Editing Ford Modular engine (section)

==5.0&nbsp;L Coyote==
[[File:Ford Mustang VI 5.0 Motor Leimershof -20190907-RM-170155.jpg|thumb|right|5.0&nbsp;L Coyote in a Ford Mustang GT]]
The {{cvt|4951|cc|L cid|1|order=flip}}<ref>{{cite web |url=http://media.ford.com/images/10031/2011_Mustang_GT_Specs.pdf |title=2011 Ford Mustang GT Technical Specifications |access-date=2009-12-28 |url-status=dead|archive-url=https://web.archive.org/web/20100330233352/http://media.ford.com/images/10031/2011_Mustang_GT_Specs.pdf |archive-date=2010-03-30}}</ref> Coyote V8 was first produced in 2010 for the 2011 model year. It was an evolutionary development of Ford's Modular V8,<ref>{{cite web|url=http://www.insideline.com/ford/mustang/2011/2011-ford-mustang-gt-5-0-first-look.html |title=2011 Ford Mustang GT: First Look |work=Insideline |publisher=Insideline.com |date=2009-12-28 |access-date=2010-04-15}}</ref> and is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.<ref>{{cite web|last=Abuelsamid |first=Sam |url=http://www.autoblog.com/2009/12/28/deep-dive-fords-all-new-5-0-v8/#continued |title=Deep Dive: Ford's all-new 5.0 V8—Autoblog |publisher=Autoblog.com |date=2009-12-28 |access-date=2010-04-15}}</ref>

Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the [[General Motors LS-based small-block engine#LS3|GM 6.2 L LS3]] used in the new [[Chevrolet Camaro (fifth generation)|Chevrolet Camaro]], and the new [[Chrysler Hemi engine#6.4 / 392 Apache|Chrysler 6.4 L HEMI]] in the [[Dodge Charger (LX/LD)#Charger SRT 392|Dodge Charger]], [[Dodge Challenger#2011 model year| Dodge Challenger]], [[Chrysler 300#Second Generation LD SRT|Chrysler 300]] and [[Jeep Grand Cherokee (WK2)#Trim levels|Jeep Grand Cherokee]]. Since this engine replaced the already popular 4.6 L and 5.4 L Modular Engines, this engine had to remain close to the same physical size of the outgoing 4.6 L, and share other specifications with it such as bore spacing, deck height, bell housing bolt pattern, etc. in order for the engine to utilize existing Modular production line tooling (the source of the 'Modular' designation for the engine family). The result was the 5.0 L Coyote, which produced roughly the same amount of power as its competitors, but with a much smaller displacement.

It shares the {{cvt|4.6|L|CID|1}}'s {{cvt|3.937|in|mm|1}} bore spacing and {{cvt|8.937|in|mm|1}} deck height,<ref>{{cite web |url=http://www.popularmechanics.com/automotive/new_cars/4341482.html |title=Mustang GT 5.0 Returns in 2011 After 10-Year Hiatus |publisher=Popularmechanics.com |access-date=2010-04-15 |url-status=dead|archive-url=https://web.archive.org/web/20100212163155/http://www.popularmechanics.com/automotive/new_cars/4341482.html |archive-date=2010-02-12}}</ref> while bore diameter and stroke have increased to {{cvt|92.2x92.7|mm|in|2}}, respectively. The engine also retains the 4.6&nbsp;L's {{cvt|5.933|in|mm|1}} connecting rod length, which produces a 1.62:1 rod to stroke ratio.<ref name="Mustang 2010">5.0 Mustang & Super Fords (March 2010) "Coyote Beautiful"</ref> The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the [[Ford Flathead engine|Ford Flathead V8]] (1-5-4-8-6-3-7-2).<ref name="Mustang 2010"/> Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to [[Gasoline direct injection|direct injection]]) the engine can still be run on 87 octane gasoline.

