Ford Modular engine#4-valve

In the early 1980s, then-Ford Motor Company chief operating officer Donald Petersen challenged Ford's vice-president of design, Jack Telnack, and his staff to come up with new vehicle designs to replace the boxy styling that had dominated Ford products for years. The result was the adoption of sleeker, more aerodynamic designs like that used for the highly successful Ford Taurus. In the second half of the 1980s, Petersen, then chief executive officer, sought to update Ford's decades-old V8 architectures, challenging Ford senior engineer Jim Clarke to develop a new V8 engine that would surpass Ford's earlier V8s in every meaningful way, from power and efficiency to emissions performance and smoothness of operation.{{cite magazine |last1=McCosh |first1=Dan |last2=McCraw |first2=Jim |date=October 1990 |title=Detroit Shifts the Balance of Power: This year, the engine technology headlines are made in America |url=https://books.google.com/books?id=lQEAAAAAMBAJ&q=Modular+V8&pg=PA82 |magazine=Popular Science |publisher=Times Mirror Magazines, Inc. |pages=82–85 |access-date=2016-12-12}}

Clarke and his engineers studied engine designs from major European and Japanese automakers and sought to develop a technologically advanced, power-dense, dependable, low maintenance V8, with no major service required before {{cvt|100,000|miles|km}} of use.

The initial engine design would implement a 90° vee-angle with a bore and a stroke of {{cvt|3.552x3.543|in|mm}}, resulting in a {{cvt|4601|cc|L CID|1}} displacement and creating a nearly 1:1 bore-to-stroke ratio. This square configuration was chosen primarily for its positive noise, vibration, and harshness characteristics. The engine would utilize features such as a chain-driven, single-overhead camshaft valve train with roller finger followers, a deep-skirt cast-iron block construction and cross-bolted main bearings, all benefiting long-term durability. In the interest of reducing overall engine weight, aluminum-alloy heads would be standard and all major engine accessories would be mounted directly to the block, resulting in a more complex block casting but eliminating the need for heavy mounting brackets. All engines in the family shared a common bore spacing of {{cvt|100|mm|in|3|order=flip}}.

Tight construction tolerances were used in shaping cylinder bores to accommodate narrow piston rings. This improved engine efficiency through reduced friction and oil consumption while also promoting cleaner emissions.

Various single- or dual-overhead camshaft eight- and ten-cylinder engines could be produced. Six-cylinder derivatives were also explored, though never built. In order to accommodate the wide array of engine configurations possible within this architecture, Ford developed a new modular tooling system for producing different engines quickly and efficiently in the same factory.

Such an approach allowed for significantly faster changeovers when switching from one engine platform to another among the modular engine family. This also allowed for the existing engine plants, and their supporting offsite production facilities, to handle shorter production runs.

By 1987 Ford was fully committed to producing the new Modular V8,{{cite magazine |last=Visnic |first=Bill |date=2007-10-29 |title=Ford Determined to Stay on Top With Modular V-8 |url=http://wardsauto.com/news-analysis/ford-determined-stay-top-modular-v-8 |magazine=WardsAuto |publisher=Informa PLC |access-date=2016-12-12 |archive-url=https://web.archive.org/web/20161220100928/http://wardsauto.com/news-analysis/ford-determined-stay-top-modular-v-8 |archive-date=2016-12-20 |url-status=dead}} having invested $4 billion (~${{Format price|{{Inflation|index=US-GDP|value=4000000000|start_year=1987}}}} in {{Inflation/year|US-GDP}}) in the engine's design in addition to retooling the company's Romeo, Michigan tractor plant to build the engines. Three years later, in the third quarter of 1990, the first Modular engine, a 4.6 L SOHC V8, would be used in the 1991 model year Lincoln Town Car. In spite of having a smaller displacement, the {{cvt|20|lb|kg|0}} lighter 4.6 L Modular V8 could generate more power than the Town Car's previous overhead valve 5.0 L V8 and accelerate to {{cvt|0–60|mph|km/h|0}} 1.5 seconds faster, all while delivering better fuel efficiency.

Ford modular engines would go on to become its chief gasoline V8s and V10s.

{{anchor|4.6L|4.6 L}}

The {{cvt|4601|cc|L CID|1}} displacement 90-degree V8 was offered in 2-valve SOHC, 3-valve SOHC, and 4-valve DOHC versions. The engines were also offered with both aluminum and cast iron blocks, depending on application. The 4.6 L's bore and stroke are nearly square at {{cvt|3.552x3.543|in|mm}}, respectively. Deck height for the 4.6 block is {{cvt|8.937|in|mm}} and connecting rod length is {{cvt|5.933|in|mm}} center to center, giving the 4.6 L a 1.67:1 rod to stroke ratio. Cylinder bore spacing measures {{cvt|3.937|in|mm}}, which is common to all members of the Modular engine family. All Modular V8s, except for the 5.0 L Coyote and 5.2 L Voodoo, utilize the same firing order as the Ford 5.0 L HO and 351 CID V8s (1-3-7-2-6-5-4-8). The 4.6 L engines have been assembled at Romeo Engine Plant in Michigan, and at Windsor Engine Plant and Essex Engine Plant, both located in Windsor, Ontario.{{cite web |url=http://media.ford.com/article_display.cfm?article_id=15388 |archive-url=https://archive.today/20130410195018/http://media.ford.com/article_display.cfm?article_id=15388 |url-status=dead |archive-date=2013-04-10 |title=Ford's Romeo Engine Plant to Build New 4.6-Liter 3-Valve V-8 Engine |publisher=Media.ford.com |access-date=2013-03-11 }}

The final 4.6 L engine was produced in May 2014 and installed in a 2014 model year Ford E-Series van.{{cite web|url=http://www.ford-trucks.com/articles/ford-rolls-final-4-6-liter-v8-assembly-line/|title=Ford Rolls Final 4.6-Liter V8 Off Assembly Line - Ford-Trucks.com|date=2014-05-13|website=ford-trucks.com|access-date=2018-03-31}}

The first production Modular engine was the 4.6 L 2-valve SOHC V8 introduced in the 1991 Lincoln Town Car.

