IS THE 2011 FORD “COYOTE” V8 A DOHC?

[Get the Latest “Truth With Speedzzter” here]

Since the first photos leaked in January 2009 of the 2011 Mustang “Coyote” V8, internet speculation has been rampant about whether the “new 5.0" is an OHV, an OHC or a DOHC.

The valve covers tell the tale.

The coil-on-plug ignition starts well aft of the front of the valve covers, indicating overhead cams. OHV engines have no technical need for the valve covers to extend so far ahead of the front spark plugs.

The plugs run down the center of the valve covers, indicating twin cams per bank -- unlike the early photos of the Boss/Hurricane SOHC V8 drag tested by Roush and available in the upcoming SVT Raptor high-performance off-road pickup.

The valve covers are similar (but not identical) to the pattern of the 3.5-liter “Cyclone” Duratec V6. This suggests that the Coyote has similar direct-acting mechanical bucket tappets instead of the rockers used on the Modular.

This photo also shows a couple of curious electrical connections at the front of the passenger-side bank, possibly related to the cam gear phasing or cam position sensors.

Thus, the “Coyote” engine in the internet “spy” photos appears to be a DOHC four-valves-per-cylinder engine, hopefully with wider bore centers than the DOHC 4V 4.6/5.4.

The only real defect in the Modular DOHC design is that the bore centers were set far too narrow in order to accommodate FWD applications that never really materialized (save the forgotten FWD Lincoln Continental).

A wide-bore-center DOHC 4V engine should produce greater power density than the comparatively low-tech 3G Chrysler Hemi and the GM LS. 80-85 horsepower-per-liter (naturally aspirated) should be easily achievable with a DOHC 4V V8.

In comparison, the ultimate “all motor” LS engine (the expensive 2V 7-liter Z06) yields a paltry 72 horsepower-per-liter in emission-legal trim. The stock SRT-8 Hemi even fails to break the 70 horsepower-per-liter barrier.

More power with less displacement promises the possibility of improved part-throttle efficiency because of reduced pumping losses, albeit at the cost of some low-end torque (which could be easily replaced -- and surpassed -- with on-demand forced induction).

Given Ford’s reluctance to build high-horsepower naturally-aspirated Modulars (the best unblown OEM Modulars were in the low 70 horsepower-per-liter range due to Ford’s reluctance to add variable cam timing and other torque-broadening technology), a 400-horsepower 5.0 “Coyote” would be a significant milestone in Ford's proud V8 tradition.

The “Coyote” code name is also historically interesting. When A.J. Foyt took over development of Ford’s 1960s DOHC Indy V8 (which was based upon the pushrod Fairlane/Challenger/Windsor V8) after Henry Ford II’s disastrous retreat from racing in November 1970, Foyt’s cars were “Coyotes.”

Thus, based on the “spy” photos now available, “Truth With Speedzzter” predicts that the 2011 "Coyote" V8 is a DOHC.

Now if Ford would just start work on a EcoBoost Coyote V8 . . .