The Coyote features all new [[Multi-valve#Four valves|4 valve]] [[DOHC]] cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to {{cvt|0.472|in|mm|1}} lift, which is the maximum lift of the Coyote's intake cams. Engine redline is 7000&nbsp;rpm.<ref name="Mustang 2010"/>

The Coyote is Ford's first implementation of its cam-torque-actuated (CTA) [[Variable Cam Timing|Twin Independent Variable Cam Timing]] (Ti-VCT) in a V8 engine, which allows the powertrain control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions.

To strengthen the block enough to handle increased output, webbing was extensively used as reinforcement in the casting, rather than increasing the thickness of the walls. The intake plenum was also situated low between the two cylinder banks to meet the height constraint, thus the alternator traditionally placed low and center was moved to the side of the engine.

The Coyote made [[Ward's 10 Best Engines]] list for 2011, 2012, and 2018.<ref>{{cite web |last=Murphy |first=Tom |date=2010-12-07 |title=Ward's Names 10 Best Engines Winners &#124; News & Analysis content from |url=http://wardsauto.com/ar/names_best_engines_101207/ |access-date=2017-09-17 |publisher=WardsAuto |archive-date=2015-10-12 |archive-url=https://web.archive.org/web/20151012124957/http://wardsauto.com/ar/names_best_engines_101207 |url-status=dead }}</ref><ref>{{cite web |date=2018-02-27 |title=Ward's Names 10 Best Engines Winners &#124; News & Analysis content from |url=http://wardsauto.com/2018-10-best-engines/ford-mustang-gt-50l-v-8-2018-award-acceptance |access-date=2018-06-01 |publisher=WardsAuto}}</ref>

=== Boss 302 (Road Runner) variant {{anchor|Boss 302}}===
A higher performance variant of the Coyote, dubbed Road Runner internally by Ford, is produced under the Boss 302 moniker used for the resurrected Boss 302 Mustang for the 2012 model year.<ref name="roadrunner">{{cite web |author=Tom Wilson |title=2011 Ford Mustang 302 – Inside The Boss |work=5.0 Mustang & Super Fords |url=http://www.mustang50magazine.com/techarticles/m5lp_1108_2011_ford_mustang_302/index.html |access-date=2011-12-31 |quote=Thankfully the Coyote team didn't mentally run off a butte because most of them segued into the RoadRunner team—what's faster than a Coyote?--to produce the {{cvt|444|hp|kW|0}} Coyote derivative that powers the scintillating new Boss 302.}}</ref> The Boss 302 receives CNC ported heads cast in 356 aluminum providing additional airflow and strength, and a higher lift exhaust camshaft profile is used. Valvetrain components were lightened as much as possible, including the use of sodium filled exhaust valves, while strengthened powdered metal rods and forged aluminum pistons were added. Piston-cooling jets were also deleted, which are standard in the 5.0 model.<ref name="FVC1">{{cite press release |title=High-revving Ford 5.0-Liter V8 delivers power, speed, flexibility befitting the Boss name |url=http://media.fordvehicles.com/article_display.cfm?article_id=33066 |publisher=Ford |location=US |url-status=dead |archive-url=https://web.archive.org/web/20100818142455/http://media.fordvehicles.com/article_display.cfm?article_id=33066 |archive-date=2010-08-18 |access-date=2010-08-15}}</ref> Exterior changes include a high-mount intake plenum (as opposed to the standard engine's low-mounted one) with shorter runners to improve high-rpm power. Power is increased from {{cvt|412|hp|kW|0}} to {{cvt|444|hp|kW|0}}, and torque drops from {{cvt|390|lbft|0}} to {{cvt|380|lbft|0}} due to the upgrades. The Boss's redline is increased to 7500&nbsp;rpm, but has been verified stable up to 8400.<ref>{{cite web |title=Boxden.Com – The urban web's front page |url=http://slumz.boxden.com/f22/2012-ford-mustang-boss-302-a-1501698/ |access-date=2017-09-17 |publisher=Slumz.boxden.com}}</ref>

