang models, making it the most powerful Mustang and Ford V8 ever built.
What Sets the Mustang GTD's Predator Apart?
Ford designed the Mustang GTD to compete with supercars like the Porsche 911 GT3 RS, targeting sub-7-minute Nürburgring lap times – an ambitious goal for any production Mustang. The GTD redefines what a modern Mustang can achieve, blending track-ready aerodynamics, supercar power levels, and a race-derived chassis.
Note: The above power rating numbers are per Ford and do not include crate engines or specialty models like the Shelby 500. Ford's relentless improvements over the years have made each generation of Coyote engines more powerful and efficient.
Not all Coyotes are created equal. Whether you're considering a swap, an upgrade, or just want to sound smart at cars and coffee, here's how the Mustang, F-150, and crate Coyotes differ.
MUSTANG COYOTE: BUILT FOR POWER
With 460-480 horsepower, depending on the year, it breathes better and revs higher than its truck counterpart, thanks to more aggressive camshaft timing, larger intake valves, and unique intake and exhaust designs.
With the introduction of the Gen 2 Coyote in 2015, the F-150 and Mustang became even more distinct from one another. The F-150 received a new firing order, while the Mustang’s firing order and corresponding cam profiles are more performance-oriented. In contrast, the F-150 is designed for more torque.
Additionally, the Mustang has a sharper, more aggressive tone, while the F-150 has a deeper, smoother tone. This unique exhaust note between the two further establishes the Mustang's prowess as a modern American pony car.
F-150 COYOTE: BUILT FOR TORQUE AND TOWING
The F-150's 5.0L Coyote may share the same displacement, but it's tuned differently for truck duty. Ford prioritizes low-end torque and durability, adjusting the cam timing and opting for a more conservative 10.5:1 compression ratio (bumped to 12.0:1 for the Gen 2 Coyote) to handle lower-octane fuel and heavy loads. The intake manifold is shorter, tuned for better torque at lower RPMs, and the redline is lower than the Mustang's, at around 6,500 RPM.
The most recent Gen 3 F-150 Coyote (2018+) still makes a respectable 395-400 horsepower and 400-410 lb-ft of torque, but it won't scream to 7,500 RPM like its Mustang sibling.
CRATE COYOTE
Ford Performance offers Coyote crate engines, providing builders and swappers access to the Mustang-spec powerplant—sometimes with extra perks.
The M-6007-M50C is a Gen 3 crate engine making 480 horsepower, mirroring the 2018+ Mustang's specs. Ford also offers its Aluminator series, like the M-6007-A50NAB, with forged internals.
Crate Coyotes lack vehicle-specific components – such as a truck-style intake manifold and emissions-specific systems – but they're built for easy wiring integration and performance applications. This makes them ideal for resto-mods, swaps, and track builds.
5.2L ALUMINATOR CRATE ENGINE
Ford Performance's Aluminator 5.2 XS stands as a testament to engineering excellence. Drawing inspiration from the Shelby GT350's innovations, this naturally aspirated powerhouse delivers a formidable 580 horsepower at 7,800 RPM and 445 lb-ft of torque at 4,500 RPM.
A cross-plane crankshaft crate engine, Ford bumped the displacement by increasing the bore to 94 mm (3.70 in) from 92.7 mm (3.649 in) and the stroke to 93 mm (3.666 in) from 92.2 mm (3.629 in). Rounding off the enhancements are a 12:1 compression ratio, stronger internals, and other upgrades.
Key Features:
Designed for compatibility with 2015-2017 Mustang GT electronics, the Aluminator 5.2L XS requires a custom calibration. For enthusiasts seeking a blend of factory reliability and race-proven performance, the Aluminator 5.2L XS offers a compelling solution, embodying Ford Performance's commitment to delivering cutting-edge powertrains for the most demanding applications.
5.0L GEN 4 ALUMINATOR CRATE ENGINE
Ford Performance's latest offering, the 5.0L Gen 4 Aluminator Crate Engine, builds on the robust foundation of the fourth-generation Coyote architecture. This engine is engineered to deliver exceptional power, durability, and versatility for naturally aspirated and forced induction applications.
