the hemi has been around much longer and in WAY more cars so naturally its going to have a much more expansive aftermarket. the coyote is barely half the age and only in the mustang and f-150
@zacharymorris9917 really don't matter when it was started the aftermarket isn't bigger than the coyote. The coyote is endless. At best its equal to if that.
Coyote achievements Brett Lasala quickest proven street legal car on 275s 6.33 @ 225mph sleeved oe block, ported GT350 heads, oem coyote crank. 2500rwhp @ 47 psi Factory sealed coyotes have gone 7s Quickest pass ever with a Coyote billet block but ported oem head 5.67 @ 265mph The highest brake mean effective pressure of any regular mass produced V8. Zero Stellantis engines have matched these milestones. Not even close
@kenphilpot1903 a Viper V10 still hasn't clocked a 5.... John Mihovetz has gone 5.88 at 256mph with an almost entirely oe parts 4.6 4V. 281 in³. Dodge/Hemi = Hype and nothing more
@@chadkent1241 I mean still the fastest / quickest production car . Viper held the Nurburg record for rear wheel drive …/ stock block / head viper ran 6.68 @ 220 . Idk what class but a gen 3 ran a 3.944 at 184.72 this year . Just saying that displacement always wins
Yeah, I was really surprised to learn that the Hemis were still using iron blocks. I would have thought, at least the cars: Challenger, Charger and 300C, would have aluminum blocks for fuel economy and road-handling purposes.
@@AutoGuild, same. I've been a GM guy all my life, but I recently bought a 2022 Dodge Challenger R/T (5.7L) because it's the only car with a V8 and manual transmission that I fit in comfortably (I'm 6' 5"). So far, I love it!
@@luisontiveros6377 It doesn't matter how badass your heads are, if you're using 2 valves, you're wasting surface area, and flowing less air. You can make the valves as big as you want, but because you're cutting 2 circles out of another circle, that is very geometrically inefficient.
@@bubbleman2002 I'll let the past 3.5 generations of two valve wedge head SBC know they're doing something that's literally impossible according to you. 🤣🤣🤣🤣
Not exactly my guy. It's a comparison game no matter what. You start with something/anything then. You do start with airflow. But then you need a piston and compression that'll USE that airflow. The bore shows you how much airflow you can add. You can have 11:1 compression with a 2 litre piston, and it'll never get 3 litres without boost so an intake that'll deliver 3 litres perfectly will deliver 2 litres like shit. An engine IS NOT AN AIRPUMP. It has more in common with you grandma's vacuum cleaner. It's creates a vacuum that it lives off of, it's the reverse of a pump, the only reason exhaust happens is because of the chemical reaction of combustion. In a perfect world you wouldn't have exhaust, just a device sucking in air and fuel and producing nothing but power
I always find that funny. The coyote cubic inch is smaller but has so much crap on it that it still takes up more space. When it comes to engines simplicity saves you money.
@kenphilpot1903 5.7 and 6.4 don't hold power under boost like a coyotes do with stock bottom end. They are iron block...and crate engine vs crate engine they cost the same or the hemi cost more with cheaper material.
@@LordJerinza I agree the head flows more and revs help a lot and just looking at the motor the 5.0 is better in a lot of things . I would like a voodoo one day but for me displacement and tq just feel better and what I prefer . Also have yet to lose to a bolt on 5.0 so 🤷🏻♂️
@kenphilpot1903 the voodoo...is awesome. But honestly they are apples to oranges... OHV is not the same as a DOHC... we really shouldn't compare them. Oh really? I'm getting my fbo mustang together now... it would be cool to have a beer run!
@@LordJerinza they are way different . I’m not a dohc hatter . I know it’s better . But on the street I rather have tq . Obviously not comparing 700 plus cars to “ street “ cars but for semi normal traffic I’m taking the hemi
I appreciate the info! FWIW, the truck Coyote since 2021, uses a different firing order. 351 and 302 HO order vs the OG flathead V8 order for the Mustang. It also uses cast iron exhaust manifolds required for truck durability. The 351 firing order is also for durability as 3 follows 1 instead of 5 following 1 on the same rod journal, theoretically easier on the front main bearing. Also sleeved 5.2 Predator blocks have exceeded 2900 hp using the stock crank.
The Coyote overhead cam engine can be pushed well beyond its factory redline. In my opinion, the limiting factor, which cannot be easily changed by Ford in how ECUs are designed and calibrated, is the amount of computer processing power (which includes both computation and pulse processing) available in the ECU (the core design). The 7500 RPM redline is considerably low for the Coyote engine configuration, it should be closer to 8500 RPM, and we should ask ourselves to make more power Ford looks to a compressor (Supercharger at lower RPMs) rather than pushing the redline higher to give the same HP increase (which could easily support the fuel flow when using both port and direct injection). In its basic form without variable cam timing and increasing the spring rates and type, you could easily hit 9000 RPM, with a rev limit at 9200 RPM. So why does Ford not embrace high revving design. I think, simply put, it does not fit into Ford's available ECU family corporate strategy. With ECU design, when you get close to 10,000 RPM, with sequential fuel and spark for a 4 stroke engine, the electronic design and control strategies change considerably from what would be considered a mainstream V8 family controller, designed to operate at a much lower RPM and have a low cost.
@captainboose8788 Zreo HEMIS have gone 7s factory sealed. Zero have run 6.26 @ 227 mph with oe block heads and crank. Zero have run 5.67 @ 265mph with oe heads. Zero have matched John Mihovetz prepped 4.6 4V running 5.88 @ 256mph with an almost entirely oem engine. HEMI=HYPE
@@chadkent1241 Really going down to the micro records here huh? Not sure what that has to do with my statement, There are Gen3 Hemis running 3s in the 1/8th, Mr. "ain't happening".
For stock Coyote blocks and horsepower, Gen2 is where it's at. Gen2 blocks handle much more abuse than Gen3/4 because of the spray cylinder liners used in these versions.
Really? Do you have proof of this, or are you just saying this to prop up what it is you own? An OEM GEN3 Coyote is good for about 800 WHP before its strength needs to be brought into the equation. At that point you have to beef up the rotating assembly quite a good bit before the block becomes the weak link. It's been 17-18 years, but my member berries are making me think that Ford developed the plasma lining back in the early/mid 2,000's, and Nissan had to pay Ford to be able to use it in the R35 GTR.?.? Do R35 blocks have strength issues? This was before Ford introduced it in the 13/14 GT500. Are the 5.8L Modular guys struggling with supporting high HP #'s due to the spray in linears, and are they comverting to 5.4L blocks, or aftermarket resleeving? How many people are supporting well into 4 figure #'s with factory 18+ blocks? Why would high HP just destroy the factory lining? GEN3/GEN4 Coyotes use big/longer/stronger head bolts than GEN1/GEN2 Coyotes (went to longer 12MM bolts from the older 11MM bolts just like GEN5 LT did compared to LS) so why isn't this ever factored into block strength when comparing factory GEN2 to GEN3 blocks?
@@JROC734The biggest factor I believe in making a stock GEN2 better for high hp boosted applications is the 11:1 compression vs the 12:1 in the Gen3. 11:1 is right in the sweet spot where as 12:1 is right at the limit where you wanna be on a boosted application running pump fuel. This means you can run more aggressive timing on the GEN2 before detonation becomes an issue.
@@Thechildishmandingo so a Terminators 4.6L is a better engine due to its more boost friendly CR? How about a Hellcat engine? 11:1 is a very high CR for boosting in the traditional sense. For example look at how little boost people used to feed B18C5's and F20C's. The ITR engine had less compression than a GEN1/GEN2 Coyote, where the 2L S2000 engine had the same 11:1 CR. But they were considered too high a compression engines to excel at big boost, but at small boost they would match what many other engines of similar displacement made with noticeably more boost being pushed through them. How many people have pushed stock longblock GEN3 Coyotes into the 4 figure HP range? Probably more than GEN1/GEN2 Coyote have been push there on a stock engine. On top of that GEN3/GEN4 Coyotes can support more boost, and/or compression than GEN2 Coyote without having to pull a ton of timing, whether talking N/A, or boosted due to the fact that it uses dual port injection which is a big advantage to the old port injection setup. Then on top of that it has heads that flow a decent amount better, and it doesn't take as much boost with GEN3 Coyote to = the same power as it does with GEN1/GEN2.