=== Gen 3 update ===
For 2018, Ford made revisions to the Coyote equipped in the [[Ford Mustang (sixth generation)|Mustang GT]], most notably the addition of high-pressure [[Gasoline direct injection|direct injection]] (in addition to the existing [[Fuel injection#Multi-point injection|port injection system]]), and an increase of the piston bore diameter from {{cvt|92.2|to|93|mm|in|2}}. This increase in the bore size, resulting from the adoption of [[Plasma transferred wire arc thermal spraying|Plasma Wire Arc Transfer]] cylinder liner technology in place of the more traditional [[Cylinder (engine)#Cylinder sleeving|sleeve]] in the block, brings total displacement up from {{cvt|4951|to|5035|cc|cuin|0}}. Other changes include Gen. 3 specific camshafts, enlarged intake and exhaust valves, an increased compression ratio of 12.0:1, a revised intake manifold, and 7500&nbsp;rpm redline in the Mustang. With these changes the updated 5.0 L Coyote is rated by Ford at {{cvt|460|hp|kW|0}} and {{cvt|420|lbft|0}}. The 2019–2020 Bullitt and 2021–2023 Mach&nbsp;1 models received an uprated version of the Coyote rated at {{cvt|480|hp|kW|0}} and {{cvt|420|lbft|0}}. The {{cvt|20|hp|kW|0}} improvement was due to an intake manifold and 87 mm throttle body borrowed from the 5.2 L Voodoo engine as well as a recalibrated powertrain control module.

===Gen 4 update===
In 2023, for the 2024 model year, the [[Ford Mustang (seventh generation)|Mustang]] debuted with the 4th generation of the Coyote engine. It produces {{cvt|480|hp|kW|0}} and {{cvt|415|lbft|0}} in the GT trim level, {{cvt|486|hp|kW|0}} and {{cvt|418|lbft|0}} with the Active Performance Exhaust option, and {{cvt|500|hp|kW|0}} and {{cvt|418|lbft|0}} in the Dark Horse trim level.<ref>{{Cite web |date=2022-12-15 |title=2024 Ford Mustang Engines: EcoBoost, GT, and Dark Horse Power Confirmed! |url=https://www.motortrend.com/news/2024-ford-mustang-engine-ecoboost-v-8-deep-dive/ |access-date=2023-05-31 |website=MotorTrend |language=en}}</ref> Updates include:

* Revised 4 into 1 exhaust manifold
* Intake manifold with dual 80 mm throttle bodies

The Dark Horse also received:

* Revised camshafts 
* Forged piston rods from the 5.2 L Predator engine

===F-150 variant===
A torque-biased variant of the Coyote is produced as an alternative to the EcoBoost V6 in the F-150 pickup truck. The F-150 5.0 L receives a lower compression ratio (10.5:1), intake camshafts with less duration, cast iron exhaust manifolds, and revised cylinder heads to improve cooling. The intake manifold changed only in color, and height. These changes promote low-end and mid-range power and torque. The engine retains the Coyote's forged steel crank and piston-cooling jets but benefits from the addition of an external engine oil cooler similar to the Boss 302's. The changes result in the engine's peak horsepower dropping to {{cvt|360|hp|kW PS|0}} at 5500&nbsp;rpm, while torque is rated at {{cvt|380|lbft|Nm}} at 4250&nbsp;rpm. When the 2015 F-150 was revealed, Ford improved the induction system to pull air from above the grille under the hood (aka Ram Air Effect) as opposed to the fender intake inlet that had been used for all previous Ford Modular Engines. The addition of Ram Air Effect pulled more cool air into the engine in favor for a power increase to {{cvt|385|hp|kW PS|0}} at 5750&nbsp;rpm and {{cvt|387|lbft|Nm}} at 3850&nbsp;rpm.<ref>{{cite web|url = https://media.ford.com/content/dam/fordmedia/North%20America/US/2015_Specs/2015_F150_Specs.pdf|title = 2015 Ford F-150 Technical Specifications|publisher = Ford Media (media.ford.com)|date=2014-09-29|access-date=2016-02-08}}</ref>

