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Remanufactured Ford 5.0L V8 Engine - F-Series Trucks
5.0L · V8 · Part DFFG
Call for availability
4-year no-fault nationwide warranty — includedOn gas engines in non-commercial use, at no extra charge. The builder’s standard cover is 3 years, parts only. Every gas engine we sell includes the 4-year no-fault warranty with labour, at no extra charge.
- “No fault” means we do not investigate why it failed — if a covered engine fails inside the term, it is covered.
- Labour is paid up to CAD $95.00 per hour — a cap on the rate, not a flat payout — and only for the remove-and-replace hours in the Mitchell labour guide. Diagnostic time is covered up to 2 hours, and fluids up to CAD $200.00. Towing and a rental car are not covered. Anything not listed here needs to be agreed with us before the work starts.
- The 4 years start the day the engine is installed, and a claim needs proof that a professional shop installed it.
- Unlimited kilometres, and no deductible.
- Call us before any warranty work starts, so we can authorise it. Labour paid on a repair we were not asked about first is not covered.
- A claim starts with a call to us. We file it with the manufacturer, and the manufacturer pays it.
Diesel engines, and engines put into commercial service, are not covered by this 4-year warranty — the terms vary by engine, so call us for the terms on the unit you’re pricing.
Add an install kit. Thermostat, water pump, belts, hoses, filters, plugs and leads — the parts that should not go back on a new engine. Ask for one with this engine and we quote it on the same order. What a proper install replaces
Warranty included — terms above
Core deposit refunded on return
Call us to confirm availability before you count on a date.
Shipping is freight-quoted after purchase, or pick up free in Edmonton.
Fits
- Ford F-Series Trucks 2011–2013 · 5.0L V8
Not sure it fits? Call (780) 473-2424 with your VIN and we'll confirm.
4-year warranty included
Refundable core
Ships Canada-wide
Engine guide
Ford Coyote 5.0L V8
Also known as: Coyote 5.0, 5.0 Ti-VCT V8, Modular 5.0
Overview & history
When Chevrolet dropped the 426-hp LS3 Camaro SS on the market, Ford's answer was the Coyote — an all-new 5.0L DOHC V8 introduced for the 2011 model year in the Mustang GT and F-150. Built on the Modular engine family's 100 mm bore spacing but sharing almost nothing else, the Coyote packed four-valve heads and Twin Independent Variable Cam Timing (Ti-VCT) — a first for a Ford V8 — into a package that made 412 hp in its debut Mustang tune. It also brought the beloved '5.0' badge back to the Mustang fender after a 15-year absence. There's a Canadian angle here too: every Coyote is assembled at the Essex Engine Plant in Windsor, Ontario, a facility Ford reopened in February 2010 — with backing from the federal and Ontario governments — specifically to build this engine. Fifteen years and four generations later, the Coyote is still in production, now making 480+ hp in the current Mustang GT, and it has become the go-to modern V8 swap for Ford builds the way the LS is for GM. The 2011–2016 engines we stock cover the Gen 1 and early Gen 2 era used in the F-150 and Mustang GT.
