Since the inception of the S550 Mustang back in 2015, this generation was an immense leap forward in
style, performance, and handling. For the first time, a Mustang came equipped with IRS (Independent Rear
Suspension). What this correlates to is the horsepower can be better handled not just in a straight
line,
but around corners. Every Mustang has always pushed the standard on how engine performance is delivered
to maximize the experience and potential. The S550 is no exception to this rule, just like the S197 that
came before, there was something new to behold in engine performance.
Think of a Mustang engine as a beating heart of the namesake it represents. The motor in a Mustang is
everything since it is what creates the sound, experience, and theatre of an American icon. Ever since
Ford and Shelby got together to take the Mustang from mule to racehorse, the fabled story of legendary
Mustang performance came to be with iconic engines such as the infamous 427 V8, Boss 302 V8, Boss 429
V8,
and high-revving 289 V8. All of these engines are what continues in the foundation for the performance
engines found in today’s modern S550 Mustang.
Want to know everything there is to know about your 2015-present Mustang engine? Well, you’re in luck
because Steeda has you covered with a comprehensive guide you will find below!
Following the success of the S197 Mustang, Ford understood how successful the Cyclone V6 had become over
within the Mustang lineup. Therefore they saw no reason to discontinue when the changeover occurred for
the S550. Unlike V6 Mustang models of the past, the Cyclone engine has to be the most advanced of
all-modern Ford V6 variants. Engineering alongside the mighty "Coyote" V8, it carries engine technology
in the framework such as Ti-VCT (Twin Independent Variable Camshaft Timing), piston cooling jets,
aluminum cylinder heads, aluminum block, and roller finger followers for razor-sharp valve action.
With all of this combined, it made for a base Mustang engine that had never been seen before in history.
Each
Mustang Cyclone made an astonishing 305 horsepower and 285 LB/FT of torque. Combined with a lightweight
aluminum block that is 41 pounds lighter than the previous 4.0L V6 found in the 2005-2010 models, this
aids in helping the Cyclone achieve fantastic fuel economy of up to thirty miles per gallon, compared to
the 4.0L V6, this was a true testament to Ford's innovation and engineering.
Mustang enthusiasts who own a Cyclone will more often than not decide to opt for a centrifugal supercharger to increase the already stout powertrain to almost 500
plus horsepower. For even more
power, owners will add exhaust, cold air intake, and a tune.
You can find the "Cyclone" V6 Engine in the following Mustangs:
Unlike its V6 counterpart, everyone wondered how could a little four-cylinder go up against the framework
that all base Mustang engines have been for quite some time. Simply put, it is called EcoBoost
technology; being turbocharged, it doesn't need to sacrifice power and efficiency in the
namesake of performance. The 2.3L EcoBoost debuted alongside the Cyclone V6 back in 2015, with the
launch of the S550 Mustang generation.
Since that time, Mustang enthusiasts from all across the world have realized how potent a turbocharged
four-cylinder can be. If you don't recall back in the 1980s, there was another Mustang that came
equipped with the same formula. The SVO Fox Body Mustang was the first Mustang ever to be fitted with an
inline four-cylinder engine. At the time, Ford realized that to keep sales going; they would have to
fill the void in a segment that was mostly dominated by big V8 engines. Amongst many customers within
the market, they were looking to have a sporty muscle car without the sacrifice of fuel efficiency and
power.
Many enthusiasts over the years who have built EcoBoost engines with forged internals, larger
turbocharger,
and fuel system have seen upwards of over 500 horsepower depending on supporting
modifications such as exhaust, downpipe, and a
tuner. If one thing
modern technology has shown enthusiasts, it is not just about engine displacement anymore.
Mustang EcoBoost 2.3L High Performance
After five years of four-cylinder turbocharged technology in the S550 Mustang, Ford knew it was time
to take things up a notch to keep up with the competition in the segment. Just recently, Ford
introduced a High-Performance Package for the EcoBoost Mustang; this package produces a staggering
330 horsepower and 350 LB/FT of torque. It is the most potent four-cylinder American sports car on
the market you can buy today. Customers can choose to equip this package with either a 6-speed
manual transmission or 10-speed automatic.