Ford could do that, but I think Ford kinda being cocky . Ford been throwing engines in their cars the size of two Shaq shoe boxes at the opps big v8 engines and still walking the Chevy and Dodges down. Ford is a force to be reckon with that's for sure
@wyattgardner3552 if Ford bump that ecoboost engine up to 4.6L, that engine would walk all over Dodge big v8 engine. The Coyote engine is already too much for Dodge to handle. Now throw a 5.8L twin turbo in that Mustang and Dodge will have to put a 12.4 L engine in their Dodge Demon 170 just to keep up with the Mustang
the coyote is an unbeatable platform if you want to dish out straight fades and even as a die hard gm rider i gotta admit that cuz them things good asl😭😭🙏🙏
Yeah and the BGE has forged crank and forged pistons. Which makes adding a turbo or supercharger less of a danger for the bottom end of the engine. Iron block has more strength for that upgrade as well.
Thank you I’m a ford man but I’m not bias if it runs I will drive it but from a young age I just love the ford motor company we be speaking German Ford motor company but that to rest and if ford want to beat you in a race believe me that will Big new brewery Ferrari found out
Sorry but real street racing is using stock block stock heads stock crank and going low 6's in 1/4 mile at 2500+ hp at over 10hp per qubic inch is the most ever out of a stock block.
I had a 5.0L in a 2012 F150. Supercab short bed 4x4. Adequate for towing a horse trailer and 5x8 dump. I loved that truck. Zero issues until 230k miles. Needed timing redone and exhaust manifolds. Truck was rusted out. Bought a 2020 ram with the 5.7L. Longest wheel base in the 1500, crew cab 6.4ft bed. I like the more low end torque. Coworker's has 65k miles and needed new exhaust manifold studs. Mine has 50k and I'm nervous now.
To say the coyote has a simpler cam swap is not true at all. And I'm not sure why you would even bring up hp/cubic ratio. That figure hasn't mattered since all engines were the same cam in block design. You already stated that the coyote is a bigger engine physically so that makes cubic inch irrelevant
Not sure why the Hemi lost points for 4 main bolts compared to the Coyote? What size are the bolts? In my opinion steel threads are stronger than aluminum threads.
Good vid, first of yours I've seen. I roll a Hemi and think it's a better engine, but I can forgive your Coyote bias. Looks like it's time for an LS vs Hemi version though.
The 485hp on the 6.4 hemi is likely more in the 505hp range considering they routinely put 440+ to the tire through a very heavy Automatic drivetrain and wheel/tire combo. Solid engine. Just wish they didn't have the DoD/VVT BS which causes the lifter failures. Gotta love technology...
If I'm swapping...I'm taking the hemi. Simple proven design, block is stronger, can be bored out larger. No doubt the coyote is a brilliant design. I want low end pull and more displacement.
I owned a 2014 Mustang GT and I currently own a 2018 392 TA. So I have pretty good perspective on the differences here. The two cars are about equal in the 1/4 mile. That says a lot about the larger Hemi engine torque. The idea that it can do the same 1/4 mile while carrying so much more car weight is all about the extra torque. It's tempting to point to the Horse power difference but moving weight off the line is a story of torque not horsepower. What I like about one car vs the other comes back to new vs older car experience and oddly enough it's not the 4 valve per cylinder Coyote that comes off as the "newer" tech experience in the driver's seat. The absolutely coolest thing about that Mustang that I do miss is found in how it more closely resembled the diving experience in older cars. You gotta spin it up to find the power and as you hit the middle of the RPM range it really starts to HUSSLE and GO all the way out to it's red line. Anyone who is older like I am will quickly remember that hot car from their past with the after market cam that sacrificed a lot of low end power to make a bunch more at the top. Between it's live axle, a six speed manual and the Coyote's power band 2014 was the last car produced by Detroit that for better or worse resembled that true old hot rod experience behind the wheel. The Challenger with it's big fat and wide torque curve that starts down low in the RPM range and then carries feels far more modern. It runs hard but it's more linier and typical of most modern V8s.
I've owned both, the 392 is better in all around street muscle performance and reliability, which is why I still drive a 392. No hate on the 5.0, it does take to mods better, gains verses dollars spent.
Yeah coyotes especially gen 2 gen 3 can can handle more than 900 bone stock. No cam, no nothing. Maybe stud the heads tor safety. Of course i would not recommend living at that power daily.
Exactly just add fuel system and boost on any Coyote and they can make some serious Horsepower all on a sealed unopened engine..cant do that with the hemis unless you upgrade the pistons and other things...even a gen 1 Coyote can handle 700+ Horsepower as a daily as i have a friend who has a 2013 Gen 1 with twin turbos making 725 to the tire and he drives it everyday!
As a GM LS/LT Guy, I HATE both the Gen3 Coyote and the Latest Hemi platforms......mostly because of their great cylinder head designs....So.... Jealousy is a tough pill to swallow. There is however an engine that you should do a video on. *The Mercury Racing (Mercury Marine) SB4 7.0L* .... It's essentially a factory GM LS7 (C6 ZR1 Vette) Aluminum shortblock topped off with their own proprietary DOHC 4-valve/cylinder Heads. It uses the OEM camshaft location and bearings to mount an internal jackshaft that topped off with a central dual-row cog timing pulley setup (still driven behind the front cover by the crankshaft per normal, as the in-block cam would have been) that then sends a separate belt to each DOHC Cylinder head. Naturally Aspirated, it's 'safely' tuned to about 750 HP (barely breaking a sweat), as it's meant to be a high performance endurance Marine Engine, but is often purchased by hot rod guys for cars as well.... as it's an LS with fancy efficient heads, in the end.
I Dont know where I saw it, Maybe MotorTrend, maybe Richard Holdener, But the hemi pistons arent as weak as people say, Hemi engines have an aggressive ring gap that will break a piston at 650 hp, putting more gap can bring the engine to 800+ hp
It’s obvious everyone has their favorite and that’s cool to me. I have been Jeep Dodge Ram my whole life. I like the coyote except it’s complicated just like anything Ford builds lately. A 392 hemi or even 5.7 are super simple massive power makers with basically countless options. If a hemi goes down (unless it chunks a rod from absolute abuse) it’s usually not a big deal nor much time to fix it. And the Hemi tick is mostly and easy fix and big load of crap. Once repaired the engines can go indefinitely. I have 2008 Power wagon(bought it new) it’s been ticking for 100,000+ miles now and has 327,000 on original motor never torn ito past the water pump. To me… longevity and serviceability is hands down hemi.
Why I love the hemi, easy to fix (yes even the lifter problem can be done in your garage...), lots of power and torque for the money, parts are cheap and engines plentiful. That's a good recipe for the DIYer.
The 5.0 is the best motor out for sbe, you can boost them with basically no supporting mods until your drivetrain can’t handle any more. The HEMI is superior for NA and the block design is better suited for high horsepower boosted builds without the use of sleeves
This is everything but unbiased. The lack of understanding on everything having to do with engineering is apparent. FEX: What if the coyote was 6.4 liters? It will be a HEMI. Out of all fallacies in this video this one was mind boggling.
It is clearly evident that the new "HEMI" is not a HEMI. The chambers have quench pads on either side. Why? Fully Hemispherical chambers are "dirty". Combustion is never complete. The quench pads induce swirl, preventing this problem. "Pent roof" chambers are superior.
Why does everyone care about HP per unit of displacement? That's volumetric efficiency which is just a bigger cam and a bigger hole. The 6.4L has higher flowing heads than a Coyote, and at 330cfm will support 660hp. We don't race HP/L and if you cam up that 6.4L and add long tubes it will make stank nasty nasty nasty power while being smaller than a Coyote that revs higher while making less power. Weight? If you put the engine in the right place in the chassis it don't matter on street cars. I'll raise you one more: aluminum conjoined bore 9.8" deck Mark IV Chevy with a roller cam, massive Pro Stock derived heads, and port injection making 900+hp on pump gas. Still smaller than goofy Coyote and weighs the same. A little longer, but it supports literally DOUBLE the displacement and fits in a smaller hole. Costs less than a Coyote too! I'm not seeing the advantage of the Coyote at all. WE DON'T RACE VE PERCENTAGES!
ik this doesn't matter but why at 4:24 does the hemi have 2 alternators cars have the left alternator trucks have it up top and wher the new belt start generators BGS are located
Interesting thing is that we have a 5.0L Coyote V8 in our 2011 Ford F150 making 360 HP and 380 Ibs of torque with 159,000 miles on it and still going strong and a 392 Hemi V8 in our 2023 Dodge Charger Scat Pack Widebody making 485 HP and 475 Ibs of torque.
