Every trick in the book. DOHC, DI, VVT, super high rev, high compression and multi valves. It is quite the piece! I’m a Hemi guy but you have to give credit where it’s due.
The second 2011 hit, and I saw Ford was releasing a 5.0 again, named a dang 'coyote' I wanted one immediately. I grew up, got a job and got a 16 GT last year, I'm super in love with the car. Bringing it out to 7200 and shifting just feels different and gives a new appreciation for cars to me. This is a seriously legendary engine, and in my opinion will go down in history of top 10 engines of all time; in America at least
Sounds awesome brother, I have a 2011 Ford F150 with a 5.0L Coyote V8 in it with 147,000 miles on it still going strong and its a beast and it sounds like a beast with the Borla ATAK exhaust on it.
@@CJColvin cool. I prefer to leave the "beast performance" to cars like my BMW. My truck is for towing and whatever else I decide to do with it, but speed definitely isn't a good quality for a real truck. RAM TRX, RAPTORS are stupid. Their just pavement queens, might as well bought a car. Especially when most guys who have trucks just go MALL CRAWLING🤣
@@CJColvin Same here, my '14 Ford F150 has the 5.0 coyote as well and it sounds so good when you get into it even completely stock. Even the intake noise is so good.
the Ford Mustang is simply the best NA platform out there, FOrd literally gives you a Mustang with a third of its potential. the ten speed 5.0 Mustang is a budget super car.
I'm familiar with 4-valve motorcycle engines and two valve motorcycle engines there is a pretty big difference in horsepower on the dyno and especially the cylinder heads at low lift on a flow bench the four valve flows a lot more air at low lift just my experience but this is not set in stone there's an advantage to having four small valves versus too big valves the two big valves are heavier and they will float before the four small valves float just saying
more small circles can consume more area of a larger circle they are fit in.. more valves should allow more air in and out as you open more of the cylinder with eqch breath. yamahamma made a 5 valve for q second!
Amazing break-down analysis, I would love to see the difference between the 5.0 and the 5.2 predator and Voodoo motors. From what I hear, they are all from the same family.
@MT82 Man Pedal I don't know if you all understand what I'm saying, the 4.6 and 5.4 are a part of a family of engines that are different from the Coyote platforms.
It actually didn't because there's a video where two teams built essentially identical motors (one an LS and the other a Coyote) with the same budget and the LS took more abuse then the 5.0 and withstood more hp before they both gave out. Facts bro lol
Coyote has been my favorite tuning platform to work with, there’s so much aftermarket support and they’re pretty simple engines to understand and work with. It’s almost like the ford engineers thought about the aftermarket world when designing a lot of what they did.
Great explanation! LS and LT motors are stout out of the box and NA make more power than Coyote and weigh less (about 7/8ths). But when boost comes into the equation, the Coyote really shines. Need way more mods on an LT to make the same power. Hats off to Ford, here.
I hear 700 from a used LS even 5.3 with boost and ring gap 700 and go a little further building the short block and 1000 is right there. Also, LS7 heads flow 300cfm with only 2 valves and rock right to 7k then a cam and more
Great Informal video! I love Hemi’s, but I have always been a Mustang Man! I have owned a 2011 SRT8 392! It was BEASTLY! Loved it! I traded it in for a RoushCharged Stage3 California Special Mustang!😮🤟🏾I am Loving this Gen 3 Coyote, BUT………… Ford can’t figure out how to get the Check-Engine light off! After 10 attempts, Lawyers are involved. I don’t want to sell the car back, and anyways Ford refuses to buy it back, because I bought it used. Advice, Thoughts?
It’s funny because when somebody does a “swap” they go for the coyote! FALSE the best motors out there are the LS And Lt for ability to produce HP and dependability oh and size. Coyote s are huge motors and take up slot of space that the ls and Lt don’t. Also the coyote isn’t even fords best motor.