Engineering began with swapping out the base EcoBoost engine with the Focus RS 2.3L I4. The goal was
simple, to be the lightest and nimblest four-cylinder sports cars amongst its rivals in the
marketplace. Each has seen a 0-60 run within the mid-four-second range on premium 93 octane fuel,
with a top speed increasing to 155 mph, this is a 10 mile per hour gain over the base 2019 EcoBoost
engine, and this is a total of 34 mph over the base EcoBoost engines from 2015-2018. This little
four-cylinder is a beast to be reckoned with amongst the Mustang lineup and its rival counterparts.
You can find the 2.3L EcoBoost Engine in the following Mustangs:
Since the unveiling of the now legendary "Coyote" 5.0L V8, Ford turned the world upside down on
modern American V8 performance. Like the 5.0L V8 during the Fox Body Mustang era, it too was way
ahead of its time in engine technology and performance capability. The same can be said about the
Coyote as well; just like the first generation, the Coyote still retains a DOHC (Dual Overhead
Camshaft) and Ti-VCT (Twin Independent Variable Camshaft Timing). Previously this technology could
only be seen in high-end European exotic cars such as Ford's arch-rival Ferrari.
After the success of the 2012-2013 Boss 302 Mustang, Ford was able to discover an abundance of
technology
created during the development of the "Roadrunner" 5.0L engine. What Mustang engineers found is an
ability to incorporate characteristics found in the Boss 302s powerplant into the second generation
coyote—resulting in more power, airflow, and efficiency throughout the RPM range. Power increased to
435 horsepower and 400 LB/FT of torque coming very close to the Roadrunner's power numbers.
Changeover components in the Gen II Coyote are as follows:
Larger intake & exhaust valves
Revised intake & exhausts camshafts
Stiffer valve springs to handle the RPM range of up to 7,500
New cylinder head castings
Forged connecting rods from the Boss 302
Redesigned pistons
New composite intake manifold
New variable intake camshaft-phasers
You can find the Gen II Coyote engine in the following Mustangs:
2015-2017 Base & Premium Mustang GT
2016-2017 Mustang GT California Special
Mustang Gen II Coyote 5.0L Specs
Measurement
Technical Specification
Configuration
Aluminum block and head
Intake Manifold
Composite shell-welded with runner pack and charge motion control valves
Throughout the landscape of American high-performance V8 engines, there are only a few predecessors
that came close to the 5.2L “Voodoo” engine in Ford history. Only one engine comes to mind, in the
legendary 427 V8 used in the almighty Ford GT MKII in the mid-1960s in order to beat Ferrari. Like
the 427, the VooDoo is an
engine that demands respect and attention. That is where the similarities only begin; both are
naturally aspirated, can rev incredibly high over 7,500 RPM, AND creates an immense amount of power
effortlessly.
The VooDoo derives its architecture from its Coyote sibling in the Mustang lineup. To produce a
whopping 526 horsepower and 429 lb/ft of torque, engineers had to create an engine that is
uncharacteristically not found in models of Mustangs in recent years. Each motor uses a flat-plane
crankshaft, instead of the typical cross-plane crankshaft found in all Mustang GT 5.0L models.
Flat-plane crankshafts allow for a different engine firing order, which results in the engine and
valvetrain to have a much higher RPM range vs. a cross-plane crank. This results in the VooDoo
engine
allowing
for the highest RPM redline in Ford history; a staggering 8,250 RPM. The Voodoo features an exhaust
note that is very exotic, to the likes of its European rival counterparts.
You can find the 5.2L Voodoo engine in the following Mustangs:
2015-Present Shelby GT350
2015-Present Shelby GT350R
Shelby GT350 Voodoo Engine Specs
Measurement
Technical Specification
Configuration
Aluminum block and heads
Intake Manifold
Composite shell with scroll design and charge motion control valves
10 quarts 5W-50 full synthetic with filter (5,000-mile service interval, 3,000 for heavy
use)
Redline
8,250 RPM
Gen III “Coyote” 5.0L Ti-VCT V8
In 2018, Ford unleashed the mid-cycle refresh for the S550 Mustang. At first, enthusiasts were a
little skeptical with the front end design being that it was very edgy and uncharacteristic of past
Mustang generations. At the same time, Ford realized it would be a fantastic opportunity to push
Coyote 5.0L Engine technology to the next level with the third generation. Taking lessons learned
from the GT350 Voodoo engine, engineers discovered if they boosted the compression ratio, built a
more durable bottom end, and added direct/multi-port fuel injection; there could be significant
gains across the power curve.