That's not even remotely true 😂😂😂 Top Fuel Hemis RESEMBLE a Dodge as zero Chrysler parts Interchangeable and the sanctioning body REQUIRES everyone to run the current iteration of engines.
You touched on "theory" about head flow thru the 4 valve head and why it "should" be better in paper but failed to mention that the 6.4 hemi head still actually flows more than the theoretically better coyote head. Combine better head flow AND bigger displacement AND easier to package... who cares about theory when realty is different? Same for your theory at the end about "if the coyote was as big as the 6.4..." it just isn't, and power per liter don't win races its just power that wins and strictly comparing engine to engine the hemi will make more total power, more than enough extra to carry around an iron block that will hold far more than 1000hp, heck even the factory built more hp than that in those hemi blocks.
Anyways the 6.4 Hemi is the quickest,most powerful naturally aspirated V8 around. Challenger 1320 with the 485 hp 6.4 Hemi runs 11.75 second 1/4 mile time and 3.5 second 0-60...Many people have run quicker times down to 11.30's lots around the 11.50 mark.Engine is stock,but the 8 speed shifts better in the 1320!
Coyote stock running 10's stock motor all over US and Canada. Boosted stock Coyote in the 7's. You should research more! Look up Snot Rocket 1st stock went 6.95, 2nd version with sleeved cylinders, rods and camd running 6.36 at 224mph.
You have a lot of good info in this video good job man so dont take my critique the wrong way I'm just trying to help. It looks like you left out the 6.2L. that and i believe the hemi is larger than 2ft. wide especially the 6.4 and the 6.1L they sport taller valve covers than the 5.7L. Also you contradict yourself in the video when you made the statement all Gen3 hemi's are cast iron blocked (@3:54) and they are, the contadiction comes in when you show the hemi later in the video at (@9:45) where you list the 5.7L as ALUM but the 6.1L and the 6.4L as IRON. i like your video but personally I'm biased I have to lean more towards the hemi than the flerd i mean couchyote. The main reason being that you can run significantly more boost through it than you can the yote mainly from the cast iron block is stronger than a sleeved aluminum block unless you're running an aftermarket block with the required webbing needed to support lots of boost. I know i know your whole video is looking at them both N/A but we all know a little boost goes a long way and when you're boosting and seconds count, cubes most definitely matter. so you put a pair of turbskies on a hemi it'll walk flerd owner's "my pretty pony" everyday, all day. It's a shame "stoleantis" stopped making them, the new TT straight 6 sounds like a ricer and is the laughing stock. Just my 2 cents worth.
He's talking about a dressed out engine, and not just a crated up LB. With that said the 465 LB for a GEN5 LT1 is on the lighter side of things for a dressed out engine. GEN5 LT1's aren't LS1 light. Since GEN3 LS the SBC has gradually gained some weight. (I think a DOD delete along saves you like 35 lbs. Whatever it is deleting AFM/DFM save noticeable weight along with its other benefits) At the same time GEN3 Coyote has lost weight compared to GEN1/GEN2 Coyotes. Not only does Ford plasma cylinder lining add displacement due to the larger bore it produces (307 ci for GEN3/GEN4 Coyotes vs 302 ci for GEN1/GEN2 Coyotes) but from my understanding the sprayed in plasma lining saves about 15 lbs over a traditional sleeved block. Basically as both series of engines have evolved LS/LT has gain a little in weigh, where Coyote has lost a little in weight.
14:35 Either the Torque graph is off or the HP graph is off. If the Hemi makes more torque at every RPM than the coyote the HP graph can't cross over the HEMI HP graph. It would climb higher after the HEMI hits redline.
Think about this, make the Hemi dimensionally the same as the Coyote. How many cubes would that be? Think about that! Seriously. External dimensions are what make working on something or swapping it suck. Idk why we get hung up on internal dimensions at all.
The mod motor 4V real hemi has beaten the LS and hemi ever since 1996 sorry but no one has come close to the ford mod motor John mihovez has gone over 3000hp with the 4.6 4V mod motor
Naturally aspirated - I will take the 392 every day all day. It has way more torque and quicker response. If you want to boost, then the Coyote is far better as most of the hemis need new rings and pistons before you can put in real boost
If a 4R70W or 4R100 is used or any 6+ speed Ford transmission no adapter us needed no yes if you want to use a AOD or C6 yes an adapter is needed. The only reason to use the C6 or AOD is lack of computer which defeats the purpose of the Coyote. On manuals that's and adapter.
In all honesty from the factory the smaller displacement is always better. If you think you go to the dodge stealership and get the best tuned 6.4 money can by, well hell, you might just qualify for a special loan package
Smaller engine= higher rmp, which is great for racing... now if you get a full bullet 6.4 hemi with bullet internals and add a small about of boost hell maybe add some nitrous with the turbo
The comments on here is hilarious the amount of people that don't know anything about engines yes a 5.0 only can beat a 392 because of the smaller bore thus making a thicker wall.a 6.4 has a bigger combustion chamber with weak points so u add boost and the 392 will blow.
I dont even know the difference in dodge and ram😂 I've had a few dodge rams. 1999, 2005, and 2006 dodge ram 1500. My 99 was great swapped for 360 but totaled, the 05 is a 5.7 hemi and its pushing 250,000 miles but in great shape. My 05 is a baby motor and it's okay but weak since I'm used to my hemi's. I think they are very reliable but not sure on anything newer than 2006
@@snek9353 I love this meme because it’s so wrong in every conceivable fashion. Pound for pound the gen 4 coyote in the s650 mustang. Versus the stock 392 dodge challenger. Stock for stock. The mustang will win 9/10 times. The mustang makes more power as more gears weighs substantially less. And has a much wider powerband. Every race I’ve seen stock for stock. The dodge gets out of the hole because of the torque. Then around 3-4th gear the mustang fly’s past. Sir by stating what you have stated. You have single handedly removed all credibility. You have been awarded no points. And may God have mercy
The Coyote is overpriced. Thats why it suffers in popularity. The Hemi will be more popular. Also the GM LS engines are king in popularity among modern V8's, especially among hotrodders for many good reasons. As far as this discussion goes, for me a 5.7(with eagle heads)or 6.4 hemi swap with 100hp shot of nitrous added is way more economically feasible than a coyote swap.
Coyote's are cheaper and easier to mod than LS/LT or GEN3 Hemi. Plus Hemi's mod like shit. Mofo's be modding 6.4L's with ported/milled heads, a custom ground cam, full boltons, etc, and they'll barely be breaking 500 WHP. This is with nearly a LS7 sized bore, and before any head milling/porting it has a CR higher than a LS3's, and heads that will supposedly (according to this video) flow more factory CFM's than either GEN3 Coyote, or GEN5 6.2L. It's pathetic how poorly GEN3 Hemi mods. Looking at it's stats that engine ought to be a topend monster and most similar to a LS7, but it's not, and it doesn't.
@@JROC734 coyotes are cheap to those who have deep pockets. They are considered easy to mod for those who like headaches and like buying specific tools. Coyotes are not cheaper, or easier to work on than OHV engines. Nice try😉. People who say they are because they are butt hurt about the fact that the coyote is the least popular of the three modern US V8 platforms. The fastest doesn't always win the popularity war. The Windsor powered Foxbodys back(although they weren't always the fastest at street races)in the day proved this. Those cars are now considered legendary. Ford has obviously forgotten this. The coyote is an overpriced, overcomplicated white collar powerplant. For that reason it will never be as popular as the competition. Especially when speaking of the GM LS. As a long time Ford fan and owner of several Windsor powered Foxbodys(still have my Windsor powered Notchback), it pains me to see Ford forgetting the formula that made them so popular in earlier Foxbody era.