The only statement that bothers me is ‘’ DOHC is newer technology’’ which is couldn’t be further from the truth. DOHC was 40 years before SOHC. SOHC is the “newer” technology.
I love mustangs, and I own a 89 mustang. I want to swap it and give it 600HP-700HP however I don’t have all the money in the world. I’m cheap aswell, I don’t like spending money unless I need to. Ideally I’d like to put in a Coyote however I feel that the LS is the cheaper option. It’s also cheaper if I break something. But that’s me.
Great video all around, well edited but id like to disagree, sure the coyote might make more power comparing it so as LS or LT stock for stock or comparing them with low amount of modifications but when you want to make real power, 1500+, the coyote cant compete, and when it does, all it takes is their nice cool design DOHC chain to break to cost you a new motor, which is another reason i think the LS and LT are better, they cost 1/5th the price, are far more available, and way easier to work on. You also said they are "more potent" for their size when they are huge engines physically, only 5.0L but they are bigger than a 7L or 7.4L LS/LSX i just don't see the coyote better in this matchup although being a great motor
People make 1500+ with coyotes fairly reliably all the time. And there are several aftermarket fixes for the OPG and secondary timing chain issues. Just like there are a bunch of fixes for the LS trunion failures and DOD lifter failures. And if you actually take measurements of a coyote vs an LS/LT the difference isn't THAT drastic. The coyote just looks way bigger.
@@codyslaughter4678 the size is drastic enough for people to avoid swapping them into smaller cars. It's way wider and taller at 2L displacemt disadvantage.
I like the Coyote engine but you cannot engine swap like Chevy LS engine and Chevy LT any cars and trucks and SUVs LS engine and LT , second Dodge 5.7 Hemi , 6.4 Hemi, 6.2 Hemi, SRT8 6.1 ,5.7 Eagle Hemi R/T 2003-2010.
Any idiot can make a powerful engine, but making an engine powerful and reliable and not turning into a pile of trash or flipping off the road after stepping on the gas a few times is is a whole other story
Stock 5.0’s do not like boost. Stock ls motors like boost, But let’s be honest. Even if a coyote motor was a more efficient motor when it comes down to it it’s about cost. LS parts are cheaper. More importantly, it’s not hard to swap out a camshaft and an LS motor. Compared to spending a gaggle of amount of money to throw in a supercharger injectors in oil pump gears in a 5.0 a reason why most people get an LS and just shove it with boost.
Havent watched the full video yet but me personally stock LS vs stock coyote, coyote alllll day. But if i was picking an engine based on how much power i can make with aftermarket parts, LS for sure
Great video broseph! I agree with just about everything you said. But those Cyotes don't hold the SBE records. Not to mention the swap capability. Big package for small displacement. Would you trust a yote in a boat? (HA!) I swapped my 23' Chris Craft Scorpion with a 02 SS LS1 and she makes close to 550 at the crank. I can pin That engine at 6500rpm all day. I wouldn't dare try that with a Coyote. Although I am interested in the 7.3 Godzilla. Maybe a video you can make? Keep it up!
@@169abr - no I wouldn't cause of the dohc timing chain. 6500rpm for 20+ minutes pushing a 5000lb boat would scatter that motor all over the ocean floor....
@@bills2999 look up what the coyote went thru to go into production, it was ran at max RPM for a while then flushed with ice water then spun right back up. People have smacked a turbo on those and run them on boats for a while now.
Yeah you're gonna get ripped because you're being biased. "You still need to acknowledge how good a Coyote does for its relative small displacement." That's fine but that's where it ends. Coyote's are not small, nor cheap, nor user friendly. I love the word salad you spit out when explaining how you can use a Coyote in a Foxbody by literally frankensteining three generations of engines and then go on to say that you can do so much with these engines out of the box. I guess we should ask all those guys running LSXs in their Mustangs which is the better choice. Last time I checked there weren't any F-bodies running a Coyote. I'm sure there's one out there somewhere, but that's it.