For 2018, numerous revisions were made to the 5.0. Most notably, the adoption of a port and direct fuel injection system, as well as spray-on bore liner, eliminating the need for conventional cast iron cylinder bore liners (changes shared with the 2018 Mustang), and compression ratio is increased to 12.0:1. Power increased to {{cvt|395|hp|kW PS|0}} at 5750&nbsp;rpm, while torque is rated at {{cvt|400|lbft|Nm}} at 4500&nbsp;rpm.<ref>{{cite web|author=The Ford Motor Company |url=https://media.ford.com/content/fordmedia/fna/us/en/news/2017/06/16/ford-f150-and-expedition-new-advanced-engines-maximize-lightweight-materials-greater-performance.html |title=Ford F-150 and Expedition's New Advanced Engines Maximize Lightweight Materials for Greater Performance, Efficiency &#124; Ford Media Center |publisher=Media.ford.com |date=2017-06-16 |access-date=2017-09-17}}</ref>

===Miami variant===
The Miami was a supercharged variant designed by [[Ford Performance Vehicles|FPV]] (a joint -venture by [[Ford Australia]] and [[Prodrive]]) while the Coyote was still in development. Pre-production engines were shipped to Australia, where they were fitted with Australian-developed superchargers. The blocks and crank were common with the US Coyote engine but the sump, rods, pistons, intake manifold, supercharger, exhaust manifolds, wiring loom and engine control unit were designed and manufactured in Australia. The US Coyote engine had VVT on all 4 cams but the Australian ECU only had enough outputs to control 2 cams, so only the intake cams have VVT. The supercharger uses [[Eaton Corporation|Eaton]] rotors in a housing designed by Australian company [[Harrop Engineering]] – the same company that provides superchargers to [[Roush Performance]].<ref name="Miami-AMC">{{cite magazine |title=Miami nice |first=Bruce |last=Newton |magazine=Australian Muscle Car |location=Australia |issue=121 |year=2021}}</ref><ref name="theage">{{cite news |date=2010-10-07 |title=First drive: FPV GT – Ford's updated Falcon GT |work=[[The Age]] |url=http://theage.drive.com.au/motor-news/first-drive-fpv-gt-20101005-165rc.html |url-status=dead |access-date=2010-10-07 |archive-url=https://web.archive.org/web/20101009180005/http://theage.drive.com.au/motor-news/first-drive-fpv-gt-20101005-165rc.html |archive-date=2010-10-09}}</ref><ref name="Miami-TheAge">{{cite web |title=Ford Performance Vehicles |url=http://www.fpv.com.au/the-new-boss-v8.aspx |url-status=dead |archive-url=https://web.archive.org/web/20110903062527/http://www.fpv.com.au/the-new-boss-v8.aspx |archive-date=2011-09-03 |access-date=2011-09-07}}</ref><ref name="Miami-SAE">{{cite web |last=Birch |first=Stuart |date=2011-01-26 |title=How Ford and Prodrive created Miami in Australia |url=http://articles.sae.org/9352/ |url-status=dead |archive-url=https://web.archive.org/web/20170322111707/http://articles.sae.org/9352/ |archive-date=2017-03-22 |access-date=2017-03-22 |work=SAE International}}</ref>

Initial variants made {{cvt|315|kW|hp|0|order=flip}}, {{cvt|545|Nm|0|order=flip}} and {{cvt|335|kW|hp|0|order=flip}}, {{cvt|570|Nm|0|order=flip}}. Later versions made {{cvt|345|kW|hp|0|order=flip}}, {{cvt|351|kW|hp|0|order=flip}} and ultimately {{cvt|483|kW|hp|0|order=flip}} (with the addition of an intercooler).<ref name="Miami-AMC"/>