The 4.6 L 2V was built at both Romeo Engine Plant and Windsor Engine Plant, which had different designs for cylinder heads (cam caps: interconnected cam "cages" vs. individual caps per cam journal), camshaft sprockets (bolt-on vs. press-on), valve covers (11 bolts vs. 13 bolts), crankshaft (6 bolts vs. 8 bolts) and main bearing caps (2 bolt fasteners with 2 jack screws vs. 2 bolt fasteners with dowel pins).{{cite web|url=http://www.mustangandfords.com/techarticles/engine/mufp_0510_ford_modular_v8_engine_part_2/viewall.html |title=Ford Modular V-8 Engines Explained Part 2 Get Familiar With Ford's Next-Generation Overhead Cam V-8 Powerhouse With A Closer Look At Cylinder Heads |publisher=Modified Mustangs & Fords |date=September 2005 |access-date=2013-03-01}}

Vehicles equipped with the 16-valve SOHC 4.6 L include the following:

File:2006 Ford Mustang GT engine.jpg GT]]

The 3-valve SOHC 4.6 L with variable camshaft timing (VCT) first appeared in the redesigned 2005 Ford Mustang.

The engines are equipped with an electronic Charge Motion Control Valve (CMCV) system that provides increased air velocity at low engine speeds for improved emissions and low-rpm torque. Cylinder block material varies between aluminum used in the 2005-10 Mustang GT and cast iron used in the truck applications.

The 3-valve SOHC 4.6 L engine was on the Ward's 10 Best Engines list for 2005–2008.

Vehicles equipped with the 24-valve SOHC VCT 4.6 L include the following:

File:96Mark8Eng.jpg]]

File:2003 Ford Mustang Cobra 32v Supercharged engine.jpg]]

The 4-valve DOHC version of the Modular engine was introduced in the 1993 Lincoln Mark VIII as the 4.6 L Four-Cam V8. Lincoln marketed the engine under the name InTech after 1995.Ford Motor Company. 1993 Lincoln Mark VIII, pages 5–6,18. 1993. MarkVIII.org. http://www.markviii.org/LOD2/1993brochure/FrameSet.htm

The 1993–1998 4-valve engines featured cylinder heads with two intake ports per cylinder (split-port) and variable runner length intake manifolds with either vacuum or electrically activated intake manifold runner controls (IMRC) depending on application. The engine was revised for 1999 with new cylinder heads featuring tumble-style intake ports (one intake port feeding two intake valves), new camshaft profiles, and fixed runner-length intake manifolds. These changes resulted in more power, torque and a broader power-band when compared to the earlier 4-valve engines.

All 4.6 L 4-valve engines featured aluminum engine blocks with 6-bolt main bearing caps, the only exception being the 2003–2004 SVT Cobra which had a 4-bolt main cast iron block. The 1999 and earlier engines featured an aluminum block cast in Italy by Fiat subsidiary Teksid S.p.A. Since 1996, all of the 4.6 L 4-valve engines manufactured for use in the SVT Cobra have been hand-built by SVT technicians at Ford's Romeo, Michigan plant.{{cite web|last=Devlin |first=Mike |url=http://news.thomasnet.com/IMT/archives/2005/10/when_factory_au_1.html?WT.mc_t=imt&WT.mc_n=site_entry |title=When Factory Automation Just Isn't Appropriate : Industrial Market Trends |publisher=News.thomasnet.com |date=2005-10-07 |access-date=2017-09-17}}

The 4-valve DOHC 4.6 L engine was on the Ward's 10 Best Engines list for 1996 and 1997.

Vehicles equipped with the 32-valve DOHC 4.6 L include the following:

File:Ford Mustang VI 5.0 Motor Leimershof -20190907-RM-170155.jpg

The {{cvt|4951|cc|L cid|1|order=flip}}{{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}} Coyote V8 was first produced in 2010 for the 2011 model year. It was an evolutionary development of Ford's Modular V8,{{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 |publisher=Insideline.com |date=2009-12-28 |access-date=2010-04-15}} and is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.{{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}}

Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the GM 6.2 L LS3 used in the new Chevrolet Camaro, and the new Chrysler 6.4 L HEMI in the Dodge Charger, Dodge Challenger, Chrysler 300 and 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,{{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}} while bore diameter and stroke have increased to {{cvt|92.2x92.7|mm|in|2}}, respectively. The engine also retains the 4.6 L's {{cvt|5.933|in|mm|1}} connecting rod length, which produces a 1.62:1 rod to stroke ratio.5.0 Mustang & Super Fords (March 2010) "Coyote Beautiful" 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 V8 (1-5-4-8-6-3-7-2). Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline.

The Coyote features all new 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 rpm.

The Coyote is Ford's first implementation of its cam-torque-actuated (CTA) 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.{{cite web |last=Murphy |first=Tom |date=2010-12-07 |title=Ward's Names 10 Best Engines Winners | 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 }}{{cite web |date=2018-02-27 |title=Ward's Names 10 Best Engines Winners | 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}}

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.{{cite web |author=Tom Wilson |title=2011 Ford Mustang 302 – Inside The Boss |url=http://www.mustang50magazine.com/techarticles/m5lp_1108_2011_ford_mustang_302/index.html |access-date=2011-12-31 |publisher=5.0 Mustang & Super Fords |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.}} 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.{{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}} 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 rpm, but has been verified stable up to 8400.{{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}}

For 2018, Ford made revisions to the Coyote equipped in the Mustang GT, most notably the addition of high-pressure direct injection (in addition to the existing 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 Wire Arc Transfer cylinder liner technology in place of the more traditional 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 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 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.