I have had all three stages of the 5.0. First 2011 (412)mustang, 2015 ( 455 Aluminator Ordered car) mustang, 2018 F150 Lariat 5.0. All great engine. And course I got the 2020( 760) Ordered Shelby GT500. Love Them. Raptor R up next.
My wife has the coyote.....I have the voodoo. Both are boosted. Youre right when you say they love boost. I make 950whp on a good tank of E85 and walk pretty much anything in my area. I wasn't ever a ford guy until I understood that's how you make power.
My old gearhead dad always told me the secret to any V8 is in the heads. Getting them to breathe is what helps them turn out high power and RPM. If you've ever noticed a coyote torn down it's actually a very small block with very huge cylinder heads..
Well, I have a bone stock 2012 coyote; it just rolled 306k and apart from plugs, nothing has ever come out/off of the motor. Only uses .5 quarts of conventional oil between 5K changes. No complaints here. Id get another one once it dies.
I come from the Supra world (5MGE, 7MGTE, 1JZGTE, 2JZGTE) and i love learning about other engines. This video was fantastic, no biased opinion just facts and great explanation. Look forward to future videos you break down like this.
@@marcelk3847 for a stock build coyote is the best american engine by far. LS and hemi only great because the simplicity but thats also limiting. i prefer a dohc engine it just makes more sense to make more power.
I enjoyed this lesson. I am a Nissan/Mitsubishi driver, but I was always curious about the Mustangs. The Coyote is a formidable beast. If I can find one overseas where I work, I may buy one.
You're correct that it's it's "easy mode" with a coyote that you don't have to go into the motor...until you do. If you're just slapping boost on one 500-700ish hp is pretty easy. But if you want to build a coyote for more it is a more sophisticated engine than the LS. The coyote in my drag car has vvt deletes and locked cams and let me tell you, I've gotten really good at degreeing cams when I decided to build a coyote. I also learned a lot more about things like cam timing and overlap messing around with these things then I ever did with sbc. In fact, I so fell in love with the coyote I swapped on into my old camaro 😁.
@@piuthemagicman I have a few short video clips on my page if you're interested. I finally got around to buying a gopro camera so I should be able to post some videos of it at the dragstrip this spring. Went 10.95 at 130mph on 5psi of boost last year. My goal is low 10's this year.
@@StonkeyKong Pretty much anything to your liking with a small block chevy in it - tons of different cars and pickups had them. It's a tough engine, most versions respond really well to bolt-ons, parts are cheap and everywhere, info on how to build them is everywhere. There are small block Fords and Mopars but they're a little bit less popular so not quite as much aftermarket support but still really good options. If imports are more your thing 90s civics are still pretty plentiful and have a ton of support too. Not as much power but you don't need as much in a lighter car.
@337Speed Australian guy here... I just wanted to say a huge thank you. I've learnt more about the various US built engines here on your channel than I have in years watching hundreds of other videos RU-vid.. Seriously... you know your sh*t and I love your videos. Much respect. - Perth, Western Australia
@@beastmaster415 I also really like how they each have their own character, used to be a hemi guy when I was younger but as I get older I appreciate them ls's and coyotes more since they're good at different things
@@scordatura9259 And at this point it’s pretty hard to say any engine is directly better then the other… Almost all these new muscle cars will make 800 Whp with some somewhat basic changes.
There are certain aspects that make the 5.0 better. But I still think the LS3 was the best v8 of the past 20 years. They were simple, reliable, sounded great, and can handle enough power. The newer LT series I do not like. They added all the new stuff like DI, AFM, and VVT. I would buy a 5.0L over a LT1 and do currently own a gen 3 5.0L.