Built on a production 2024 Mustang GT aluminum block and 2024+ production oil pan, it has a 302 ci displacement, with a compression ratio of 12.0:1 for the N/A version and 9.5:1 on the supercharged variant. The N/A version is rated at 480 hp and 415 lb-ft of torque.
The 5.0L Gen 4 Aluminator Crate Engine is engineered to fit 2024 and newer Mustang GT models, providing seamless integration for those seeking to elevate their vehicle's performance. Its versatile design makes it a compelling choice for custom builds and resto-mod projects, offering a modern powerplant with proven reliability.
Note: The above power rating numbers are per Ford and only include standard F-150 models.
With its advanced design and reasonably compact overall dimensions, the Coyote has become one of the most popular engine swap choices today. Thanks to Holley, Ford Performance, and a robust aftermarket, you can easily fit a Coyote V8 into a classic Mustang, vintage truck, or lightweight roadster.
Why Choose a Coyote Swap?
The Coyote engine, with its four camshafts on top, is much larger at the top than at the bottom, which is something to consider when installing it in a vehicle with large shock towers. You may also encounter issues with steering components. That said, the Coyote is slightly smaller than its Ford Mod Motor predecessor. Measuring at its widest and longest points (ignoring exhaust manifolds), the Coyote is 26 inches front to back, 27 inches top to bottom, and 28 inches wide.
Holley offers adjustable engine mounts for specific models, and the company’s block-hugging headers can be a tremendous help as well.
EFI systems used to be a significant hurdle in swapping the Coyote, but the Holley Terminator X ECU for Ford Coyote has now eliminated that issue. It's an excellent option for plug-and-play tunability, while removing security features and other issues with running the engine in a non-stock chassis.
In addition to making unusual Coyote-swap combinations viable, the Terminator ECU can unlock big power gains. “The real upgrades are in the ECU,” says James Kemp, Manager of Engine Department at Roush Performance Crate Engines. “That’s where all the magic is – the calibration.”
Some Coyote engines are better suited for certain upgrades, but we’ve broken down some of the best options available today.
F-150 UPGRADES
Right off the bat, tuning can improve an F-150 Coyote by upwards of 30-50 hp and improve shifting speed from the 10R80 transmission. The truck version has a different intake and exhaust setup, camshaft profiles, and torque curves. Swapping to Mustang components can increase power in specific scenarios.
MUSTANG COYOTE UPGRADES
Many enthusiasts have noted that E85 tunes can significantly boost Mustang power, especially on later-model Coyotes with 12:1 compression, where better fuel can result in greater power gains. This can add 20-40 hp on a naturally aspirated setup, and even more on boosted applications.
For a “bolt-on” car with no more upgrades than improved exhaust and intake, you may be able to convert to E85 without upgrading the fueling system. However, larger injectors (47lb+), a high-flow fuel pump, and a custom tune will be required for boosted applications. Converting to E85 on a boosted application can result in a huge potential increase of over 100+ horsepower.
INTAKE MANIFOLDS FOR FORD COYOTE
The Coyote can benefit from more power and better airflow. Holley offers several options for intakes, including cast aluminum intakes like the Hi-Ram and Ultra Lo-Ram, and sheet metal options like the Sniper series.
Ultra Lo-Ram: Best for Low-Profile Clearance & Street Builds
The Ultra Lo-Ram is a great choice if hood clearance is a concern—especially for 2015-2023 Mustangs. It sits lower than Ford's Cobra Jet manifold, making it easier to install without cutting or modifying your hood. This intake is ideal for street-driven Mustangs and builds where clearance is tight.
Who It's For: Street-driven Mustangs and builds with clearance concerns.
Why You'll Like It: Fits under the stock hood while improving airflow.
Throttle Body Options: Modular design allows you to use GT350-style round and GT500-style oval throttle bodies simply by choosing from the two available front inlets.
Hi-Ram: Best for High-Performance & Racing
If you’re after serious power gains in the upper RPM range, the Hi-Ram is the better fit. It has 20% more plenum volume than the Ultra Lo-Ram, allowing for more airflow—especially at high speeds. There's also plenty of aftermarket support in the form of spacers and intercoolers that can be bolted into the Holley Hi-Ram intakes.