@@erikturner5073 actually I'm not speaking fallacy, and am speaking from owning Modular/LS/LT/Coyote vehicles. Coyote is simple and easy to mod. Coyotes fuel system and MAF or SD system will support way more power than LS/LT/Hemi will before you need to mod them. Things like LT, and intake manifolds, and most other boltons generally run cheaper for Coyote. Camming a Coyote is not more expensive, nor is port work on your heads. With your modern OHV engines you're going to want to delete your MDS/AFM/DFM systems which is generally a mod that cost deep 4 figures just to delete the cylinder deactivation, then you're going to want to upgrade your pushrods, run some quality lifters, at minimum upgrade your rockarm trunnions. Do you want to spin the engine? Oh now we need to start thinking about expensive titanium, or hollow/sodium filled valves to lighten this large 2V setup up. On top of that GEN2+ Coyote comes fully forged and will support noticeably higher HP, safely compared to your OEM N/A OHV engines, and GEN2+ Coyote's even likely stouter than a factory LT4. So no, Coyote is in fact not more expensive, or harder to mod than a GEN3 Hemi or most LS/LT engines, especially if they came factory with cylinder deactivation. BTW I own an 88 Mustang GT. What are we talking about "fastest back in the day?" The 5L EFI Foxbodys pretty much invented the aftermarket for, and recipe on how to modify a modern EFI V8.
@@JROC734 your free to believe whatever you want. The numbers and the market don't align with your beliefs. Also I'm a master automotive technician of 30 years. However believe whatever you want.😉 For a street engine you shouldn't have to spin it to the sky to make power. The coyotes small size doesn't allow it to make any sufficient low end torque. Torque is king in the streets and blue collar folks are not operating in the high end of the RPM spectrum. Also most people race with power adders anyways, so Fancy high RPM valvetrain tech is not going to apply to most street builds. People are not building their engines to match the coyote high RPM capabilities. So your theory of everyone building their engines to spin 7k and higher RPM, especially in the days of good displacement and power adder goes right out the window.
To me, the HP/liter (or HP/cubic-inch) comparison only makes sense when comparing pushrod-to-pushrod or DOHC-to-DOHC engines. Because of physical size constraints, DOHC engines have to scale down the cylinder displacement to make room for those gigantic heads, but the pay off is the better flow of 4 valves/cylinder and (for VVT) having independent control of exhaust and intake cams (and no lifters/pushrods/rockers needed as you mentioned). The name of the game is optimizing air/fuel throughput throughout the rpm range while keeping physical size down. GM and Chrysler chose the displacement trade-off and Ford chose the DOHC/4-valve one. A better comparison would be if you could compare HP per physical size (volume) of the engine (but, as far as I know, engine manufacturers don't report physical volume of their engines 😄). If such a comparison were made, the LS (and LT) engines would win hands down...and that's a big part of the reason they're so popular for swaps.
Coyote wins. The hemi is too old with pretty much no updates done to it since 2015. Also its based off of a design from the mid 2000s. They shouldve replaced it with an NA version of the aluminum block supercharged hellephant engine
I was kinda surprised when he said that the aftermarket is better for the hemi. The coyote aftermarket is massive!
So is the Hemi
the hemi has been around much longer and in WAY more cars so naturally its going to have a much more expansive aftermarket. the coyote is barely half the age and only in the mustang and f-150
@@aaronkowalewski659 Hemi aftermarket started when the 2V 4.6 was the norm.
@zacharymorris9917 really don't matter when it was started the aftermarket isn't bigger than the coyote. The coyote is endless. At best its equal to if that.
@yimpyoi9808 the coyote has a huge aftermarket. There are 1000 diff ways to mod one. There is no way the hemi aftermarket is larger.
Coyote achievements
Brett Lasala quickest proven street legal car on 275s
6.33 @ 225mph sleeved oe block, ported GT350 heads, oem coyote crank. 2500rwhp @ 47 psi
Factory sealed coyotes have gone 7s
Quickest pass ever with a Coyote billet block but ported oem head
5.67 @ 265mph
The highest brake mean effective pressure of any regular mass produced V8.
Zero Stellantis engines have matched these milestones. Not even close
Viper engine ?
@@kenphilpot1903 nope
@kenphilpot1903 a Viper V10 still hasn't clocked a 5....
John Mihovetz has gone 5.88 at 256mph with an almost entirely oe parts 4.6 4V. 281 in³.
Dodge/Hemi = Hype and nothing more
@@chadkent1241 I mean still the fastest / quickest production car . Viper held the Nurburg record for rear wheel drive …/ stock block / head viper ran 6.68 @ 220 . Idk what class but a gen 3 ran a 3.944 at 184.72 this year . Just saying that displacement always wins
That’s amazing. Especially 47psi of boost!!
You're wrong...the coyote does have interchangeable parts with other modular v8s. Mainly the 4.6, which it's based off of.
No it doesn’t. What parts then?
@@Ornelas11Bconnecting rods
4.6L Marauder 4v engine is the coyote's basis.
@@wyattgardner3552but not the 96-98 cobra ?
Pretty moronic to even mention that
Yeah, I was really surprised to learn that the Hemis were still using iron blocks. I would have thought, at least the cars: Challenger, Charger and 300C, would have aluminum blocks for fuel economy and road-handling purposes.
I actually did not know this and was surprised while researching this video. Ive never been a Mopar guy.
@@AutoGuild, same. I've been a GM guy all my life, but I recently bought a 2022 Dodge Challenger R/T (5.7L) because it's the only car with a V8 and manual transmission that I fit in comfortably (I'm 6' 5"). So far, I love it!
Love it! I've been daily driving only a manual trans car since I was 22. @@DoctorHemi
@@AutoGuild. I didn't learn to drive stick till I was 30 (I'm 56 now), but I've had a manual car ever since.
There's nothing wrong with iron blocks.
The Coyote heads flow better than Hemi heads. Airflow = power.
The Hemi does come with some badass heads
@@luisontiveros6377 It doesn't matter how badass your heads are, if you're using 2 valves, you're wasting surface area, and flowing less air. You can make the valves as big as you want, but because you're cutting 2 circles out of another circle, that is very geometrically inefficient.
@@bubbleman2002 I'll let the past 3.5 generations of two valve wedge head SBC know they're doing something that's literally impossible according to you. 🤣🤣🤣🤣
@@luisontiveros6377 should we tell him that Hemi and SBC heads flow better with only two valves???
😬
Not exactly my guy. It's a comparison game no matter what. You start with something/anything then. You do start with airflow. But then you need a piston and compression that'll USE that airflow. The bore shows you how much airflow you can add. You can have 11:1 compression with a 2 litre piston, and it'll never get 3 litres without boost so an intake that'll deliver 3 litres perfectly will deliver 2 litres like shit. An engine IS NOT AN AIRPUMP. It has more in common with you grandma's vacuum cleaner. It's creates a vacuum that it lives off of, it's the reverse of a pump, the only reason exhaust happens is because of the chemical reaction of combustion. In a perfect world you wouldn't have exhaust, just a device sucking in air and fuel and producing nothing but power
The 392 Hemi V8 is made in Mexico while the 5.0L Coyote V8 is made in Canada.
Makes sense Mexicans always go big, Canada soft so I can see the smaller engine being made there 😂
@@DanielFlores-773ironic considering the coyote is physically bigger than the hemi
@@yes_man212why you drop that truth on him like that 🤣🤣
And Toyota is still the most American made car ......I always find that hilarious
I always find that funny. The coyote cubic inch is smaller but has so much crap on it that it still takes up more space. When it comes to engines simplicity saves you money.
I would love to see a hemi do what a coyote do....sorry you just don't see it.
In what way ? They both have pros and cons .
@kenphilpot1903 5.7 and 6.4 don't hold power under boost like a coyotes do with stock bottom end. They are iron block...and crate engine vs crate engine they cost the same or the hemi cost more with cheaper material.