In 2023, for the 2024 model year, the 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.{{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}} 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

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 rpm, while torque is rated at {{cvt|380|lbft|Nm}} at 4250 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 rpm and {{cvt|387|lbft|Nm}} at 3850 rpm.{{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}}

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 rpm, while torque is rated at {{cvt|400|lbft|Nm}} at 4500 rpm.{{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 | Ford Media Center |publisher=Media.ford.com |date=2017-06-16 |access-date=2017-09-17}}

The Miami was a supercharged variant designed by 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 rotors in a housing designed by Australian company Harrop Engineering – the same company that provides superchargers to Roush Performance.{{cite magazine |title=Miami nice |first=Bruce |last=Newton |magazine=Australian Muscle Car |location=Australia |issue=121 |year=2021}}{{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}}{{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}}{{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}}

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).

The Miami variant was sold in the Australian Ford Falcon-based FPV GT range and the FGX XR8.

The {{cvt|483|kW|hp|0|order=flip}} version was sold in the Falcon FPV Holy Grail.

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 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 L include the following:

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.

The {{cvt|5163|cc|L cid|1|order=flip}} "Voodoo" is a development of the Coyote engine. The engine was developed specifically for the Shelby GT350 version of the sixth generation Mustang. Bore and stroke are both up from the 5.0 L Coyote at {{cvt|94x93|mm|in|2}}, as is the compression ratio at 12.0:1. The Voodoo makes {{cvt|526|hp|kW|0}} at 7500 rpm and {{cvt|429|lbft|Nm|0}} of torque at 4750 rpm and has a redline of 8250 rpm.{{cite web|title=Rev-Happy Mustang GT350's Official Horsepower and Torque Numbers Announced|url=http://blog.caranddriver.com/mustang-gt350-official-figures-526-hp-429-lb-ft/|website=Car & Driver|access-date=2015-06-02}} In 2016, the engine received a Ward's 10 Best Engines award.{{cite web|title=2016 Winner: Ford 5.2L DOHC V-8|url=https://www.wardsauto.com/10-best-engines/2016-winner-ford-52l-dohc-v-8|access-date=2019-07-01 |first=Tom |last=Murphy |date=January 5, 2016 |work=WardsAuto |publisher=Informa USA}} Like other modern Ford Performance Mustang engines, the Voodoo is hand-built at Ford's Romeo Plant on the Niche Line.{{Cite web|url=https://www.fordnxt.com/tech-stories/engine/follow-along-as-teams-build-the-shelby-gt350s-voodoo-5-2-engine/|title=Follow Along As Teams Build The Shelby GT350's Voodoo 5.2 Engine|last=Turner|first=Steve|date=August 24, 2018|website=Ford NXT}}

Unlike the Coyote and previous Modular V8s, the Voodoo features a flat plane crankshaft. During development, Ford purchased a Ferrari California, the only other front-engine flat-plane crank V8 car in production at the time, as a benchmark.{{Cite web|url=https://www.wardsauto.com/technology/ford-gt350-52l-road-map-future-engines|title=Ford GT350 5.2L a Road Map for Future Engines|last=Pope|first=Byron|date=June 4, 2015|website=Wards Auto}} The Voodoo features a unique Up-Down-Up-Down crank pin configuration, as opposed to the typical Up-Down-Down-Up in inline-4s and other flat-plane V8s.{{Cite web|url=https://www.motortrend.com/news/flat-out-an-in-depth-look-at-the-ford-shelby-gt350-mustang-engine/|title=Flat Out: An In-Depth Look at the Ford Shelby GT350 Mustang Engine|last=Markus|first=Frank|date=June 3, 2015|website=MotorTrend}} Due to the unique crankpin configuration, the back-to-front firing order of 1-5-4-8-3-7-2-6, is also unique to the Voodoo. This engine was the biggest production flat plane crank V8 by displacement until General Motors introduced the LT6.{{Cite web|last=Sommers|first=Alex|title=Chevy's eighth-gen Corvette Z06 is poised to topple these 3 production-car V-8 records|date=September 7, 2021|url = https://www.hagerty.com/media/lists/chevrolet-c8-corvette-z06-lt6-production-car-v-8-records/}}

The GT350R variant of the engine received a number of valvetrain enhancements, including the timing chains, lash adjusters, and VCT mechanisms.

Vehicles equipped with the 32-valve DOHC 5.2 L include the following:

The Aluminator 5.2 XS is another variant of the Coyote engine utilizing the 5.2 L cylinder block from the GT350. The Aluminator is differentiated from the Voodoo engine by a Cobra Jet intake manifold and throttle body and a cross-plane crankshaft.{{cite press release |url=http://performance.ford.com/enthusiasts/media-room/2016/09/first-look-at-the-5-2l-aluminator-xs-crate-engine.html |title=First Look at the 5.2L Aluminator XS Crate Engine |publisher=Ford |location=US |access-date=2018-09-07}} The engine has a claimed output of {{cvt|580|hp|kW|0}} and {{cvt|445|lbft|Nm|0}}. Like the "Voodoo" engine, it also features a 12:1 compression ratio and {{cvt|5163|cc|L cid|1|order=flip}} of displacement.{{cite web |url=https://performanceparts.ford.com/part/M-6007-A52XS |title=5.2L Aluminator 5.2 XS crate engine {{!}} Part Details for M-6007-A52XS |publisher=Ford |location=US |access-date=2018-09-07}}

This engine is sold as a Ford Performance Parts crate engine without a wiring harness, a flywheel, or headers.

