Ford Modular Engines and the Birth of the Coyote
LS this, Hemi that. If you’re a Ford fan, chances are you’re fed up with all the glory cast upon Mopar and GM engines. Since the dawn of performance vehicles, the Blue Oval has turned out some of the most legendary and powerful engines the world has ever seen! And while the iconic pushrods may have stolen your heart, today we’re shining a light on Ford Modular engines, as these beasts are responsible for stomping on the dreams of their late model competitors for some time now.
In fact, this article kicks off a whole series covering Modular engines—including the man-eating Coyote and why many enthusiasts opt to plant one in any Ford they can cram it into. So, be sure to tune in soon for more Coyote content.
A Little Historical Context
Ford Modular engines aren’t exactly new. In fact, they first appeared in the 1990s. Funny, right? We’re so absorbed by late model performance from 2005 and up — but two of the three legendary power plants put down roots 30 years ago.
“The year 1996 had a lot of Mustang enthusiasts scratching their heads. The body of their beloved pony car looked the same, but under the hood was something quite unfamiliar. It was the debut of the overhead-cam modular V-8 engine in the Mustang, and many enthusiasts wrote the little 281 ci mill off from the get-go. Add in OBD II computer programming and it would seem the fun days were over.” -Muscle Mustangs & Fast Fords Magazine
As the replacement motor to the legendary Windsor, the Modular engine had some big shoes to fill. Tack on the small displacement and it’s really no surprise so many enthusiasts turned their back on it almost immediately.
Ford isn’t just all muscle though; they’ve got some big brains behind the iron. So, rather than pushing the modular as a performance powerplant straight out of the gate, they eased it into production and established some credibility first.
Smartly, Ford introduced the 4.6 in the ’91 Lincoln Town Car. These buyers were likely not too concerned with what lay under the hood, as long as it performed well and made good power. And the 4.6 did just that – providing 40 more peak horsepower in the 4,000-pound Lincoln than the outgoing 5.0-liter V-8 without sacrificing fuel economy.
What Makes a Modular Engine?
So, what defines a Modular engine? Well, the name is a little misleading. Many people originally thought that these engines (the 4.6 and 5.4-liter V-8, as well as the related 6.8-liter V-10) were modular by design. But this isn’t the case. Instead, the name refers to the manufacturing process. Essentially, Ford created a modular assembly plant that efficiently builds multiple, different engines, thanks to robotic tools that can easily be swapped in and out.
Regardless, the engine named for this modular assembly is still wildly different than a pushrod V-8. The key differentiator? An overhead cam design.
“In this scenario, the camshaft is placed in the cylinder head, on top of the cylinder valves,” explains American Muscle. “They are then connected via a lengthy timing chain system to the crank. The first batch of 4.6’s came with a single overhead cam (SOHC), meaning one camshaft per head. However, later versions (and many other cars today) now feature dual overhead camshafts (DOHC), which places two (2) camshafts per cylinder head.”
When introduced, this engine was the only V-8 produced by a United States manufacturer to have an overhead cam valve train (aside from the limited-production Corvette ZR-1), adds Curbside Classic. “After roughly 40 years of American consumers having lived with overhead valve V-8s, the overhead cam was a distinct difference – and perhaps part of why the 4.6 is periodically a misunderstood engine.”
Why is the Coyote so special?
Ford’s been producing modular engines for 30 years now. What makes the Coyote so special?
Ford has always stacked the odds against itself in terms of displacement. While GM and Chrysler poured their efforts into larger engines such as the 340 LA, 350 Small Block, 426 Hemi, and the 454 Big Block, Ford kept things tight and neat with its coveted 302 and 351 engines. And while the automaker did produce some big cubic-inch powerplants, Ford didn’t completely buy into the idea that there’s ‘no replacement for displacement.’
By 2010, the Horsepower Wars were experiencing a revival. History was repeating itself as both GM and Chrysler were pumping out engines with 5.7 liters and up of displacement. But Ford kept with tradition: The Coyote stayed low with 5.0 liters. And with pressure from consumers who wanted more power — and a government demanding better fuel economy — the Coyote had its work cut out.
Smaller size is no reason to doubt this little monster though. Its claim to fame is twisting serious power, despite having little to work with. With latest production numbers of 460 hp and 420 lb-ft of torque, it’s no surprise the Coyote ended up being not only a Mustang engine but also an option for the F-150.
Third-gen Coyote engines are nearly square bore, feature overhead cams, can scream out to 7500 RPM and can operate perfectly with low octane pump gas. There’s no wondering why Ford enthusiasts LOVE the Coyote.