@@LordJerinza I agree the head flows more and revs help a lot and just looking at the motor the 5.0 is better in a lot of things . I would like a voodoo one day but for me displacement and tq just feel better and what I prefer . Also have yet to lose to a bolt on 5.0 so 🤷🏻♂️
@kenphilpot1903 the voodoo...is awesome. But honestly they are apples to oranges... OHV is not the same as a DOHC... we really shouldn't compare them. Oh really? I'm getting my fbo mustang together now... it would be cool to have a beer run!
@@LordJerinza they are way different . I’m not a dohc hatter . I know it’s better . But on the street I rather have tq . Obviously not comparing 700 plus cars to “ street “ cars but for semi normal traffic I’m taking the hemi
I appreciate the info! FWIW, the truck Coyote since 2021, uses a different firing order. 351 and 302 HO order vs the OG flathead V8 order for the Mustang. It also uses cast iron exhaust manifolds required for truck durability. The 351 firing order is also for durability as 3 follows 1 instead of 5 following 1 on the same rod journal, theoretically easier on the front main bearing. Also sleeved 5.2 Predator blocks have exceeded 2900 hp using the stock crank.
The Coyote overhead cam engine can be pushed well beyond its factory redline. In my opinion, the limiting factor, which cannot be easily changed by Ford in how ECUs are designed and calibrated, is the amount of computer processing power (which includes both computation and pulse processing) available in the ECU (the core design). The 7500 RPM redline is considerably low for the Coyote engine configuration, it should be closer to 8500 RPM, and we should ask ourselves to make more power Ford looks to a compressor (Supercharger at lower RPMs) rather than pushing the redline higher to give the same HP increase (which could easily support the fuel flow when using both port and direct injection).
In its basic form without variable cam timing and increasing the spring rates and type, you could easily hit 9000 RPM, with a rev limit at 9200 RPM. So why does Ford not embrace high revving design. I think, simply put, it does not fit into Ford's available ECU family corporate strategy. With ECU design, when you get close to 10,000 RPM, with sequential fuel and spark for a 4 stroke engine, the electronic design and control strategies change considerably from what would be considered a mainstream V8 family controller, designed to operate at a much lower RPM and have a low cost.
Idk man. With a redline that high, I think it's lifespan would be reduced dramatically.
Sleeved production coyote blocks running 4.0 1/8s and 6.3 1/4. Let's see a Gen III Hemi do that.
Ain't happenin
There are Gen 3s in 3s in the 1/8th
@captainboose8788 Zreo HEMIS have gone 7s factory sealed. Zero have run 6.26 @ 227 mph with oe block heads and crank. Zero have run 5.67 @ 265mph with oe heads.
Zero have matched John Mihovetz prepped 4.6 4V running 5.88 @ 256mph with an almost entirely oem engine.
HEMI=HYPE
@@captainboose8788 🤣
@@chadkent1241 Really going down to the micro records here huh? Not sure what that has to do with my statement, There are Gen3 Hemis running 3s in the 1/8th, Mr. "ain't happening".
all y’all payin 30k with a scat < bought my Gen 1 coyote for 14k. 5.0>
Same goes both ways, plenty of 6.4s and 6.1 cars out there for under 20k
@@Dukelevi12 You'd have to pay me to own a 6.1
@@Dukelevi126.4 under $20k is either stolen or has a rebuilt title lol
@@bubbleman2002 No thanks.
For stock Coyote blocks and horsepower, Gen2 is where it's at. Gen2 blocks handle much more abuse than Gen3/4 because of the spray cylinder liners used in these versions.
Really? Do you have proof of this, or are you just saying this to prop up what it is you own? An OEM GEN3 Coyote is good for about 800 WHP before its strength needs to be brought into the equation. At that point you have to beef up the rotating assembly quite a good bit before the block becomes the weak link.
It's been 17-18 years, but my member berries are making me think that Ford developed the plasma lining back in the early/mid 2,000's, and Nissan had to pay Ford to be able to use it in the R35 GTR.?.? Do R35 blocks have strength issues? This was before Ford introduced it in the 13/14 GT500. Are the 5.8L Modular guys struggling with supporting high HP #'s due to the spray in linears, and are they comverting to 5.4L blocks, or aftermarket resleeving?
How many people are supporting well into 4 figure #'s with factory 18+ blocks? Why would high HP just destroy the factory lining? GEN3/GEN4 Coyotes use big/longer/stronger head bolts than GEN1/GEN2 Coyotes (went to longer 12MM bolts from the older 11MM bolts just like GEN5 LT did compared to LS) so why isn't this ever factored into block strength when comparing factory GEN2 to GEN3 blocks?
Also the 6R80 is less of a risk compared to the 10 speed.
Also the lower compression is more boost friendly
@@JROC734The biggest factor I believe in making a stock GEN2 better for high hp boosted applications is the 11:1 compression vs the 12:1 in the Gen3. 11:1 is right in the sweet spot where as 12:1 is right at the limit where you wanna be on a boosted application running pump fuel. This means you can run more aggressive timing on the GEN2 before detonation becomes an issue.
@@Thechildishmandingo so a Terminators 4.6L is a better engine due to its more boost friendly CR? How about a Hellcat engine? 11:1 is a very high CR for boosting in the traditional sense. For example look at how little boost people used to feed B18C5's and F20C's. The ITR engine had less compression than a GEN1/GEN2 Coyote, where the 2L S2000 engine had the same 11:1 CR. But they were considered too high a compression engines to excel at big boost, but at small boost they would match what many other engines of similar displacement made with noticeably more boost being pushed through them. How many people have pushed stock longblock GEN3 Coyotes into the 4 figure HP range? Probably more than GEN1/GEN2 Coyote have been push there on a stock engine. On top of that GEN3/GEN4 Coyotes can support more boost, and/or compression than GEN2 Coyote without having to pull a ton of timing, whether talking N/A, or boosted due to the fact that it uses dual port injection which is a big advantage to the old port injection setup. Then on top of that it has heads that flow a decent amount better, and it doesn't take as much boost with GEN3 Coyote to = the same power as it does with GEN1/GEN2.
Ford should throw that 5.0 in the expedition, bronco and base raptor.
Ford could do that, but I think Ford kinda being cocky . Ford been throwing engines in their cars the size of two Shaq shoe boxes at the opps big v8 engines and still walking the Chevy and Dodges down. Ford is a force to be reckon with that's for sure
Yes, yes, yes
They should have slapped 2 turbos on a 5.0L and gave it "ecoboss" badges.
@wyattgardner3552 if Ford bump that ecoboost engine up to 4.6L, that engine would walk all over Dodge big v8 engine. The Coyote engine is already too much for Dodge to handle. Now throw a 5.8L twin turbo in that Mustang and Dodge will have to put a 12.4 L engine in their Dodge Demon 170 just to keep up with the Mustang
the coyote is an unbeatable platform if you want to dish out straight fades and even as a die hard gm rider i gotta admit that cuz them things good asl😭😭🙏🙏
Give me a gen 2 or 3 coyote
Love the coyote
BGE block was standard I believe in 2018 and up 6.4 passenger cars . My 21 scat came stock with the BGE
Yeah and the BGE has forged crank and forged pistons. Which makes adding a turbo or supercharger less of a danger for the bottom end of the engine. Iron block has more strength for that upgrade as well.
@@LeadStarDude not forged pistons... better valves and block.
I have a 5oh 2014 track pack, but I love the charger scat pack
I’m a Chevy guy but Coyote is the clear winner.
"Chevy guy but"
What are you trying to imply? That the hemi is from chevy? 😆😆
Thank you I’m a ford man but I’m not bias if it runs I will drive it but from a young age I just love the ford motor company we be speaking German Ford motor company but that to rest and if ford want to beat you in a race believe me that will Big new brewery Ferrari found out
@@11D7-n8d Maybe because Chevy also produces pushrod engines in pretty much the same config, think a bit yeah?
@ooozooo7333 thats not what the og implied, he simply said hes a chevy guy. Think a bit ya? 😆🤡
Very nice! What about the Toyota 5.7 vs the hemi 5.7?
Wow that would be interesting. Ill add it to the to-do list
Hemi more powerful Toyota more reliable
The amount of cubes needed by the Hemi to even keep up with the Coyote. Coyote is just a more sophisticated and efficient engine.