Who It's For: High-revving, track-focused builds where clearance isn't an issue.
Why You'll Like It: Designed for maximum airflow, making it great for naturally aspirated or boosted builds.
Customizable Setup: The modular design makes upgrading with an intercooler or porting easy.
If you want an easy-to-install upgrade that improves airflow and keeps your hood clearance intact, go with the Ultra Lo-Ram. However, if you're chasing big horsepower numbers and are considering additional modifications, the Hi-Ram is your best bet. For dedicated racers or custom setups, consider the sheet metal options for more versatility.
Sheet Metal Intakes: Maximum Customization & Airflow
These manifolds are made from welded aluminum sheets rather than cast aluminum, which allows for more customization but at a higher cost.
HEADERS AND EXHAUST UPGRADES
Better breathing headers and exhaust systems can significantly change how your Coyote sounds, feels, and performs. Expect power gains of 20-30 HP with headers over stock cast manifolds, especially when paired with a custom tune. Check out options for both Mustang and F-150 exhaust systems.
A complete long-tube header system with an X-pipe dramatically reduces restrictions, increasing horsepower and torque across the rev range. However, if your Coyote is still in the car it came in, you may be limited by space. In tight-fitting situations, FlowTech offers some options to consider.
CAMS AND CYLINDER HEAD WORK
High-lift cams, CNC-ported heads, and stiffer valve springs will maximize airflow and high-RPM efficiency. “Anything over 1,000 hp, better valve springs are a requirement,” says Jon Boy of TKM Performance in Denton, North Carolina. “The heads work great until around 1,400 hp. CNC-porting stock heads is a great option, and there are aftermarket options for upgrading the heads.”
Camshaft Upgrades and Cam Phaser Issues
Upgrading the cams in your Coyote can bring it to life with increased power. However, one important consideration for this aspect of Coyote performance mods is the camshaft phaser.
For aggressive setups, consider locking out the camshaft phasers, which adjust the camshaft position to create better efficiencies across the RPM range. An aggressive cam profile advanced via the phasers may cause valves to hit pistons, which is undesirable. Therefore, you must lock out the phasers.
Dedicated racers who focus solely on wide-open throttle performance often remove the phasers for easier tuning, as some aftermarket ECUs don’t have provisions for phasers. Additionally, some cams lack the necessary oil passages for the phasers to function. There are aftermarket options, as well as options directly from Ford, to lock them out.
Gen 3 engines typically see issues controlling phasers around 1,200+ hp, while Gen 1 and Gen 2 engines have fewer problems with phasers. Fortunately, if a camshaft phaser fails, it will keep the cam in the neutral position, meaning it won’t cause catastrophic damage like a broken timing chain. A failed phaser won’t grenade the engine.
Replacing cams on a Coyote engine can yield significant power gains, but it tends to be relatively costly – you have three cams to replace, compared to a pushrod LS, which only has one cam and a short timing chain. If you do swap, it’s a significant upgrade to replace the oil chain and secondary chains as well.
POWER ADDERS
Like its LS competitor and other modern American V8s, three things can especially help a Coyote make great power – Boost, Boost, and Boost. Whatever specific method you choose to achieve it, the Coyote responds well to such treatment. “The Coyote absolutely loves boost,” says James Kemp of Roush Performance Crate Engines. “I don’t think we’ve seen the end yet with guys using the Coyote in max-power scenarios.”
But with any power adder, you must know what you have and what to expect. Later-generation Coyotes have better internals to withstand the abuse, but it's also vital to have an ample fuel system, including injectors and pumps. A lack of fuel, aka lean conditions, fries any gasoline engine.
“Between 1,200 and 1,500 horsepower, you may lift the head with 11mm head bolts,” says Jon Boy of TKM Performance in Denton, North Carolina. The 11mm heads are torqued at 100 ft/lbs, while the 12mm heads are torqued at 125 ft/lbs. The increased clamping load helps keep the heads in place. Companies and engine builders offer conversions to the larger 12mm or 1/2-inch head bolts. Also, consider more substantial hardware like ARP Bolts, which offers 11mm, 12mm, and 1/2-inch studs.