@@james10739 why. Coyotes flow better rev higher and make more hp without a struggle. RIGHT OUT OF THE BOX. But make sure u go the 3-2-1 method like this guy said in the video to make good hp reliably
@@motorlife5239 not to mention if we’re talking end goal… the ford modular platform has been in promod cars making upwards of 3000+ Hp for almost 2 decades… the LS platform is not nearly as footed at that power level and not to mention dodge and the new HEMI is basically nonexistent at that level. Not that it really applies to you and I but it’s still cool to know there’s a factory ford crank and engine block out there making 3000hp 🤣
Just discovered this channel! Love your engine comparisons! Very well informed, and yet entertaining and not dry at all!! Love it!! More videos like these would be awesome for newcomers to the community! Or long time nerds like me who just love seeing every possible POV about the topic!
The 5.0L Coyote V8 is definitely a beast. I have a 2011 Ford F150 with a 5.0L Coyote V8 in it with 147,000 miles on it still going strong and its a beast and it sounds like a beast with the Borla ATAK exhaust on it.
I am a mechanic and have lots of ls and coyote engines laying around. Couple things not mentioned are cam swaps are easy on a coyote. No measuring push rod length and no need to degree the cam. Then the biggest thing I love about working on a modular engine is no accessory brackets.
Explain, in detail, how lining up 2 dots, on 2 sprockets, and hanging ONE chain, is HARDER than indexing 4 chains, on 5 sprockets, with 5 different marks. Also GM did not use a degree wheel on the million + LS engines they shipped, and neither do you have to, if you don't want to. Also, dozens of cams are available in stock base circle, require zero pushrod changes. Sounds to me like despite you being a mechanic, you've never touched and engine with a wrench, and sure as hell not a Coyote. One valve cover has more fasteners to remove than the LS cam swap total. You really don't know what the hell you're talking about, do you ?
@@jamesgeorge4874 sounds like you only play around with stock ls stuff. Put an adult size camshaft in and you start changing base circle. Put aftermarket heads on and you always check push rid length. Zero deck the block and then checking it again and ordering custom length push rods. The after that you have to degree the cam. If you think it takes a lot of time to line up a couple more dots then grab your box of crayons and your retard helmet and leave this to the pros.
@@jamesgeorge4874 thank you I was about to type out the same exact thing. Dual overhead cams are a nightmare to clock. Most coyote guys just leave it alone until the timing chain snaps.
@@SuperSilvi1990 to be fair, I've done major engine work on Ford, Dodge, and GM V8's for a long time, the new Hemi, and LS family are much easier, Ford has been on a mission to make technicians life hell since 1997. You should work on the 6.7 Powerstroke, every decision made about servicing that engine, had punishment in mind. I was a pretty hardcore Ford guy, untill I started fixing them.
Great video! The boss302 roadrunner does come pretty much built from the factory, with the forged crank ect. Also Gen 1 are safe anywhere in the 600s, it's once you make 700+Rwhp you'll pop it. Oh and OPGS are only a issue if you're bouncing off the limiter.
@@JamesWilliams-dj2bp North of 1000Rwhp. The boss came with a forged crank, with pistons & rods. As well with boss specific cams, heads, valves, & valves springs. Gen 2 got some of these goodies, but not everything.
All you got to do is take the pistons out and gap the rings to 30 thousandths. Then they are good for 900 hp all day. The number one reason stock engines fail, while being boosted, is ring gap. Nobody bothers taking the pistons out and gapping the rings for boost. Before throwing 20 psi on stock gap. 🤣
I have a 540hp 5.3 LH6 Trailblazer SWB. It's pretty fast and sounds unbelievable with its stg 3 cam, custom heads, and upgraded valvetrain and forged internals. 3k stall, American Racing longtube headers running to X-pipe and Spintech mufflers make it sound phenomenal. One thing I learned is there is always something bigger and badder so enjoy other people's rides and enjoy yours. We live in the greatest muscle car era ever. Its gonna be gone soon so enjoy it.
