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Auto Blog
04-06-2025
- Automotive
- Auto Blog
Cracked Open: What Really Ends the Life of Ford's Gen 3 Coyote V8
This Coyote V8 is locked up at over 100,000 miles, but how bad it is inside? From Muscle Cars to Trucks: The Flexible Modular Coyote V8 Ford introduced its Coyote V8 engine as an evolution of its modular V8 platform, marking the Blue Oval's return to high-performance V8s, particularly in the Mustang GT. However, this engine isn't just exclusive to the long-running muscle car nameplate – several models also made use of this versatile engine, some even outside Ford's stables. The Ford F-150 is one such model that benefits from the Coyote V8, particularly its third iteration, introduced in 2018. This generation of the Coyote received both port and direct injection, along with PTWA liners and increased bore. It even saw the birth of the 'Predator,' a 760-hp supercharged variant used in the mighty Raptor R. Dead at Over 100,000 Miles The Coyote V8 has established itself as a reliable performance-driven mill, but it's also known to be reliable, suffering only a handful of issues associated with its name. Some can reach hundreds of thousands of miles – like this example in the spotlight by YouTube engine coroner, I Do Cars. In this teardown video, we get to see a third-generation Coyote V8 from a 2018 Ford F-150, which is presumed to have reached over 100,000 miles. The engine is apparently all locked up, but further inspection revealed what killed the Coyote and what made it such a special specimen of Ford engineering. Looking Good From the Get-Go While I Do Cars was under the impression that the V8 in question was all banged up, initial inspection showed that it wasn't too bad. It rotated manually with a few internal clicks. The spark plugs appeared to be overdue, and while the intake ports were dirty, the valves were clean enough to suggest port/direct injection was helping. Further examination of the top portion showed promising revelations, with clean sections after removing the valve covers. There were no metal glitter, damaged cam lobes, or broken valvetrain parts. Interestingly, a timing chain slap was discovered as the source of the clicks, due to the unloaded oil pressure-dependent tensioners. Minimal Wear, With Only One Major Problem However, the cylinder heads showed heavy carbon and oil deposits, suggesting the engine was burning oil. One cylinder showed odd residue or discoloration, while the pistons came with a heavy carbon buildup in ring lands, suggesting oil control ring failure. Some oil rings were seized, others barely protruded, confirming oil consumption problems. Overall, the Coyote V8 engine teardown showed minimal and typical wear after over 100,000 miles (apart from the plastic oil pan), with I Do Cars claiming it is a candidate for a rebuild. It wasn't flawless, but its failure was only from burning too much oil, which led to catalytic converter damage – the only persistent problem associated with Coyote V8s, beyond issues with its 10-speed transmission.
Yahoo
07-02-2025
- Automotive
- Yahoo
Details of Today's Suspension Technology for Better Ride Quality
From the January/February 2025 issue of Car and Driver. Here is the key ride-quality tech found on our five test vehicles. Each of these adapts wheel control to the road surface based on input from various onboard sensors. Even tech that has been around a while, such as MR dampers, continues to get smarter with better compensation for temperature and other factors, because wheels keep getting larger, but ride can't suffer. read the full suspension testLike other adaptive dampers, these also vary damping—up to 1000 times per second—based on input from various sensors, but the adjustments are controlled in a different way. With MR dampers, the fluid has metallic particles in it, and applying a magnetic field causes them to clump together, which resists movement and increases damping. This method tends to create more damping bandwidth than the valve-based adaptive units and also allows the adjustments to happen before there's appreciable suspension provide continuously variable damping that's adjusted based on sensors and controlled by a valve that can open or restrict the passage the fluid flows through. The Spectre, the Taycan, and the Raptor R each have two such valves to control compression and rebound damping separately. This split capability is new for the 2024 Raptor's Fox Dual Live Valve dampers (pictured), which also have external reservoirs on the rear units and the ability to allow the flow of huge amounts of fluid to absorb the impacts of airborne multitalented dampers are, at their core, two-valve adaptive units, which handle the highest-speed impacts such as sharp bumps and seams. But the active part is the ability for an electric motor and pump for each corner to force fluid above or below the damper's piston to raise or lower it at will to control body movements. They work in conjunction with air springs, which support the vehicle's weight while parked. But at speed, the air springs deflate, and the dampers take over almost all the spring and damping Spectre's bars are effectively two halves of a conventional anti-roll bar joined in the middle by an electric motor. When you're driving straight, the bars disconnect for maximum comfort— minimizing head toss that hitting a bump with one wheel can induce—and the electric motor adds torque to the anti-roll-bar ends in proportion to the cornering rate to resist roll. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