Superchargers
Upgrading or adding a supercharger can have you knocking on the door of 1,000+ horsepower. Popular companies like Whipple, VMP, Roush, and ProCharger offer kits and components that work well with the Coyote. These mods can be achieved without sacrificing the car's drivability, but they'll put a dent in your credit card for sure. Expect a cost range of $5,000–$12,000.
Turbochargers
Superchargers tend to be more prevalent on Coyotes than turbochargers, largely because of strong support from suppliers such as those listed above and OEM-supercharged options. That said, turbochargers are fantastic as well. On3Performance, Hellion, and Armageddon Turbo Systems offer bolt-in turbo kits for Mustangs and F-150s. Matching the correct turbo to the high-rev nature of the Coyote can produce a tire-spinning monster if done correctly.
Nitrous
As with just about any other engine, nitrous is the easiest way to achieve big power gains. The stronger internals, bigger head bolts, and added fueling in the Gen-3 engine make it better suited for nitrous, but the right combination can work on any generation.
NOS Sniper kits offer a low-cost system that's easy to install. They’re a great way to dip your toe into the wild and wonderful world of nitrous for your Coyote.
COYOTE SHORT BLOCK
The Coyote's stock block can handle enormous power, with record-setters like Brett LaSala and Joel Steele. But racers are always chasing more.“It’s possible we’ve sleeved well over 1,000 Coyote blocks,” says Jon Boy of TKM Performance in Denton, North Carolina. “Sleeving a stock block can significantly improve the engine's chances of staying alive when creeping up on 2,000 hp numbers."
TKM Performance has a wild, twin-turbo Galaxy powered by a billet-block Coyote. It made 3,800 hp on their hub dyno.
Coyote-Swapped F-100 Built to Go the Distance
Louis Guzzo's 1967 Ford F-100 seamlessly integrates a contemporary 5.0-liter Coyote V8 engine into its classic F-100 chassis. This ’67 F-100, originally equipped with a straight-six engine and a four-speed manual transmission, now features a Gen-2 Ford Performance Coyote crate engine, delivering 460 horsepower, paired with a 6R80 six-speed automatic transmission. The combination provides a significant power boost and modernizes the truck's drivability.
Autocrossing a '33 Ford Roadster
Factory Five quickly jumped to make Coyote swaps easy for their kits. Ted Leonard and his son Cory built this Factory Five ’33 Roadster with a 2011 Coyote between the rails. Ted and Cory are regular Ford Fest competitors in their pair of Coyote-powered cars, with Cory in a Mustang.
Ultra-Clean Coyote-Swapped Maverick
At the 2021 Holley Ford Fest, Bryant Althof showcased his Coyote-powered 1970 Ford Maverick—an eye-catching, beautiful build that caught the attention of staff and attendees alike. His swap consists of a Gen-I Coyote with a Mustang-II aftermarket front suspension and a non-electronic C4 automatic. It’s a tasty blend of style and power that serves up performance like a five-star chef.
The 5.0L Coyote engine has firmly established itself as one of the most iconic and versatile powerplants in the modern performance world. From daily-driven Mustangs to extreme 1,000+ horsepower drag cars, the Coyote is capable of adapting to a wide range of builds and applications. Its high-revving nature, paired with its robust construction, makes it the ideal engine for performance enthusiasts who crave both power and reliability. Whether you're performing a Coyote swap in a classic muscle car, adding a supercharger for exhilarating acceleration, or tuning it for optimal efficiency, the Coyote V8 offers endless possibilities for customization and performance gains.
The Coyote's dominance is bolstered by the support of aftermarket companies like Holley, who provide critical components to enhance the engine's potential. As the aftermarket industry continues to expand and innovate, the Coyote’s legacy only grows stronger, with more performance parts and tuning options available than ever before. This engine is not just a powerhouse in the Ford lineup; it's a symbol of what modern muscle is capable of, blending cutting-edge technology with raw, unrelenting performance.
If you're a performance enthusiast looking for an engine that offers power, versatility, and endless potential, there’s no better time to join the ranks of Coyote-powered drivers. The legacy is just beginning—are you ready to be a part of it?