The "Predator" is a {{cvt|5163|cc|L cuin|1|order=flip}} variant of the "Coyote" engine utilizing a cross-plane crank and a supercharger, which is installed in the Mustang Shelby GT500 starting in 2020 and the Ford F-150 Raptor R starting in late 2022. The engine has an output of {{cvt|760|hp|kW PS}} and {{cvt|625|lb.ft|Nm}} of torque in the Shelby GT500. It makes {{cvt|700|hp|kW PS}} and {{cvt|640|lb.ft|Nm}} in the F-150 Raptor R. Production of this engine for the Shelby GT500 ended on October 18, 2022, marking the end of the Shelby GT500. This was also the last engine to be produced on the Romeo Engine Plant Niche line.{{cite press release |url=https://media.ford.com/content/fordmedia/fna/us/en/news/2019/06/19/760-horsepower-625-lb-ft-2020-mustang-shelby-gt500.html |title=760 horsepower, 625 lb.-ft.: 2020 Mustang Shelby GT500 boasts world's most power-dense supercharged production V8 engine |publisher=Ford |location=US |access-date=2019-07-05}}{{cite press release |url=https://media.ford.com/content/fordmedia/fna/us/en/news/2019/01/14/most-powerful-street-legal-ford-in-history-all-new-shelby-gt500.html |title=Most powerful street-legal Ford in history: all-new Shelby GT500 is the most advanced Mustang ever for street, track or drag strip |publisher=Ford |location=US |access-date=2019-07-05}}

Based on the Predator engine, the engine used in the 2023 F-150 Raptor R is tuned for more low-end torque by using a different supercharger pulley and a new calibration. It is produced on a new Niche Engine line at the Dearborn Engine Plant.{{cite news |url=https://www.fordmuscle.com/tech-stories/dyno-testing/lmr-lets-the-raptor-rs-carnivore-5-2-engine-eat-on-the-chassis-dyno/ |title=LMR Lets The Raptor R’s Carnivore 5.2 Engine Eat On The Chassis Dyno |first=Steve |last=Turner |work=Ford Muscle |location=US |date=January 19, 2023 |access-date=April 20, 2023}}

The {{cvt|5409|cc|L CID|1}}{{cite web|url=http://www.fordvehicles.com/trucks/f150/features/specs/|title=Ford Vehicles: Get Specifications F-150|access-date=2008-04-25|publisher=Ford Motor Company|quote=Engine type: 5.4L Triton SOHC 24-valve V8... Displacement (cu. in.): 330 CID|url-status=dead|archive-url=https://web.archive.org/web/20080228004043/http://www.fordvehicles.com/trucks/f150/features/specs/|archive-date=2008-02-28}} V8 is a member of the Modular engine family first introduced in the 1997 F-series pick-ups, in place of the 5.8 L 351W. Bore diameter is {{cvt|3.552|in|mm|1}} and stroke is {{cvt|4.165|in|mm|1}}, the increased stroke necessitated a taller {{cvt|10.079|in|mm|1|}} engine block deck height. A {{cvt|6.658|in|mm|1}} connecting rod length is used to achieve a 1.60:1 rod to stroke ratio. The 5.4 L 2V was built at the Windsor Engine Plant, while the 5.4 L 3V moved production to the Essex Engine Plant beginning in 2003, then back to Windsor Engine Plant in 2009.{{cite web |url=http://media.ford.com/article_display.cfm?article_id=13635 |title=Ford's Expanded Windsor Operations to Produce New Triton V-8 Engine | Ford Motor Company Newsroom |publisher=Media.ford.com |date=2002-11-05 |access-date=2010-04-15 |url-status=dead|archive-url=https://web.archive.org/web/20100523090518/http://media.ford.com/article_display.cfm?article_id=13635 |archive-date=2010-05-23}} The SVT 5.4 L 4-valve engines are built at Romeo Engine Plant, hand assembled on the niche line.{{cite web|last=Rigney |first=Matt |url=http://www.mustangblog.com/blog/1018726_fords-romeo-engine-plant-builds-10-millionth-engine |title=Ford's Romeo Engine Plant Builds 10 Millionth Engine |publisher=Mustang Blog |date=2009-02-19 |access-date=2010-04-15}}

{{unreferenced section|date=October 2012}}

Introduced in 1997, the SOHC 2-valve 5.4 L has a cast iron engine block and aluminum cylinder heads. The 5.4 L features multi-port fuel injection, roller finger followers, fracture-split powder metal connecting rods, and in some applications a forged steel crankshaft.{{Cite web |last=Heads |first=Clearwater Cylinder |date=2020-03-04 |title=Ford 5.4 L V-8 Engine History and Cylinder Heads Replacement |url=https://www.cylinder-heads.com/ford-5-4-cylinder-heads/ |access-date=2023-07-25 |website=Clearwater Cylinder Head |language=en-US}}

The 2-valve SOHC 5.4 L engine was on the Ward's 10 Best Engines list for 1997–1998 and 2000–2002.

Vehicles equipped with the 16-valve SOHC 5.4 L include the following:

In 2002, Ford introduced a new 3-valve SOHC cylinder head with variable camshaft timing (VCT), improving power and torque over the previous 2-valve SOHC version. The 3-valve cylinder head was first used on the 2002 Ford Fairmont 5.4 L Barra 220 engine in Australia manufactured in Windsor, Ontario, Canada.{{cite web |url=http://waw.wardsauto.com/ar/auto_fords_power_trip |title=Ford's Power Trip |first1=Eric |last1=Mayne |first2=Alisa |last2=Priddle |work=Wards Auto World |date=2002-07-01|access-date=2017-09-17 |url-status=dead|archive-url=https://web.archive.org/web/20050106063842/http://waw.wardsauto.com/ar/auto_fords_power_trip/ |archive-date=2005-01-06}} The 3-valve 5.4 L was introduced to the North American market in the redesigned 2004 Ford F-150.