The coyote needs 4 cams and need rpm to make power😂
@@luisontiveros6377 its only 1000 more rpm. Not that big of a difference. High RPM is more fun anyways.
@@luisontiveros6377 The tetraethyllead poisoning is strong with this one.
@@kenxiong6830 the coyote at its peak can’t make what a Hemi makes at 2500rpm torque is more fun the response from the throttle
Amazing videos PLEASE DONT STOP MAKING THESE VIDEOS
6.1s went in the SRT8 JEEP GC, SRT8 MAGNUM, SRT8 300 , and SRT8 CHARGER
Sorry but real street racing is using stock block stock heads stock crank and going low 6's in 1/4 mile at 2500+ hp at over 10hp per qubic inch is the most ever out of a stock block.
Agreed. What is your motor of choice for achieving this?
@@HiAxl 302
“Stock block”
Hello McFly! We were modifying Hemis back in the Fifties and Sixties.
Too bad you can't really boost a stock 6.4. They can only take 5 to 6 PSI of boost stock before blowing up.
That’s an issue with the stock pistons. Forged pistons should be installed for anyone looking to greatly boost the 6.4 (non-BGE).
The damn coyote is a damn animal love it
I had a 5.0L in a 2012 F150. Supercab short bed 4x4. Adequate for towing a horse trailer and 5x8 dump. I loved that truck. Zero issues until 230k miles. Needed timing redone and exhaust manifolds. Truck was rusted out. Bought a 2020 ram with the 5.7L. Longest wheel base in the 1500, crew cab 6.4ft bed. I like the more low end torque. Coworker's has 65k miles and needed new exhaust manifold studs. Mine has 50k and I'm nervous now.
To say the coyote has a simpler cam swap is not true at all. And I'm not sure why you would even bring up hp/cubic ratio. That figure hasn't mattered since all engines were the same cam in block design. You already stated that the coyote is a bigger engine physically so that makes cubic inch irrelevant
Not sure why the Hemi lost points for 4 main bolts compared to the Coyote? What size are the bolts? In my opinion steel threads are stronger than aluminum threads.
I had the scat pack 392 and personally I thought it was an absolute beast. All that torque is fun and it's satisfying having all that displacement.
Good vid, first of yours I've seen. I roll a Hemi and think it's a better engine, but I can forgive your Coyote bias.
Looks like it's time for an LS vs Hemi version though.
Awesome job.
The 485hp on the 6.4 hemi is likely more in the 505hp range considering they routinely put 440+ to the tire through a very heavy Automatic drivetrain and wheel/tire combo. Solid engine. Just wish they didn't have the DoD/VVT BS which causes the lifter failures. Gotta love technology...
They sure dont run like a 505hp engine at least stock, must be the weight
@@e46m54nissansr20937 all of the weight, maybe more. Phat pigs they are!
I'd be surprised if it even made 485
If I'm swapping...I'm taking the hemi. Simple proven design, block is stronger, can be bored out larger.
No doubt the coyote is a brilliant design. I want low end pull and more displacement.
I owned a 2014 Mustang GT and I currently own a 2018 392 TA. So I have pretty good perspective on the differences here. The two cars are about equal in the 1/4 mile. That says a lot about the larger Hemi engine torque. The idea that it can do the same 1/4 mile while carrying so much more car weight is all about the extra torque. It's tempting to point to the Horse power difference but moving weight off the line is a story of torque not horsepower. What I like about one car vs the other comes back to new vs older car experience and oddly enough it's not the 4 valve per cylinder Coyote that comes off as the "newer" tech experience in the driver's seat. The absolutely coolest thing about that Mustang that I do miss is found in how it more closely resembled the diving experience in older cars. You gotta spin it up to find the power and as you hit the middle of the RPM range it really starts to HUSSLE and GO all the way out to it's red line. Anyone who is older like I am will quickly remember that hot car from their past with the after market cam that sacrificed a lot of low end power to make a bunch more at the top. Between it's live axle, a six speed manual and the Coyote's power band 2014 was the last car produced by Detroit that for better or worse resembled that true old hot rod experience behind the wheel. The Challenger with it's big fat and wide torque curve that starts down low in the RPM range and then carries feels far more modern. It runs hard but it's more linier and typical of most modern V8s.
I have a 5.0 coyote in my truck and it is awesome. But I have always been a Dodge, Chrysler man. The Demon 170 that's a beast.
I've owned both, the 392 is better in all around street muscle performance and reliability, which is why I still drive a 392. No hate on the 5.0, it does take to mods better, gains verses dollars spent.
Yeah coyotes especially gen 2 gen 3 can can handle more than 900 bone stock. No cam, no nothing. Maybe stud the heads tor safety. Of course i would not recommend living at that power daily.
Exactly just add fuel system and boost on any Coyote and they can make some serious Horsepower all on a sealed unopened engine..cant do that with the hemis unless you upgrade the pistons and other things...even a gen 1 Coyote can handle 700+ Horsepower as a daily as i have a friend who has a 2013 Gen 1 with twin turbos making 725 to the tire and he drives it everyday!
As a GM LS/LT Guy, I HATE both the Gen3 Coyote and the Latest Hemi platforms......mostly because of their great cylinder head designs....So.... Jealousy is a tough pill to swallow. There is however an engine that you should do a video on. *The Mercury Racing (Mercury Marine) SB4 7.0L* .... It's essentially a factory GM LS7 (C6 ZR1 Vette) Aluminum shortblock topped off with their own proprietary DOHC 4-valve/cylinder Heads. It uses the OEM camshaft location and bearings to mount an internal jackshaft that topped off with a central dual-row cog timing pulley setup (still driven behind the front cover by the crankshaft per normal, as the in-block cam would have been) that then sends a separate belt to each DOHC Cylinder head. Naturally Aspirated, it's 'safely' tuned to about 750 HP (barely breaking a sweat), as it's meant to be a high performance endurance Marine Engine, but is often purchased by hot rod guys for cars as well.... as it's an LS with fancy efficient heads, in the end.
I Dont know where I saw it, Maybe MotorTrend, maybe Richard Holdener, But the hemi pistons arent as weak as people say, Hemi engines have an aggressive ring gap that will break a piston at 650 hp, putting more gap can bring the engine to 800+ hp
It’s obvious everyone has their favorite and that’s cool to me.
I have been Jeep Dodge Ram my whole life.
I like the coyote except it’s complicated just like anything Ford builds lately.
A 392 hemi or even 5.7 are super simple massive power makers with basically countless options.
If a hemi goes down (unless it chunks a rod from absolute abuse) it’s usually not a big deal nor much time to fix it.
And the Hemi tick is mostly and easy fix and big load of crap. Once repaired the engines can go indefinitely.
I have 2008 Power wagon(bought it new) it’s been ticking for 100,000+ miles now and has 327,000 on original motor never torn ito past the water pump.
To me… longevity and serviceability is hands down hemi.
Why I love the hemi, easy to fix (yes even the lifter problem can be done in your garage...), lots of power and torque for the money, parts are cheap and engines plentiful. That's a good recipe for the DIYer.
My 2019 scat pack challenger got the BGE blcok all 2018s and up got them
The 5.0 is the best motor out for sbe, you can boost them with basically no supporting mods until your drivetrain can’t handle any more. The HEMI is superior for NA and the block design is better suited for high horsepower boosted builds without the use of sleeves
The 6.2 Hemi Motor has a better SBE than the coyote
I’d like to see the battle of BMW inline sixes M52, N54, N55, B58, S54, S55 take your pick
This is everything but unbiased. The lack of understanding on everything having to do with engineering is apparent. FEX: What if the coyote was 6.4 liters? It will be a HEMI. Out of all fallacies in this video this one was mind boggling.
When it comes to feel, if you love old Fords, 385s in particular, the Hemi is the spiritual successor. Even the firing order is the same.
It is clearly evident that the new "HEMI" is not a HEMI. The chambers have quench pads on either side. Why? Fully Hemispherical chambers are "dirty". Combustion is never complete. The quench pads induce swirl, preventing this problem. "Pent roof" chambers are superior.
Coyote 💯
LS for availability, Coyote for big power, Hemi for initial simplicity And heavy emphasis on initial.
