Fords new 5.0 coyoty!!!!
#1
Fords new 5.0 coyoty!!!!
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.
#4
Found this in a google search:
Spied! Coyote Engine Pics Show We Weren't Crying Wolf - PickupTrucks.com News
Spied! Coyote Engine Pics Show We Weren't Crying Wolf - PickupTrucks.com News
#5
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.
#6
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.
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.
#7
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.
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#9
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.
#10
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.
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.
#12
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#14
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
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
#15
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.
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.