Modular vs Pushrod
A Ford Modular is not what the LS is to a Small Block Chevy. Well, in some ways it is, but Ford owners looking to build a performance engine aren’t always sold on using a Modular as their choice platform.
There’s a lot of debate on which is a better engine platform to work with: Modular or Pushrod. So much so, that some don’t see an end in sight:
“This is kind of an endless debate, as everyone is going to defend what they drive,” writes one Mustang Forums member. “Here is the bottom line: The Windsor pushrods have been out for a while and are crazy cheap to build compared to a Modular. The mod motor parts are more expensive, and the 96-98 2v will take serious work to make quick.”
Cost isn’t the only concern many builders face. In basically every forum discussing this very topic, members tend to lean on the idea that the internals in Modular engines just aren’t strong enough.
But is this just a stigma? Are the internals of these performance engines truly subpar?
“There has always been debate about the integrity of powdered-metal connecting rods common in Modular engines,” explains Road and Track Magazine. “In more than 22 years of Modular V-8 production from two engine plants, these rods have never been problematic when employed in stock or lightly modified engines. In short, you can hammer the daylights out of them and still have a reliable engine.”
One thing to note is that not every Modular engine is a Coyote.
One of the biggest differences between the Coyote and other Ford Modular engines is the fact that the Coyote uses dual overhead cams. This gives the Coyote a pretty significant advantage in performance and overall drivability considering they use four (4) valves per cylinder. This results in a wide RPM range, with a flat power curve including plenty of grunt down low.
Is this to say a standard Modular engine can’t produce low end grunt? Absolutely not. But in a side-by-side comparison, Windsor engines do tend to hit hard down low whereas Modular engines like to rev high with an even and wide power band. Of course, there are exceptions to this concept.
Take for example the time Hotrod Magazine threw a Precision Turbo kit on a junkyard 4.6. “The final boost level of 14 psi brought 592 hp and 640 lb-ft of torque. Torque production from the little mod motor exceeded 600 lb-ft from 3,600 rpm to 5,100 rpm, making for an impressive torque curve,” says Hotrod.
Obviously, you can argue that parts are cheaper and more readily available for the older of the two, thanks to its long production run and historical footprint on Ford Performance. But, if you are already working with a Modular, why spend the money and time on an engine swap instead of working with what you’ve got?
Of course, we can’t argue with any choice as so many variables do come into play, but a favorable characteristic of the Ford Modular engines to consider is that the overhead cam design does provide great drivability even with high power output.
When is the right time to grab a Coyote?
Compared to other Modular engines, the Coyote is another animal entirely. It is pretty much the pinnacle of Ford’s muscular engines, offering superior bone stock naturally-aspirated performance and almost unparalleled response and drivability.
“Ford seems to have struck a perfect middle ground with this engine’s power delivery. It doesn’t lack torque on the low end and doesn’t die off as you approach the top of the rev range. No matter the RPM, twist is readily available at a moment’s notice, eager to pull you out of a tight traffic situation or send you down the road as quickly as humanly possible.” – Road and Track
Builders want all of these traits in their classic and late model Fords, but it isn’t cheap.
Even sourced from LKQ, or other salvage parts suppliers, you can expect to drop about $8500 on an engine and transmission. Additionally, you need to factor in the associated expenses. A Coyote swap won’t just “drop in” to all applications. YouTuber Foxcast Media explains that in total you could expect to spend anywhere from $16k-$20k to swap a Coyote into a Fox Body Ford Mustang.
Justin Burcham, owner of Justin’s Performance Center (JPC), provides parts and service for fellow high-performance enthusiasts — particularly those of the Mustang variety. His shop sells quality big-name products alongside its own custom-crafted parts and accessories. Burcham says he would consider recommending a Coyote swap to customers looking to do a built engine in an older platform and add a supercharger at the same time.
“At this point, though, you will be way over $20K and probably making similar power to a NA Coyote,” he explains. “For example, a built 4.6 with a supercharger might make mid-to-low 400 HP to the wheels. For close to the same money spent, you could have a NA Coyote making mid-to-low 400s. Add a supercharger later, and now you have an easy 600 HP. In that case it makes perfect sense.”
Additionally, a Coyote swap of this magnitude is not easy or simple. With the right modifications and attention to detail, however, you can expect to yield all of the glory of the Coyote — which for many, is all that matters.
Stay tuned, as this series lays out everything you need to know when considering, planning for, and working on a Coyote swap. That includes a robust aftermarket that offers a boost in tried-and-true performance.
