The fords new 5.0 coyoty engine is to to be introduced in the 2010 or 2011 F-150 and mustang GT. It will be a 4 valve V-8 making at least 400 hp and 400 lb's of torque. It will replace the current mod 4.6 V-8. This will be the first engine in the coyoty family to replace other mod engines in the ford lineup. Ford is keeping a tight lid on the program and is due to anonce the coyoty family of engines next year.

 

Pushrod ?

Did a google search and couldint find an answer.

 

Must be this new patented engine that was just in the news. It is a pushrod 4 valve V8. Would make sense....

 

Found this in a google search:
Spied! Coyote Engine Pics Show We Weren't Crying Wolf - PickupTrucks.com News

 

I've heard rumors that it is a push rod. Actually, I believe the new 6.2 is part of the coyoty family thats going into the raptor and isn't it a push rod engine? Also the 7 liter that Roush is experimenting with is a push rod and it's just a larger version of the 6.2. I also heard that there could be a 5.8 (351) version for the mustang for special edition cars. It would only make sense to go back to push rod, they have gotten about all they can from the mod motors.

 

Ford applies for patent on turbocharged pushrod V8
Ford applies for patent on a turbocharged pushrod engine for release in 2010.



EDIT - this patent will be for the upcoming 6.7-liter Scorpion diesel V8.

 

All the SPECULATION about this engine points to DOHC. Ford may have gotten as much out of the mods as they can, but that would not mean going BACK to pushrods. Variable valve timing can be done with cam in block, but it can be done better with DOHC.

 

I don't understand all the fuss and attraction over the pushrod engines. I've owned two 4.6L's, one 3.0L 24V and I wouldn't willingly go back to the old style motor if given a choice.

Someone needs to school me on the added bennies of a pushrod V-8.

Tim

 

Cheaper to produce IF you are already making similar engines. I looked at a couple of sites and the hard info, other than a pic that shows valve covers big enough for DOHC, is lacking. Nowhere are pushrods mentioned.

It is possible to have 4 valves per cylinder with pushrods. '80s Honda CX and GL 500 motorcycle engines are so equipped. I don't think anyone, including Honda, has done this since.

 

The main benefit of pushrod engines are that they can be cheaper to produce, and that they take up less space physically then equivalent DOHC/SOHC engines.

The only two companies making pushrod engines is Chrysler and GM. GM has their LSx series (every V8 they use), and Chrsyler has both the Hemi and the Viper engine. The LSx and the HEMI have variable CAM timing, where it just rotates the entire cam fowards or backwards.

The Viper has variable valve timing however. It can adjust the exhaust and intake timing completely indepedently of each other - like a DOHC engine. It uses a cam-in-cam technology developed by a company called Mechadyne. http://www.mechadyne-int.com/vva-pro...tric-camshafts

As for pushrod 4 valve engines, the Cummins 5.9/6.7, 6.0/6.4 PSD and the Duramax are 4 valve pushrod engines.

 

Is it really spelled with a "Y" or is it spelled C-O-Y-O-T-E?

 

I'm not sure about the advatages, but everyone on the mustang forums are screaming for a push rod engine for better performance. My 07 mustang GT would sure run with it's 3 valve 4.6.

 

See those sensors at the front of the valve covers? See the bulge they're in? Those are cam position sensors, and therefore NOT a pushrod engine.
What's more exciting is that this is a DOHC with VVT, and I can't wait to see what kind of tuning you can do with it.

 

From what I've read, variable valve timing is more or less for emissions, idle quality and retaining some low end torque. Variable timing on the exhaust side can help you maintain better idle quality on bigger cams, as well as provide an EGR-like effect. Variable timing on the intake side can help with low end torque.

Now if it was like honda'a V-TEC that actually has two profiles on the camshaft, you could do some interesting things. One profile that favors low end torque, for launches and powering out of corners without downshifting, and another profile that likes high-end power for when you get the revs up on the straight away

 

When I was working for Jaguar, we did some interesting tests on the 4.0 v8. It's a 32v DOHC, with variable valve timing. They used quite aggressive cams and used the VVT to smooth the idle. Using the handheld scanner we engaged the variable timing to max, and that thing loped like a drag racer.
IIRC, the minimum overlap was something like 90º, max was 130º. I'm pretty sure the exhaust cam actuator was given 20º of travel, but I might be off on those numbers.