Well done!
Why does everyone care about HP per unit of displacement? That's volumetric efficiency which is just a bigger cam and a bigger hole. The 6.4L has higher flowing heads than a Coyote, and at 330cfm will support 660hp. We don't race HP/L and if you cam up that 6.4L and add long tubes it will make stank nasty nasty nasty power while being smaller than a Coyote that revs higher while making less power. Weight? If you put the engine in the right place in the chassis it don't matter on street cars. I'll raise you one more: aluminum conjoined bore 9.8" deck Mark IV Chevy with a roller cam, massive Pro Stock derived heads, and port injection making 900+hp on pump gas. Still smaller than goofy Coyote and weighs the same. A little longer, but it supports literally DOUBLE the displacement and fits in a smaller hole. Costs less than a Coyote too! I'm not seeing the advantage of the Coyote at all. WE DON'T RACE VE PERCENTAGES!
All that and the coyote has still been faster in the 1/4 then any stellantis engine so yea
@@randythomas9052 Poopoo Peepee, Coyotes can eat my farts!
ik this doesn't matter but why at 4:24 does the hemi have 2 alternators cars have the left alternator trucks have it up top and wher the new belt start generators BGS are located
The hemi in some applications like in ambulances and some pickups has dual alternators.
Totally ignores the big oiling issue with Hemi's. At idle there is no oiling for the cam/lifters since it uses crank splash.
Never a problem with the 5.7 6.2 or 6.4 torque is needed when starting with pulling
I think the Gen 4 coyote # are just a tad exaggerated 😂😂😂
460-480 is the real numbers.6 speed & 10 speed
there is a mistake Hemi at the 5m 15s to the 9m 44s video mark. the 5.7l is a 345ci, the 6.1l is a 370ci, and the 6.4L is a 392ci
One other thing, despite the displacements, the external dimensions of the Coyote are bigger in many areas
Interesting thing is that we have a 5.0L Coyote V8 in our 2011 Ford F150 making 360 HP and 380 Ibs of torque with 159,000 miles on it and still going strong and a 392 Hemi V8 in our 2023 Dodge Charger Scat Pack Widebody making 485 HP and 475 Ibs of torque.
Ford. To this day still copies the Chrysler Hemi in top fuel. Top alcohol highest output engines in professional racing!! Why?? 😂😂
That's not even remotely true 😂😂😂
Top Fuel Hemis RESEMBLE a Dodge as zero Chrysler parts Interchangeable and the sanctioning body REQUIRES everyone to run the current iteration of engines.
You touched on "theory" about head flow thru the 4 valve head and why it "should" be better in paper but failed to mention that the 6.4 hemi head still actually flows more than the theoretically better coyote head. Combine better head flow AND bigger displacement AND easier to package... who cares about theory when realty is different? Same for your theory at the end about "if the coyote was as big as the 6.4..." it just isn't, and power per liter don't win races its just power that wins and strictly comparing engine to engine the hemi will make more total power, more than enough extra to carry around an iron block that will hold far more than 1000hp, heck even the factory built more hp than that in those hemi blocks.
Anyways the 6.4 Hemi is the quickest,most powerful naturally aspirated V8 around.
Challenger 1320 with the 485 hp 6.4 Hemi runs 11.75 second 1/4 mile time and 3.5 second 0-60...Many people have run quicker times down to 11.30's lots around the 11.50 mark.Engine is stock,but the 8 speed shifts better in the 1320!
Coyote stock running 10's stock motor all over US and Canada. Boosted stock Coyote in the 7's. You should research more! Look up Snot Rocket 1st stock went 6.95, 2nd version with sleeved cylinders, rods and camd running 6.36 at 224mph.
lol what. its not even the quickest in america let alone japan or europe
@@SilverRaven1959you’re bringing up modified cars congratulations man you dont get this guys point
@@joelang4709coyotes are so easy to modify no one is keeping them stock my guy
@@Lucas-gu7sj thats cool?
You have a lot of good info in this video good job man so dont take my critique the wrong way I'm just trying to help. It looks like you left out the 6.2L. that and i believe the hemi is larger than 2ft. wide especially the 6.4 and the 6.1L they sport taller valve covers than the 5.7L. Also you contradict yourself in the video when you made the statement all Gen3 hemi's are cast iron blocked (@3:54) and they are, the contadiction comes in when you show the hemi later in the video at (@9:45) where you list the 5.7L as ALUM but the 6.1L and the 6.4L as IRON. i like your video but personally I'm biased I have to lean more towards the hemi than the flerd i mean couchyote. The main reason being that you can run significantly more boost through it than you can the yote mainly from the cast iron block is stronger than a sleeved aluminum block unless you're running an aftermarket block with the required webbing needed to support lots of boost. I know i know your whole video is looking at them both N/A but we all know a little boost goes a long way and when you're boosting and seconds count, cubes most definitely matter. so you put a pair of turbskies on a hemi it'll walk flerd owner's "my pretty pony" everyday, all day. It's a shame "stoleantis" stopped making them, the new TT straight 6 sounds like a ricer and is the laughing stock. Just my 2 cents worth.
Coyotes are like 440 lbs btw so its even more than you stated (the weight difference)
Where have you seen that weight? Can you send me a link? I’ll pin an updated comment. Thanks.
He's talking about a dressed out engine, and not just a crated up LB. With that said the 465 LB for a GEN5 LT1 is on the lighter side of things for a dressed out engine. GEN5 LT1's aren't LS1 light. Since GEN3 LS the SBC has gradually gained some weight. (I think a DOD delete along saves you like 35 lbs. Whatever it is deleting AFM/DFM save noticeable weight along with its other benefits)
At the same time GEN3 Coyote has lost weight compared to GEN1/GEN2 Coyotes. Not only does Ford plasma cylinder lining add displacement due to the larger bore it produces (307 ci for GEN3/GEN4 Coyotes vs 302 ci for GEN1/GEN2 Coyotes) but from my understanding the sprayed in plasma lining saves about 15 lbs over a traditional sleeved block.
Basically as both series of engines have evolved LS/LT has gain a little in weigh, where Coyote has lost a little in weight.
6.4L Hemi v8 was offered in 2014 Ram 2500 Trucks.
Chrysler is probably at the bottom because they only sell a van now. That van, i believe, is on a damn near 20 years platform.
14:35 Either the Torque graph is off or the HP graph is off. If the Hemi makes more torque at every RPM than the coyote the HP graph can't cross over the HEMI HP graph. It would climb higher after the HEMI hits redline.
Think about this, make the Hemi dimensionally the same as the Coyote. How many cubes would that be? Think about that!
Seriously. External dimensions are what make working on something or swapping it suck. Idk why we get hung up on internal dimensions at all.
Completely agree. The 6.4 block can be bored and stroked to 440ci, that's a lot of displacement in a small package.
The mod motor 4V real hemi has beaten the LS and hemi ever since 1996 sorry but no one has come close to the ford mod motor John mihovez has gone over 3000hp with the 4.6 4V mod motor
Naturally aspirated - I will take the 392 every day all day. It has way more torque and quicker response. If you want to boost, then the Coyote is far better as most of the hemis need new rings and pistons before you can put in real boost
If a 4R70W or 4R100 is used or any 6+ speed Ford transmission no adapter us needed no yes if you want to use a AOD or C6 yes an adapter is needed. The only reason to use the C6 or AOD is lack of computer which defeats the purpose of the Coyote. On manuals that's and adapter.
Some of the info about the coyote is wrong… like there’s people using sleeved coyotes and making 2600hp, with a factory crank.
Insane how the coyote makes the same and better horsepower than the hemi out of being such a “small” motor 5.0L vs 6.4L
High tech and complexity sounds fun but usually prove temperamental. Id take simple and DIYability everyday over complex.
SC 6.2 hemi >>> predator, voodoo, coyote
Talking about stock numbers from the factory yeah you right but boost a coyote and aint no boosted 6.2 competing any of the coyote platform engines
HP per liter is interesting. You may simply discount an Ecoboost V6 but the 2.7 is near 140+ HP per liter.