The Miami variant was sold in the Australian [[Ford Falcon (Australia)|Ford Falcon]]-based [[Ford Performance Vehicles|FPV]] GT range and the FGX XR8.<ref name="theage" /><ref name="Miami-TheAge" /><ref name="Miami-SAE" />
The {{cvt|483|kW|hp|0|order=flip}} version was sold in the Falcon FPV Holy Grail.<ref name="Miami-AMC" />

===Applications===
The engine is gradually replacing the 4.6 L and 5.4 L Modular V8 units in all Ford vehicles. This is the first time that Ford has used the "5.0" designation since the [[Ford small block engine|pushrod 5.0]] was discontinued and replaced by the 4.6 L Modular unit in the mid-90s.

''Vehicles equipped with the 32-valve DOHC Ti-VCT 5.0&nbsp;L include the following:''

{| class="wikitable"
|-
! Vehicle Name!! Production Years !! Engine Output !! Notes
|-
| [[Ford Mustang (fifth generation)#Mustang GT 2|Ford Mustang GT]] || 2011–2012 || {{cvt|412|hp|kW|0}} at 6500&nbsp;rpm <br> {{cvt|390|lbft|Nm|0}} at 4250&nbsp;rpm ||
|-
| Ford Mustang [[Boss 302 Mustang#Second generation (2012–2013)|Boss 302]] || 2012–2013 || {{cvt|444|hp|kW|0}} at 7500&nbsp;rpm <br> {{cvt|380|lbft|Nm|0}} at 4500&nbsp;rpm<ref name="FVC1"/><ref>{{cite web|url=http://www.mustangevolution.com/201012024595/ |title=2012 Mustang V6, GT, BOSS 302 Order Guide |publisher=Mustang Evolution |date=2010-07-01 |access-date=2017-09-17}}</ref> ||"Road Runner" - Upgraded crank, rods, pistons, heads, intake manifold, and camshafts, redline increased to 7500&nbsp;rpm
|-
| [[Ford Mustang (fifth generation)#Mustang GT 2|Ford Mustang GT]] || 2013–2014 || {{cvt|420|hp|kW|0}} at 6500&nbsp;rpm <br> {{cvt|390|lbft|Nm|0}} at 4250&nbsp;rpm<ref>{{cite web |url=http://www.ford.com/cars/mustang/specifications/engine/ |title=2017 Ford® Mustang Sports Car &#124; Models & Specs |publisher=Ford.com |access-date=2017-09-17 |url-status=dead|archive-url=https://web.archive.org/web/20170105062921/http://www.ford.com/cars/mustang/specifications/engine/ |archive-date=2017-01-05}}</ref> || Removed piston oil squirters, recalibrated PCM
|-
| [[Ford Mustang (sixth generation)|Ford Mustang GT]] || 2015–2017 || {{cvt|435|hp|kW|0}} at 6500&nbsp;rpm <br> {{cvt|400|lbft|Nm|0}} at 4250&nbsp;rpm<ref>{{cite web|url=https://www.topspeed.com/cars/ford/2015-ford-mustang/ |title=2015 Ford Mustang Review |publisher=Top Speed |date=2014-09-12 |access-date=2017-09-17}}</ref>|| "Gen II" - Revised heads, valvetrain and piston rods from Boss 302, higher lift camshafts, intake manifold with CMC valves
|-
|Ford Mustang GT
|2018–2023
|{{cvt|460|hp|kW|0}} at 7,000&nbsp;rpm <br> {{cvt|420|lbft|Nm|0}} at 4,600&nbsp;rpm
| "Gen III" - Direct and port fuel injection, increased compression from 11:1 to 12:1, bore increased from 92.2 to 93 mm (3.63 to 3.66 in), revised heads, 7500&nbsp;rpm redline