Vehicles equipped with the 24-valve SOHC VCT 5.4 L include the following:

File:2001cobraR54 CJW.jpg]]

In 1999, Ford introduced the DOHC 4-valve 5.4 L in the Lincoln Navigator under the InTech moniker, making it the second engine to use this name. Ford later used versions of the DOHC 4-valve 5.4 L in the 2000 Ford Mustang SVT Cobra R, the Ford GT supercar, and the Ford Shelby GT500. The DOHC 4-valve 5.4 L was also used in the Ford Falcon line in Australia under the Boss moniker until 2010, when it was replaced by a locally developed, supercharged version of the 5.0 litre Modular V8.{{citation needed|date=October 2012}}

The SVT Cobra R version of the 5.4 L 4-valve V8 had several key differences from its Lincoln counterpart. While the iron block and forged steel crankshaft were sourced directly from the InTech 5.4 L, the Cobra R powerplant benefited from new, high-flow cylinder heads that were designed with features developed for Ford's "Rough Rider" off-road racing program, application specific camshafts with higher lift and more duration than other 4-valve Modular cams, forged I-beam connecting rods sourced from Carillo, forged pistons that provided a 9.6:1 compression ratio in conjunction with the 52 cc combustion chambers, and a unique high-flow "cross-ram" style aluminum intake manifold. The Cobra R was rated at {{cvt|385|hp|kW|0}} and {{cvt|385|lbft|Nm|0}} though chassis dynamometer results have shown these ratings to be conservative with unmodified Cobra Rs often producing nearly {{cvt|380|hp}} at the rear wheels.{{cite news |url=http://www.motortrend.com/roadtests/112_0008_2000_viper_cobra_r_and_corvette/viewall.html |title=2000 Dodge Viper vs. 2000 Ford Cobra R – Detroit Muscle 2000 |work=Motor Trend |access-date=2011-08-30 |archive-url=https://web.archive.org/web/20120109052730/http://www.motortrend.com/roadtests/112_0008_2000_viper_cobra_r_and_corvette/viewall.html |archive-date=2012-01-09 |url-status=dead }}

The Ford GT version of the {{cvt|5409|cc|L CID|1|order=flip}} is a highly specialized version of the Modular engine. It is an all-aluminum alloy, dry-sump DOHC 4 valves per cylinder with an Eaton 2300 Lysholm screw-type supercharger and showcases numerous technological features, such as dual fuel injectors per cylinder and oil squirters for the piston skirts, not found in other Ford Modular engines of the time. This engine benefits from an improved version of the high-flow 2000 Cobra R cylinder head and unique high-lift camshafts, now rated at {{cvt|550|bhp|PS kW|0}} at 6500 rpm and {{cvt|500|lbft|0}} at 4500 rpm.{{cite web |url=http://media.ford.com/article_display.cfm?article_id=17670 |title=2005 Ford GT Will Deliver 550 Horsepower in Production Trim |publisher=Media.ford.com |access-date=2013-03-11 |url-status=dead|archive-url=https://web.archive.org/web/20041212163814/http://media.ford.com/article_display.cfm?article_id=17670 |archive-date=2004-12-12}}{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=110594|title=2005 Ford GT|website=carfolio.com|date=2013-02-28|access-date=2018-07-27}}

File:2007 Ford Shelby GT500 engine.JPG]]

The Shelby GT500 uses a 4-valve DOHC 5.4 L with an Eaton M122H Roots type supercharger and air-to-liquid intercooler.{{cite web|url=http://www.windingroad.com/features-page/ford-engines/ |title=Ford Engines – Technical Focus – Winding Road – September 2006 :: Winding Road |access-date=2008-04-04 |archive-url=https://web.archive.org/web/20080222195547/http://www.windingroad.com/features-page/ford-engines/ |archive-date=2008-02-22 |url-status=dead}} The GT500 5.4 L shares its high-flow cylinder head castings with the Ford GT, with only minor machining differences, and shares camshafts with the 2003–2004 Ford Mustang SVT Cobra; which have less lift and duration than the Ford GT camshafts. The 2007–2010 GT500 engine used an iron engine block, while the 2011 GT500 5.4 L receives a new aluminum engine block, with Ford's first production application of their patented Plasma Transferred Wire Arc (PTWA) cylinder coating, eliminating the need for pressed in cylinder liners. The PTWA spray apparatus was co-developed by Ford and Flame-Spray Industries of Long Island, New York, for which they received the 2009 IPO National Inventors of the Year Award.{{cite web |url=http://www.ford.com/about-ford/news-announcements/press-releases/press-releases-detail/pr-energyefficient-engine-technology-30443 |title=Energy-Efficient Engine Technology Wins Ford Team National Inventor ... – Press Release |publisher=Ford |access-date=2010-04-15 |url-status=dead|archive-url=https://web.archive.org/web/20090608003121/http://www.ford.com/about-ford/news-announcements/press-releases/press-releases-detail/pr-energyefficient-engine-technology-30443 |archive-date=2009-06-08}} The 2011 GT500 engine weighs {{cvt|102|lb}} less than the previous iron-block version, thanks in part to the lack of cast iron cylinder liners.{{cite web |url=http://autosfans.com/2011-ford-shelby-gt500/ |archive-url=https://archive.today/20120707024121/http://autosfans.com/2011-ford-shelby-gt500/ |url-status=dead|archive-date=2012-07-07 |title=2011 Ford Shelby GT500 |publisher=Autos Fans |date=2010-02-08 |access-date=2010-04-15 }} All of the 5.4 L 4-valve engines destined for use in SVT vehicles, such as the Ford GT and Shelby GT500, have been hand-built by technicians at Ford's Romeo, Michigan plant.