In all honesty from the factory the smaller displacement is always better. If you think you go to the dodge stealership and get the best tuned 6.4 money can by, well hell, you might just qualify for a special loan package
5.0 without a shadow of a doubt, don't even have to watch the video. 392's out here getting smoked by fords 3.6's and 3.5's too
This chart should show torque figures also
They are both fine motors.. The issue is the packaging they come in. Weight matters.
5.0 coyote 👍💪
Smaller engine= higher rmp, which is great for racing... now if you get a full bullet 6.4 hemi with bullet internals and add a small about of boost hell maybe add some nitrous with the turbo
5.9 magnum and 350 chevy pls
My 6.4 can tow 15,000 pounds in my 2500. What can the Ford motor tow?
5.0 can tow 12,900 and does that with 1.4 liters less.
You must have a 2wd base
I'm averaging 18 mpg in city with my new 2024 mustang GT with a heavy foot.
I don't know why you would compare these two particular engines. They're completely different. A better comparison would be like an LS engine and 392
This video is so very thorough.. thanks👍
What are the head flow numbers for each engine on the flow bench?
The comments on here is hilarious the amount of people that don't know anything about engines yes a 5.0 only can beat a 392 because of the smaller bore thus making a thicker wall.a 6.4 has a bigger combustion chamber with weak points so u add boost and the 392 will blow.
I dont even know the difference in dodge and ram😂 I've had a few dodge rams. 1999, 2005, and 2006 dodge ram 1500. My 99 was great swapped for 360 but totaled, the 05 is a 5.7 hemi and its pushing 250,000 miles but in great shape. My 05 is a baby motor and it's okay but weak since I'm used to my hemi's. I think they are very reliable but not sure on anything newer than 2006
I mean. The 5.0 makes more power and is 1.4 liters less. And the gen 4 switches gears at 7500 rpm. Which in the cab makes a sound that is orgasmic
While the hemi keeps up in silence without all that drama.
@@snek9353 you call it drama I call it visceral power
@@sagenbabin8786 Ironic that a Mustang is all hat and no cattle.
@@snek9353 I love this meme because it’s so wrong in every conceivable fashion. Pound for pound the gen 4 coyote in the s650 mustang. Versus the stock 392 dodge challenger. Stock for stock. The mustang will win 9/10 times. The mustang makes more power as more gears weighs substantially less. And has a much wider powerband. Every race I’ve seen stock for stock. The dodge gets out of the hole because of the torque. Then around 3-4th gear the mustang fly’s past.
Sir by stating what you have stated. You have single handedly removed all credibility. You have been awarded no points. And may God have mercy
@@sagenbabin8786 Yes the Challenger is more car.
Where is ford cobra vs hellephant crate ?
The Coyote is overpriced. Thats why it suffers in popularity. The Hemi will be more popular. Also the GM LS engines are king in popularity among modern V8's, especially among hotrodders for many good reasons. As far as this discussion goes, for me a 5.7(with eagle heads)or 6.4 hemi swap with 100hp shot of nitrous added is way more economically feasible than a coyote swap.
I 100% agree. Still the DOHC Coyote is so unique I love the idea of swapping stuff with it. But for sure expensive and a pain.
Coyote's are cheaper and easier to mod than LS/LT or GEN3 Hemi. Plus Hemi's mod like shit. Mofo's be modding 6.4L's with ported/milled heads, a custom ground cam, full boltons, etc, and they'll barely be breaking 500 WHP. This is with nearly a LS7 sized bore, and before any head milling/porting it has a CR higher than a LS3's, and heads that will supposedly (according to this video) flow more factory CFM's than either GEN3 Coyote, or GEN5 6.2L. It's pathetic how poorly GEN3 Hemi mods. Looking at it's stats that engine ought to be a topend monster and most similar to a LS7, but it's not, and it doesn't.
@@JROC734 coyotes are cheap to those who have deep pockets. They are considered easy to mod for those who like headaches and like buying specific tools. Coyotes are not cheaper, or easier to work on than OHV engines. Nice try😉. People who say they are because they are butt hurt about the fact that the coyote is the least popular of the three modern US V8 platforms. The fastest doesn't always win the popularity war. The Windsor powered Foxbodys back(although they weren't always the fastest at street races)in the day proved this. Those cars are now considered legendary. Ford has obviously forgotten this. The coyote is an overpriced, overcomplicated white collar powerplant. For that reason it will never be as popular as the competition. Especially when speaking of the GM LS. As a long time Ford fan and owner of several Windsor powered Foxbodys(still have my Windsor powered Notchback), it pains me to see Ford forgetting the formula that made them so popular in earlier Foxbody era.
@@erikturner5073 actually I'm not speaking fallacy, and am speaking from owning Modular/LS/LT/Coyote vehicles. Coyote is simple and easy to mod. Coyotes fuel system and MAF or SD system will support way more power than LS/LT/Hemi will before you need to mod them. Things like LT, and intake manifolds, and most other boltons generally run cheaper for Coyote. Camming a Coyote is not more expensive, nor is port work on your heads. With your modern OHV engines you're going to want to delete your MDS/AFM/DFM systems which is generally a mod that cost deep 4 figures just to delete the cylinder deactivation, then you're going to want to upgrade your pushrods, run some quality lifters, at minimum upgrade your rockarm trunnions. Do you want to spin the engine? Oh now we need to start thinking about expensive titanium, or hollow/sodium filled valves to lighten this large 2V setup up. On top of that GEN2+ Coyote comes fully forged and will support noticeably higher HP, safely compared to your OEM N/A OHV engines, and GEN2+ Coyote's even likely stouter than a factory LT4. So no, Coyote is in fact not more expensive, or harder to mod than a GEN3 Hemi or most LS/LT engines, especially if they came factory with cylinder deactivation.
BTW I own an 88 Mustang GT. What are we talking about "fastest back in the day?" The 5L EFI Foxbodys pretty much invented the aftermarket for, and recipe on how to modify a modern EFI V8.
@@JROC734 your free to believe whatever you want. The numbers and the market don't align with your beliefs. Also I'm a master automotive technician of 30 years. However believe whatever you want.😉 For a street engine you shouldn't have to spin it to the sky to make power. The coyotes small size doesn't allow it to make any sufficient low end torque. Torque is king in the streets and blue collar folks are not operating in the high end of the RPM spectrum. Also most people race with power adders anyways, so Fancy high RPM valvetrain tech is not going to apply to most street builds. People are not building their engines to match the coyote high RPM capabilities. So your theory of everyone building their engines to spin 7k and higher RPM, especially in the days of good displacement and power adder goes right out the window.
Pls make a video about Mercedes Benz M113 V8
The Hemi is going away but the coyote is still continuing production.
why not talk about voodoo 5.2L coyote engine?
To me, the HP/liter (or HP/cubic-inch) comparison only makes sense when comparing pushrod-to-pushrod or DOHC-to-DOHC engines. Because of physical size constraints, DOHC engines have to scale down the cylinder displacement to make room for those gigantic heads, but the pay off is the better flow of 4 valves/cylinder and (for VVT) having independent control of exhaust and intake cams (and no lifters/pushrods/rockers needed as you mentioned).
The name of the game is optimizing air/fuel throughput throughout the rpm range while keeping physical size down. GM and Chrysler chose the displacement trade-off and Ford chose the DOHC/4-valve one. A better comparison would be if you could compare HP per physical size (volume) of the engine (but, as far as I know, engine manufacturers don't report physical volume of their engines 😄). If such a comparison were made, the LS (and LT) engines would win hands down...and that's a big part of the reason they're so popular for swaps.
Funny, LSs haven't achieved what the smeller in³ twin cam fords have. Standing mile, 1/4 and 1/8 records AND with oe cast blocks and heads.
😆 Brett Lasala just SMOKED every Billet BBC/LS derived car on the planet winning Sick Week with an oe cast parts Coyote. Tell us some more bs
Coyote wins. The hemi is too old with pretty much no updates done to it since 2015. Also its based off of a design from the mid 2000s. They shouldve replaced it with an NA version of the aluminum block supercharged hellephant engine
Check out my Gen 1 NA coyote build, im going for a super clean and classy overall project 🙏🏻
The Mustang Gt. 50 Coyote has more aftermarket support than any Chevy and Dodge