|-
|[[Ford Mustang (sixth generation)#Bullitt (2019–2020)|Ford Mustang Bullitt]]
|2019–2020
|{{cvt|480|hp|kW|0}} at 7,000&nbsp;rpm <br> {{cvt|420|lbft|Nm|0}} at 4,600&nbsp;rpm
|Larger 87 mm throttle body, modified GT350 manifold and cold air intake with PCM recalibration
|-
|[[Ford Mustang (sixth generation)#Mach 1 (2021–2023)|Ford Mustang Mach&nbsp;1]]
|2021–2023
|{{cvt|480|hp|kW|0}} at 7,000&nbsp;rpm <br> {{cvt|420|lbft|Nm|0}} at 4,600&nbsp;rpm
|Larger 87 mm throttle body, modified GT350 manifold and cold air intake with PCM recalibration
|-
|[[Ford Mustang (seventh generation)|Ford Mustang GT]]
|2024-present
|{{cvt|480|hp|kW|0}} at 7,250&nbsp;rpm <br> {{cvt|415|lbft|Nm|0}} at 4,900&nbsp;rpm
| "Gen IV" - Higher-lift camshafts, dual 80 mm throttle bodies, dual airbox intake system, {{cvt|486|hp|kW|0}} with Active Exhaust
|-
|Ford Mustang Dark Horse
|2024-present
|{{cvt|500|hp|kW|0}} at 7,250&nbsp;rpm <br> {{cvt|418|lbft|Nm|0}} at 4,900&nbsp;rpm
| Re-balanced crankshaft, forged connecting rods(from 5.2 L Predator), strengthened camshafts
|-
| [[Ford F-Series (twelfth generation)|Ford F-150]] || 2011–2014 || {{cvt|360|hp|kW|0}} at 5500&nbsp;rpm <br> {{cvt|380|lbft|Nm|0}} at 4250&nbsp;rpm<ref>{{cite press release |url=http://media.ford.com/article_display.cfm?article_id=33096 |title=All-new Ford F-150 powertrain lineup delivers top fuel economy, best power and capability |publisher=Ford |location=US |access-date=2010-10-19 |url-status=dead|archive-url=https://web.archive.org/web/20101018063204/http://media.ford.com/article_display.cfm?article_id=33096 |archive-date=2010-10-18}}</ref> ||
|-
| [[Ford F-Series (thirteenth generation)|Ford F-150]] || 2015–2017 || {{cvt|385|hp|kW|0}} at 5750&nbsp;rpm <br> {{cvt|387|lbft|Nm|0}} at 3850&nbsp;rpm ||
|-
|[[Ford F-Series (thirteenth generation)|Ford F-150]]
|2018–2020
|{{cvt|395|hp|kW|0}} at 5750&nbsp;rpm <br> {{cvt|400|lbft|Nm|0}} at 4500&nbsp;rpm<ref>{{Cite web|url=http://www.ford.com/trucks/f150/2018/models/f150-xlt/|title=2018 Ford® F-150 XLT Truck {{!}} Model Highlights {{!}} Ford.com|website=www.ford.com|language=en|access-date=2017-09-26}}</ref>
|Direct injection and port fuel injection. Increased compression from 10.5:1 to 12:1. Bore increased from {{cvt|92.2|to|93|mm|in|2}}
|-
|[[Ford F-Series (fourteenth generation)|Ford F-150]]
|2021–present
|{{cvt|400|hp|kW|0}} at 6000&nbsp;rpm <br> {{cvt|410|lbft|Nm|0}} at 4250&nbsp;rpm ||
|-