Vehicles equipped with the 32-valve DOHC 5.4 L include the following:

The 5.8 is formally known as the Trinity Engine or 5.8-liter V8 engine, which benefits from cylinder heads with improved coolant flow, Ford GT camshafts, piston-cooling oil jets similar to those found on the 5.0 Coyote, new 5-layer MLS head gaskets, an over-rev function that increases the red line to 7000 rpm for up to 8 seconds (from 6250 rpm), and a compression ratio increased to 9.0:1 from 8.5:1. Displacement is {{cvt|5812|cc|L cuin|1}} with a bore x stroke of {{cvt|93.5x105.8|mm|in|2}}. Boost is supplied by a 2.3 L Eaton TVS supercharger with maximum boost of {{cvt|14|psi|bar}}.{{cite web |url=http://jalopnik.com/5859549/the-2013-shelby-gt500-wants-to-make-the-camaro-zl1-its-bitch |title=The 2013 Shelby GT500 wants to make the Camaro ZL1 its bitch |access-date=2011-11-19 |publisher=Jalopnik}} Trinity has {{cvt|37|mm}} intake valves and {{cvt|32|mm}} exhaust valves.

• 2013–2014 Ford Shelby GT500, DOHC 4 valves per cylinder, Aluminum block, supercharged and intercooled, {{cvt|662|bhp|PS kW|0}} at 6500 rpm and {{cvt|631|lbft|Nm|0}} at 4000 rpm of torque.{{cite web |url=http://www.autoblog.com/2012/04/26/2013-ford-shelby-gt500-certified-at-662-hp-and-630-pound-feet/ |title=2013 Ford Shelby GT500 certified at 662 hp and 631 pound-feet [UPDATE] |access-date=2012-04-29 |publisher=autoblog}}

The {{cvt|6760|cc|L CID|1|order=flip}} SOHC V10 is another variation of the Modular family created for use in large trucks. Bore and stroke size is {{cvt|3.552x4.165|in|mm|1}}, identical to the 5.4 L V8. Both 2-valve and 3-valve versions have been produced. The 6.8 L uses a split-pin crank with 72° firing intervals and a balance shaft gear driven by the left camshaft to quell vibrations inherent to a 90° bank angle V10 engine. The engine's firing order is 1-6-5-10-2-7-3-8-4-9. The 2-valve version was first introduced in 1997, with a 3-valve non-VCT (the use of VCT was precluded by the presence of the balance shaft, as the shaft needed to remain in phase with the crankshaft) version to following in 2005.

Vehicles equipped with the 6.8 L V10 Modular engine include the following:

Lincoln 4.6 Timing

{{cite web |url=http://www.ford.com/commercial-trucks/eseries-cutaway/specifications/engine/ |title=2017 Ford® E-Series Cutaway | Models & Specs |publisher=Ford.com |access-date=2017-09-17 |url-status=dead|archive-url=https://web.archive.org/web/20170104212735/http://www.ford.com/commercial-trucks/eseries-cutaway/specifications/engine/ |archive-date=2017-01-04}}

{{unreferenced section|date=October 2012}}

File:Ford Modular Boss V8.jpg

Ford Australia used 5.4 L Modular V8s in the Ford Fairlane and Ford Falcon sedan model ranges, as well as in its high performance Ford Performance Vehicles (FPV) division models, until mid-2010, when they were replaced by the 5.0 L. The DOHC 5.4 L V8s are named Boss by Ford Australia. The 3 valve SOHC V8s in non-FPV vehicles are named "Barra" by Ford Australia.

Ford of Australia 4-valve DOHC 5.4 L V8 engines include:

File:Ford Cammer V8.JPG Mustang FR500C.]]

In 2005, Ford Racing Performance Parts introduced a {{cvt|4997|cc|L CID|1|order=flip}} V8 crate engine for use in motor racing and home-made performance cars, officially called M-6007-T50EA, but more widely known as "Cammer". Since then, other higher performance variations of the Cammer have been introduced for KONI Sports Car Challenge and GT4 European Cup. All versions of the Cammer are DOHC 4-valve per cylinder designs with a bore and stroke of {{cvt|3.7x3.543|in|mm}}. The Cammer achieves its larger {{cvt|3.7|in|mm}} bore by resleeving the 4.6 L aluminum block.{{cite web |url=http://media.ford.com/article_display.cfm?article_id=16767 |title=Ford Racing's New 5.0-Liter "Cammer" V-8 Crate Engine Offers High Horsepower and Easy Installation |publisher=Media.ford.com |year=2003 |access-date=2013-03-11 |url-status=dead|archive-url=https://web.archive.org/web/20060810082549/http://media.ford.com/article_display.cfm?article_id=16767 |archive-date=2006-08-10}}

The T50 Cammer crate engine, the least expensive and most street oriented version, uses derivatives of the cylinder heads, variable runner-length magnesium intake manifold, and camshafts first used in the 2000 FR500 Mustang concept car. These parts are unique to the T50 Cammer crate engine and are not found in any other production Modular applications. The T50 has an 11.0:1 compression ratio and exceeds {{cvt|420|hp|kW|0}} with the proper exhaust manifolds.

The Cammer that has seen success in Grand Am Cup powering the Mustang FR500C is officially called M-6007-R50 and features a unique dual plenum, fixed runner-length magnesium intake manifold, Ford GT aluminum cylinder heads, unique camshafts of undisclosed specifications, and an 11.0:1 compression ratio. The R50 Cammer produces over {{cvt|450|hp|kW|0}} without restrictor plates. Upon introduction the R50 Cammer-powered Mustang FR500C proved to be dominant in Grand-Am Cup, having achieved five victories and podium appearances in nearly every race in the GS class during the 2005 season, giving David Empringham the championship title with the Multimatic Motorsports team, and Ford the manufacturer's title.{{citation needed|date=October 2012}}