Nah chief, this was a really well explained and thought out video. Father was a Chevy Man, grew up to be a Dodge/Mopar man, and learned to appreciate Ford. Right now I just love anything combustion, and badge loyalty isn't a thing anymore and grew out of that phase. I just appreciate great engineering, same can't be said for others who have their Bias. Looking forward to hearing about the Gen III/IV Hemi's. Thought I already know what's coming...price tag of a Ford, and none of the LS benefits/accomplishments. Honestly aftermarket Gen II Hemi's are a better option IMO. It hurts to say coming from a guy who loves Dodge, but I acknowledge faults when I see it. Also, would love to see a short thoughts and opinions on Ford's recent Godzilla
@@josefrobbins8781 have you seen what hemi style non dodge engines can do? Like proline, noonan, morrison, etc etc. Hemi & Chevy style motors still whoop ford pretty much most of the time still.
@@lordpula1193 Yep, I've heard of those guys. Sonny's and Arias are one of the greats who have experimented with the Chevy Block-Hemi Head combo, and you've got some of the greats like Brodix Chevy Blocks, John Kaase with Ford, and Keith Black for Chrysler/Dodge. So yeah I'm aware of the world of aftermarket, and the companies that build race engines. Though the topic at hand is running a stock factory block, and finding it's limitations build or budget wise, and not using a race block. A company like Proline makes just full blown race engines, and I wouldn't even call their engine based on the Gen II Hemi, and more like a tribute to the Gen II because the Proline shares no similarities with the original Chrysler's 426 aside from the 2V Hemi Combustion chamber, the use of a 4 bolt mains, and maybe the Valve cover design.
@@josefrobbins8781 Yup so many, dart too. Sonny's is more nitrous or na based but still. Even excluding proline and most of those, chevy and hemi from factory engines still best and beat ford's engines. You have to build them but even stock for stock hemis and chevy based engines still make over 1000 hp not built. fords need to build them too otherwise they're sitting bombs. Point is whether from factory or the at the highest levels it's mostly chevy, dodge and all their counterparts. Fords is every now and then. Even then it's a ford body or chasis with a hemi or chevy swap.
5.0 is a great platform no doubt . But your wrong a c7 zo6 can make 1000whp bone stock with just fueling upgrade and a blower swap from the smaller stock 1.7 blower to a Ysi or f194a and make it all day reliably.
".....How 5.0 Coyote Engines Beat LS and LT....." Do they? They're bulkier, more complicated, more expensive, about the same weight but 50-to-100 c.i. smaller, and no more rugged. Aftermarket parts cost more, and are less easily found. An LS is pretty much THE choice for engine swaps, into virtually every car (except Mustangs). And I'm saying this as a non-Chevy fan.
I have a 2011 F150 5.0 best truck I owned. Has 224k miles and used it for many road trips. The most I ever had the truck do, was towing my other car from STL to LV. Very reliable and smooth power delivery. I know the truck 5.0 is different than the mustang 5.0. But regardless the 5.0 is a very good motor. One day I’ll get a gen 3 10speed 😉
Present day I have a ‘12 F150 Coyote with 65,000 miles. I have an aftermarket exhaust system and it sounds just like its coupe comparison sister. Gosh I love the truck, lowering it soon and putting some love into the engine. But Im sure it’ll be very appreciative of the power I put behind that crank. One other thing I noticed is while Coyotes also love hogging air into the intake, when you downshift in those trucks/stangs, the backfire is one of the scariest noises Ive ever heard. Its sure enough to make a whole daycare wet themselves lmao
@@enigma9789 why would I own one after knowing from everyone’s experience with the EB? I did my research while I was looking for an Ford F-150 and I’ll gladly stick to the 5.0 motor.
Ford Australia and FPV used a blown 5L in the FG and FG-X cars, and they sound delightful! They make big power with just a tune. 335kW and 570Nm in standard form, but most of us believe these numbers are understated, and are closer to 400kW, as they dyno over 300rwkW in stock form (the GT-F at least!)