| [[Ford Falcon (FG)|Ford Falcon]] GT<ref>{{cite web|url=http://fordnewsblog.wordpress.com/2009/05/19/fords-new-5-0l-coyote-v8-confirmed-for-2010/ |title=Ford's new 5.0L 'Coyote' V8 confirmed for 2010... Ford News Blog |publisher=Fordnewsblog.wordpress.com |date=2009-05-19 |access-date=2010-04-15}}</ref><ref>{{cite press release |url=http://www.fpv.com.au/news/press-releases/document.aspx?ID=3434 |title=FPV announces supercharged V8 engine program |publisher=Ford Performance Vehicles |location=Australia |date=2010-09-02 |archive-url=https://web.archive.org/web/20110307023707/http://www.fpv.com.au/news/press-releases/document.aspx?ID=3434 |archive-date=2011-03-07}}</ref> || 2011–2014 || {{cvt|335|kW|hp|0|order=flip}} at 5750&nbsp;rpm <br>{{cvt|570|Nm|lbft|0|order=flip}} at 2200–5500&nbsp;rpm<ref name=theage/> || Supercharged
|-
| [[Ford Falcon (FG X)|Ford Falcon]] XR8 || 2014–2016 || {{cvt|335|kW|hp|0|order=flip}} at 5750&nbsp;rpm <br> {{cvt|570|Nm|lbft|0|order=flip}} at 2200–5500&nbsp;rpm<ref>{{cite web|author=Tim O'Brien |url=http://www.themotorreport.com.au/59981/falcon-xr8-goes-public-new-falcons-now-on-the-roads |title=Falcon XR8 Goes Public, New Falcons Now On The Roads |work=The Motor Report |publisher=Themotorreport.com.au |date=2014-10-04 |access-date=2017-09-17}}</ref> || Supercharged <br> Peak output of {{cvt|375|kW|hp|0}} with overboost<ref>{{cite web|url=http://www.topgear.com/au/photos/ford-xr8 |title=News |publisher=Top Gear |access-date=2017-09-17}}</ref>
|-
| FPV Ford Falcon GT-F || 2014 || {{cvt|351|kW|hp|0|order=flip}} at 5750&nbsp;rpm [{{cvt|404|kW|hp|0|order=flip}} with overboost<ref>{{cite web|url=http://www.topgear.com/au/cars/reviews/fpv/gt/2014/gt-f |title=Reviews |publisher=Top Gear |access-date=2017-09-17}}</ref> <br>{{cvt|570|Nm|lbft|0|order=flip}} at 2200–5500&nbsp;rpm<ref>{{cite web|author=Mike Stevens |url=http://www.themotorreport.com.au/59098/fpv-gtf-351-the-last-falcon-gt-arrives |title=FPV GTF Launched: Price, Features And Specs Page 1 of 2 |work=The Motor Report |publisher=Themotorreport.com.au |date=2014-06-10 |access-date=2017-09-17}}</ref> || Supercharged
|-
| [[TVR Griffith#Second generation|TVR Griffith]] || 2020 || {{cvt|500|hp|kW|0}} <br> {{cvt|430|lbft|Nm|0}}|| Tuned by Cosworth
|-
|[[Panoz Esperante]]
|2014–2015
|{{cvt|450|hp|kW|0}} <br> {{cvt|570|Nm|lbft|0}} 
| 
|-
|[[Puritalia Berlinetta]]
|2019–present
|{{Cvt|750|hp|kW|0|abbr=on}} <br> {{Cvt|848|Nm|lbft|0|abbr=on}}
|Hybrid with {{Convert|215|hp|kW|0|abbr=on}} and {{convert|370|Nm|lbft|0|abbr=on}} YASA electric motor
|-
|[[De Tomaso P72]]
|2023–present
|{{Cvt|750|hp|kW|0}} <br> {{Cvt|900|Nm|lbft|0}}
|Supercharged
|}

The Coyote is available as a crate motor from Ford Racing Performance Parts (FRPP) complete with [[alternator]], manifold, and wiring harness in standard {{cvt|412|bhp|kW PS|0}} configuration. The Boss 302 is also available from FRPP for a premium over the standard 5.0 L.