Robert Yates publicly expressed interest in using a similar 5.0 L 4-valve DOHC Modular V8 to compete in the NASCAR Winston Cup Series.{{cite web |url=http://www.race2win.net/wc/03/twfrengine.html |title=Race 2 Win: This Week in Ford Racing: New Engines? |access-date=2006-05-26 |url-status=dead|archive-url=https://web.archive.org/web/20061027225511/http://www.race2win.net/wc/03/twfrengine.html |archive-date=2006-10-27}} Robert Yates on Modulars in Winston Cup.[http://www.catchfence.com/html/2003/pm050803.html] Robert Yates saw the light.{{cite web |url=http://www.mustang50magazine.com/techarticles/138_0309_yates_robert_engines/index1.html |title=Reality Racing Inside Robert Yates Racing Engine Shop |access-date=2006-05-22 |url-status=dead|archive-url=https://web.archive.org/web/20061020074002/http://www.mustang50magazine.com/techarticles/138_0309_yates_robert_engines/index1.html |archive-date=2006-10-20}} "While we know Robert Yates is personally interested in promoting the Modular engine for Winston Cup..." Roush-Yates supplies a naturally aspirated{{cite web|url=http://mobilelink.caranddriver.com/reviews/car/06q4/2007_ford_mustang_fr500gt-road_test |title=2007 Ford Mustang FR500GT – Road Test – Auto Reviews – Car and Driver |publisher=Mobilelink.caranddriver.com |access-date=2010-04-15}} {{cvt|550|hp|kW|0}} 5.0 L Cammer for use in the Mustang FR500GT3 and Matech-Ford GT3 which participate in the FIA GT3 European Championship,{{cite web|url=http://jalopnik.com/cars/news/ford-fr500gt-mustang-to-go-after-european-fia-racing-with-some-serious-man+boy-action-244830.php|title=Ford FR500GT Mustang To Go After European FIA Racing With Some Serious Man-Boy Action|first=Ray|last=Wert|website=jalopnik.com|access-date=2018-03-31}}{{cite web |url=http://www.matech-concepts.ch/img/construction/Specsheet-FGT3.pdf |title=8563_ford GT3:GB |access-date=2010-04-15 |url-status=dead|archive-url=https://web.archive.org/web/20090419095444/http://www.matech-concepts.ch/img/construction/Specsheet-FGT3.pdf |archive-date=2009-04-19}} and a naturally aspirated {{cvt|665|hp|kW|0}} 5.3 L Cammer for use in the 2010 Matech-Ford GT1 that competes in FIA GT1 World Championship.{{cite web|url=http://www.matech-competition.ch/index.php?page=techspec&hl=en|title=Auto Matech Competition – Auto Motors Matech Competition|website=www.matech-competition.ch|access-date=2018-03-31}} The {{cvt|5288|cc|L CID|1|order=flip}} Cammer's extra displacement is achieved via a {{cvt|3.75|in|mm|2}} stroke.

On February 28, 2005, the Koenigsegg CCR used a modified, Rotrex supercharged Ford Modular 4-valve DOHC 4.6 L V8, which produced 806 hp (601 kW), to achieve a top speed of 241 mph (388 km/h). {{citation needed span|This engine used a bore of 94.6 mm (3.725") and a stroke of 94 mm (3.700).|date=November 2018|reason=This combination of bore and stroke results in a 5.3 L displacement, while the CCR has a reported 4.7 L engine}} The bore was achieved using Darton M.I.D. Sleeves. This certified top speed was recorded on February 28, 2005, in Nardò, Italy, and broke the McLaren F1's world record for fastest production car.[http://www.koenigsegg.com/record_pressrelease.asp Koenigsegg World Record Press Release] {{webarchive|url=https://web.archive.org/web/20080522085519/http://www.koenigsegg.com/record_pressrelease.asp |date=2008-05-22 }} The accomplishment was recognized by Guinness World Records in 2005, who gave the Koenigsegg CCR the official title of "World's Fastest Production Car." The Koenigsegg record was broken several months later by the Bugatti Veyron. This engine is the basis for Koenigsegg's twin-supercharged flexible fuel V8 seen in the CCX.

On March 11, 2018, the team at Modular Motorsports Racing (MMR) used a modified (billet aluminum tall deck) Coyote engine, which produced over {{cvt|3500|hp|kW|-2}}, and set the world record for the fastest Ford Modular & Coyote engine ever in the {{convert|1/8|mi|m|0}}, with 3.83 seconds at {{cvt|202.29|mph|km/h|0}}. This beat the previous {{frac|1|8}} mile record, and made MMR’s record the first within the 3.8 seconds zone, and first to break the 200 mph mark in the 1/8 mile.{{cite web |url=https://www.bradentonmotorsports.com/ |title=Bradenton Motorsports Park}} located in Bradenton, Florida, during an event sanctioned by the National Muscle Car Association] (NMCA). The accomplishment was recognized by sanctioning bodies, such as the National Muscle Car Association (NMCA) and the National Mustang Racers Association (NMRA), granting it the official title of the "Fastest {{frac|1|8}} Mile Modular / Coyote-Powered Vehicle in the World."{{cite journal |url=http://www.dragzine.com/news/mark-luton-first-into-the-3-second-zone-with-ford-coyote-engine/ |title=Mark Luton First Into The 3-Second Zone With Ford Coyote Engine |first=Brian |last=Wagner |journal=Dragzine |location=US |date=2017-03-16 |access-date=2017-03-31}}{{cite AV media |url=https://www.youtube.com/watch?v=hhibsbTP7UI |archive-url=https://ghostarchive.org/varchive/youtube/20211222/hhibsbTP7UI |archive-date=2021-12-22 |url-status=live|title=The Real 2017 Worlds Fastest Ford Modular / 5.0 Coyote / Small Block Mustang – built by MMR |last=MMRMUSTANG |date=2017-03-14 |access-date=2018-03-31 |via=YouTube}}{{cbignore}} On March 10, 2019, MMR announced that they had topped their previously-held record from 2018. The team’s new records were 3.817 seconds at 204.17 mph (328.58 km/h).{{Cite web|date=10 March 2019|title=Team MMR resets the Ford 1/8 mile record|url=https://m.facebook.com/ModularMotorsportsRacing/posts/2402952226606274 |archive-url=https://ghostarchive.org/iarchive/facebook/1448716368696536/2402952226606274 |archive-date=2022-02-26 |url-access=limited|access-date=24 October 2020|website=Facebook}}{{cbignore}} The record was accomplished with MMR’s GenX 351 cubic inch Coyote-based engine platform, that featured a "new billet manifold" and other various engine updates.