@@usandthagunns3922 if this is their best then that sucks because many motors take it out. I had meant many ford body chasis use gm or hemi style swaps. Only dumb people's would put a ford motor in a non ford chasis ha.
@@usandthagunns3922 They would if they could. People dont because the engine is very big compared to a LS and way more expensive compared to a LS doesnt mean it isnt one of the best engines.
have fun with that....due to the lack of a balanceshaft to counter-act the flat-plane crank design, the 170g's of lateral movement vibration from 7250-8000 it just keeps breaking starters, bellhousings, and even in some cases breaking the track-pack oil cooler right off the side of the block...JUNK!
Can you compare a 5.0 coyote to a 5.4 dohc (ideally from gt500) and maybe throw in 4.6 dohc if they are close enough. Debating on what to swap into my new edge. Thanks!
That's the tradeoff here. You get to choose the better head, or the larger block. I think I like the ohv better though. It's easier to get the GM engines to rev than it is to increase the displacement of the coyote. I also like the fact that ohv engines fit in smaller engine bays.
@@MichaelWittner pushrod engines have yhe classification of OHV. Yes all engines are OHV but they do not have cams above them. Imo easier way to say ut is CIB or cam in block
It’s funny how haters will be haters no matter how good something is, some of the comments just go to show that if God himself created an engine superior to what a fanboy is loyal to they wouldn’t acknowledge its superiority…
the ls3 makes similar to more power on boost with cam and there are heads flowing 360-380 you can buy to make 800rwhp. put forged pistons and rods and make 1100 reliably
@@losifer3867 800-950 rwhp stock bottom end ls3 light boost. 1100 forged internals, never break beating on it, 1300-1500 rwhp on stock aluminum block with aftermarket sleeves, and lsx iron block for higher power drag builds. 1200 has been dynoed from stock rotating assembly 4.8 truck ls engines. try that with a 12 to one compression 5.0 and see what happens. without e85 or race fuel and an expert tuner, over 800 power levels on pump with a coyote will explode. over 800 with any platform requires full 20000 dollar builds to live for a while regardless. you are an ls newb my friend
that was great. I always thought the only way to go would be an LS swap. I'd love to do a Coyote swap on one of my Crown Vics whenever (or if it ever) wears out. But they seem so well made that they will probably outlive me.
I had a 2003 Crown Vic with 300k on it. It was my first car. Just sold it. I just had to add some oil every couple thousand miles. Changed the coil packs and spark plugs but besides only a few other minor mechanical things it runs great. The 4.6 is one of the most reliable engines ever made in America.
Ur gonna spend less than half on an ls than a coyote 5.slow. hell even the lincoln continental guys build turbo ls engines for roughly 6k rather than a bone stock coyote for12-15k
If the coyote’s love air so much then how come they struggle to make power N/A? How does my 416 h/c genv LT1 make 730whp all motor?🤔 simple build too. You can make 1000hp with a more aggressive LS build.
You're not making 1000hp NA from an LS build, and that point nothing will be stock and you might as well just buy a crate motor for 20 grand. A few people have gotten 850+ from the coyote all motor.
The LS will remain the king of swaps for two reasons #1 They are cheaper #2 They are a MUCH smaller physical package. 7L LS is significantly more compact than a 5L Coyote.
Not really because barra with a few bolt on can beat LS but getting it here in us from Australia is a different story but ls are nice but barra lighter and better.