Specs & engineering
- •All-aluminum, deep-skirt block with pressed-in thin-wall iron cylinder liners and cross-bolted main bearing caps
- •DOHC 32-valve architecture — four valves per cylinder, chain-driven cams
- •Twin Independent Variable Cam Timing (Ti-VCT) phases intake and exhaust cams separately — Ford's first V8 with it
- •92.2 mm bore x 92.7 mm stroke (4,951 cc) on the Modular family's 100 mm bore spacing, so it drops in where a 4.6L or 5.4L lived
- •Forged steel crankshaft with sinter-forged, fracture-split connecting rods across the board
- •Mustang spec: 11.0:1 compression, tubular stainless tri-Y headers, gray composite intake, 412–435 hp (Gen 1–2)
- •F-150 spec: 10.5:1 compression, torque-biased cams, cast iron exhaust manifolds, black intake, 360–385 hp
- •Gen 2 (2015) added charge motion control valves (CMCV) in the intake, larger valves, and higher-lift cams
- •7,000 rpm redline in car trim, and heads that flow well enough to support serious boost on the stock bottom end
Generations & variants
- •Gen 1 (2011–2014): 412–420 hp Mustang GT / 360 hp F-150; BR3E block castings; 2011–12 blocks used 12 mm head bolts, 11 mm from 2013
- •Boss 302 'Road Runner' (2012–2013): CNC-ported heads, forged pistons, 444 hp at 7,500 rpm — the Gen 1 flagship
- •Gen 2 (2015–2017): CMCV intake, bigger valves, stiffer valvetrain, revised Ti-VCT; 435 hp Mustang GT; FR3E block castings
- •Gen 3 (2018–2023): dual port + direct injection, 12.0:1 compression, bore up to 93 mm, 10-quart composite oil pan; 460–480 hp; RR3E block castings
- •Gen 4 (2024–present): dual throttle bodies, revised intake and cooling; 480–486 hp in the Mustang GT, 500 hp in the Dark Horse
- •Related engines: 5.2L flat-plane-crank Voodoo (Shelby GT350), 5.2L supercharged Predator (Shelby GT500, F-150 Raptor R), and Ford Performance Aluminator crate variants
Vehicles it powered
- •Ford Mustang GT (2011–present)
- •Ford F-150 (2011–present)
- •Ford Mustang Boss 302 (2012–2013)
- •Ford Mustang Bullitt (2019–2020)
- •Ford Mustang Mach 1 (2021–2023)
- •Ford Mustang Dark Horse (2024–present)
- •FPV Ford Falcon GT/GS, supercharged 'Miami' variant (Australia, 2011–2014)
- •Ford Shelby GT350 — 5.2L Voodoo derivative (2015–2020)
- •Ford Shelby GT500 — 5.2L Predator derivative (2020–2022)
- •Ford Performance crate engines and Coyote swap builds (2011–present)
Casting numbers
| BR3E-6006/6015 | Gen 1 block, 2011–2014 Mustang GT and F-150 |
| FR3E-6006/6015 | Gen 2 block, 2015–2017/18 Mustang GT and F-150 |
| RR3E-6006/6015 | Gen 3 block, 2018–2023 Mustang GT and F-150 |
| M-6049-M50 / M-6050-M50 | Gen 1–2 cylinder heads, right and left side (Ford service numbering) |
Known issues & fixes
The 'Coyote tick' (typewriter/BBQ tick)
What to watch for: An irregular clicking at hot idle. Worth attention only if it gets louder over time, follows RPM under load, or arrives with misfires or check-engine codes.
The fix: Usually benign — light piston or injector noise is common on healthy Coyotes. Run a quality synthetic at the correct viscosity, confirm there are no cam correlation codes, and don't tear into a quiet-running engine over a soft tick.
VCT phaser rattle and cam correlation codes (P0011/P0022)
What to watch for: A rattle on warm restart, unstable idle, or cam timing codes. The Ti-VCT system is very sensitive to oil condition — dirty or aerated oil makes phasers misbehave.
The fix: Fresh oil and filter first, then VCT solenoids, then phasers if codes persist. The cheapest insurance is simply shorter oil change intervals with a quality filter.
Oil consumption
What to watch for: Losing a litre or more between changes with no visible leaks. Most widespread on later Gen 3 F-150s, but any high-mileage Coyote deserves a level check every few fill-ups.
The fix: Verify the PCV system, apply Ford's PCM software update where applicable (it keeps the throttle slightly open on deceleration so vacuum stops pulling oil past the rings), and track consumption before assuming ring wear.
Oil pump gear failure at sustained high RPM
What to watch for: Almost exclusively a modified/boosted-engine problem — sudden oil pressure loss on engines that live above 7,000 rpm.
The fix: Billet oil pump gears (and a billet crank sprocket) are cheap insurance on any track or power-adder build. Stock engines driven normally don't need them.
Did you know?
- ★The name honours A.J. Foyt's Coyote Indy cars, which campaigned Ford's first four-valve V8 in the 1960s–70s and won the Indy 500. 'Coyote' started as an internal codename to keep suppliers guessing — engineers liked it so much it became the official name.
- ★It's a Canadian-built engine: every Coyote comes out of the Essex Engine Plant in Windsor, Ontario, which Ford reopened in 2010 specifically to build it.
- ★The Coyote returned the famous '5.0' badge to the Mustang after a 15-year absence — even though at 4,951 cc it's technically rounding up.
- ★Because Ford kept the Modular family's 100 mm bore spacing, a Coyote fits nearly anywhere a 4.6L went — which is why the 'Coyote swap' became the Ford world's answer to the LS swap.