On November 23, 2019, Modular Motorsports Racing (MMR) with driver Mark Luton set the world record for the "world’s fastest Ford-powered vehicle in the quarter-mile," with a 5.67 second pass at {{cvt|265.43|mph|km/h}}. The record was accomplished with a Coyote-based engine which featured factory Ford cylinder head castings, valves, lifters, and followers sitting atop a MMR designed billet reproduction of the factory architecture Coyote cylinder block. The specifics of the engine are described by Luton as being a "351 cubic-inch billet MMR block that has a [https://bryantracing.com/ Bryant] crankshaft, [http://www.bmeltd.com/rods.htm BME] rods, and MMR pistons that are manufactured by [http://manleyperformance.com/ Manley]," in addition to "cylinder heads [that] are a factory cast head from Ford… that work with the twin 94 mm turbos from [https://www.garrettmotion.com/racing-and-performance/performance-turbos/ Garrett]."{{Cite web|last=Wagner|first=Brian|date=26 November 2019|title=Mark Luton Resets Coyote Record At SCSN With Blistering 5.67 Pass|url=https://www.dragzine.com/news/mark-luton-resets-coyote-record-at-scsn-with-blistering-5-67-pass/|access-date=24 October 2020|website=Dragzine}} The elapsed time and mph records were recorded at the Las Vegas Motor Speedway, during a qualifying race hosted by [http://www.streetcarsupernationals.com/index.html Street Car Super Nationals] (SCSN).{{cite AV media |url=https://www.youtube.com/watch?v=hatIAi8wS-0 |title=Worlds Fastest Mustang - A Fans View from the fence line at Las Vegas Motor Speedway! |publisher=Modular Motorsports Racing |location=US |date=June 18, 2021 |access-date=2025-01-28 |via=YouTube}}

Starting in 1996, Ford began installing a DuPont Zytel nylon-composite intake manifold onto the 2-valve SOHC engines. Plaintiffs in class action lawsuits alleged that the coolant crossover passage of these intake manifolds may crack, resulting in coolant leakage. A US class-action suit was filed on behalf of owners, resulting in a settlement announced on December 17, 2005.{{citation needed|date=October 2012}}

Starting with the 2002 model year, and implemented halfway through the 2001 lineup, Ford began using a revised DuPont Zytel nylon-composite intake manifold with an aluminum front coolant crossover that corrected the issue. Replacement intakes were also made available for 1996–2001 engines.{{cite web|url=http://www.detnews.com/apps/pbcs.dll/article?AID=/20051217/AUTO01/512170310/1148|title=Ford, plaintiffs finalize manifold suit settlement|work=Detroit News|access-date=2005-12-17}} To be eligible for reimbursement, owners needed to contact a Ford, Lincoln or Mercury dealer within 90 days of December 16, 2005. Further, Ford offered an extended warranty for this part, for seven years from the start date (which means the initial vehicle sale date) without a mileage limitation.

The following vehicles were included in this class-action suit settlement:

• Mercury Grand Marquis, 1996–2001
• Lincoln Town Car, 1996–2001
• Ford Crown Victoria, 1996–2001
• Mercury Cougar, 1996–1997
• Ford Thunderbird, 1996–1997
• Ford Mustang, June 24, 1997 – 2001 (some vehicles)
• Ford Explorer, early 2002

2-valve 4.6 L, 5.4 L, and 6.8 L engines found in many 1997–2008 Ford, Lincoln, and Mercury vehicles may have aluminum cylinder heads with threads for spark plugs that are stripped, missing, or otherwise insufficiently bored out. Ford acknowledges this issue in Technical Service Bulletin 07-21-2 as well as earlier TSBs. Ford's TSB does not state that this issue is caused by owner neglect. For vehicles under the New Vehicle Limited Warranty, Ford will only cover the replacement of the entire cylinder head; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty. Ford's only authorized repair procedure for out-of-warranty vehicles is to use the LOCK-N-STITCH aluminum insert and tool kit.{{cite web|url=https://www.fleet.ford.com/showroom/CVPI/pdfs/TSB072102SparkPlugThreads.pdf|title=Fleet Showroom - fleet.ford.com|website=www.fleet.ford.com|access-date=2018-03-31}}

3-valve 5.4 L and 6.8 L engines built before 10/9/07 and 3-valve 4.6 Ls built before 11/30/07 found in many 2004–2008 Ford, Lincoln, and Mercury vehicles have an issue with difficult-to-remove spark plugs, which can cause part of the spark plug to become seized in the cylinder head. The source of the problem is a unique plug design that uses a 2-piece shell, which often separates, leaving the lower portion of the spark plug stuck deep in the engine's cylinder head. The 2-piece OE spark plug design is intrinsically flawed, thus making it susceptible to this problem. Ford acknowledges this issue in TSB 08-7-6 as well as earlier TSBs. Ford's TSB does not state that this issue is caused by owner neglect. The TSB provides a special procedure for spark plug removal on these engines. For situations in which the spark plug has partially broken off in the cylinder head, Ford distributes multiple special tools for removing the seized portion of the plug. Their TSB explains the multiple procedures required for handling the different cases/situations that occur when parts of plugs are seized in these engines. This repair is covered for vehicles under warranty; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.Ford TSB 08-7-6

• List of Ford engines
• List of Ford factories

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{{Ford engine timeline}}

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Modular

Category:Goods manufactured in Canada

Category:Motor vehicles manufactured in the United States

Category:V8 engines

Category:V10 engines

Category:Gasoline engines by model