@@Goldenjews1234 no barra is not better it depends what the application is how much money you want to spend and whether you prefer a 6 or a 8 l have a ls with bolt ons and nitrous and it beats plenty of barras with bolt ons 😁👍
More complicated more maintance more expensive to modify 3 times the size and weight for less displacement oh and timing chains that have to be replaced every 50k milesn
3:49 that’s not it, what your noticing is the difference between supercharging and turbocharging, not head flow differences because hellcat heads flow around 340cfm. It could be because the valve train on the coyote works better all around the rev range/ makes power higher but idk. For comparisons sake I believe the 6.4s flow around 360-380 and with a hellion twin turbo kit at 8lbs they can make 700whp
There’s more to it than cfm. The way the air flows in 2 valves has less static pressure and can flow more with less boost. It’s why Jon Kasse doesn’t like giving cfm flow numbers. He says to look at the horsepower numbers because the flow number doesn’t tell everything. If you don’t know who Jon Kasse is he’s probably the guy who’s won the Engine Masters challenge more than anyone.
Everybody says that but it’s actually very similar cost nowadays to get the same ore more power out of the 5.0. Just the initial purchase of the block from a junkyard may be cheaper due to it being older and more out there
Very informative, love my 10r80 gen 3 coyote and have had a fbo Gen 1 V love both motors just astounding how capable the coyote is out of the box like you said boost fuel system and OPGS 🤣
@@169abr yes it’s a good safety precaution tho, manual cars need it more lund even states it can be optional for auto cars due to how they shift. If you have 2 step you want it tho.
I love my gen 3 coyote. Put it on the dyno and straight from the factory it made 412 wheel horsepower. Now I've added a Roush X pipe, steeda CAI and an E85 tune. I'll find out my new numbers next month which I'll post on my channel.
Yea I just sold my mustang still sad. Was a 2017 ecoboost. With just an intercooler, downpipe and a tune thing made 403 wheel with 460 tq but made over 400 tq at about 2000 rpms. Funny how the small ecoboost engines are torque monsters while big displacement boosted coyotes are hp monsters. Wonder why coyotes for making so much hp make so little tq till it's way up high.
Yep, all true, but, price, availability, aftermarket support, and simplicity is why the LS is more prevalent. Good video regardless. Thanks for content.
I like the DOHC 4 valve design. I have an 83 CB1000 custom where that tech was introduced to the states in the late 70s early 80s bikes. My bike makes 100 hp in low compression air cooling. Fascinating!! But in V8’s displacement rules. And the cam in block design allows 50% or more xtra displacement. I like the coyote like I do my 2 motorcycle engines both Honda 1000’s. The Custom n the 2005 CBR. The Coyote people say the LS needs more displacement to beat the Coyote. Well make the coyote 8.0 liters. I’m actually considering a Coyote mustang. Narrowing it down 240i, mustang, gen 6 corvette or a Toyota Soarer.
Can you talk about why the LS 4.8 holds more power with boost than the coyote? I mean all the 4.8L LS needs is turbo cam, fuel, and tune with the turbo amd it can make way more than any generation coyote there is.
No it certainly can not. Richard Holdener has dyno videos proving what you just said is a lie. The coyote will handle well above 1000 hp with just ring gap.
I give Coyote motors props where they're due . You can put a ton of boost to them and they make outstanding power . When you brought up the reliability of the coyote past 600 horsepower not being that great is exactly why I made the decision for a 7.0 LSx small block ( from blueprint ) from Summit . 650 horsepower out of the box . Works with the stock truck computer . Around 10k . Very reliable . Can I say I make more horsepower per cubic inch than a mustang ? Absolutely not . Can I have 127 more cubic inches from a smaller package than a coyote ? Absolutely . 427 cubic inches with a similar foot print to the 4.8 /293 V8 . That matters . Not only that but you're not touching a complete drop in race ready 650 horsepower coyote with a warranty for 10k . Since the Godzilla 7.3 has come out you especially can't deny the influence of the LS . Godzilla 7.3 uses pretty much the same architecture . Coil near plug , long runner intake , pushrod , skirted Y block , cam in block , 6 bolt mains with cracked bearing caps . It's not a bad thing or a bad formula . The dyno results speak for themselves .
Godzilla shares nothing in common with and ls all those features you’ve pointed out have already been used in the Ford Fe series big block from 1950’s to 1960’s