Upon initial launch, many Mustang enthusiasts were astounded by the incredible new layout that the
Gen III Coyote had to offer vs. its previous first two versions. Ford was able to create an all-new
Coyote engine
efficiently by delivering more fuel, more air, and spark
to the combustion champer in order to provide a more linear power curve. Over two years later, since
its debut, Mustang fans everywhere
have been able to take the Gen three to new heights just by adding a supercharger
or twin-turbo
system. Power numbers on a stock Coyote bottom have been seen well over 1,000 rear-wheel horsepower.
You can find the Gen III Coyote engine in the following Mustangs:
Cast aluminum block and head with plasma transferred wire arc cylinder liners
Intake Manifold
Composite shell with scroll design and charge motion control valves
Exhaust Manifold
Tubular stainless steel headers
Valvetrain
DOHC, four valves per cylinder, twin independent variable camshaft timing
Valve Diameter/Lift
Intake 31mm/8.31mm, Exhaust 30mm/7.42mm
Pistons
Cast aluminum
Connecting Rods
Forged aluminum
Ignition
Distributor-less with coil on plug design
Bore X Stroke
3.63 in. x 3.65 in. (93.0 mm x 92.7 mm)
Displacement
302 Cubic Inches/5.0L
Compression Ratio
12.0:1
Engine Control Sytem
PCM
Horsepower
460 @ 7,500 rpm
Torque
420 LB/FT of Torque
Recommended Fuel
93 Octane
Fuel Delivery
Dual-fuel, high-pressure direct injection and low-pressure port fuel injection
Oil Capacity
10 quarts 5W-20 with filter (10,000-mile service interval)
Redline
8,000 RPM
5.2L “Predator” Supercharged Ti-VCT V8
No matter what angle you look at the Mustang lineup, the Shelby GT500 is the king of the road on any
given day. Just as Carroll Shelby designed the 1967 GT500 to be an absolute beast on and off the
track, the all-new 2020
Shelby GT500 is no different to this formula. Ford set out to build the
most potent street Shelby in company history. Code-named “Predator,” the 5.2L supercharged V8 makes
a
mind-shattering 760 horsepower and 625 LB/FT of torque. Don’t think this engine is built for only
straight-line speed; it helps the GT500 carve corners in some of the most dramatic ways.
Before the GT500s launch, Ford teased enthusiasts with many different specs such as horsepower,
engine displacement, and power efficiency. Once revealed to the masses, Shelby fans everywhere
discovered this engine is the most potent mass-produced supercharged engine in the world, that is
something to be said for amongst its competitors. Right now, GT500 owners across America are now
able to turn up the supercharger boost to eleven. With some GT500s capable of 1,000 plus horsepower
with a simple tune, exhaust, and smaller supercharger pulley upgrade. This new Cobra is ready to
take a bite out of the competition now and for years to come.
Shelby GT500 Predator Engine Specs
Measurement
Technical Specification
Configuration
Cast aluminum block and head with
plasma transfer wire arc cylinder liners
Intake Manifold
Cast aluminum with integrated
supercharger and CAE designed NVH
features
Exhaust Manifold
Tubular stainless steel headers
Valvetrain
DOHC, four valves per cylinder, twin
independent variable camshaft timing
Valve Diameter/Lift
Intake, 38.3 mm/14 mm;
exhaust, 32.5 mm/14 mm
Pistons
Forged aluminum
Connecting Rods
Forged micro-alloyed steel
Ignition
Distributor-less with coil-on-plug
Bore X Stroke
3.70 in. x 3.66 in. (94.0 mm x 93.0 mm)
Displacement
315 Cubic inches/5.2L
Compression Ratio
9.5:1
Engine Control Sytem
PCM
Horsepower
760 @ 7,300 RPM
Torque
625 ft.-lbs. @ 5,000 rpm
Recommended Fuel
93 Octane
Fuel Delivery
Port fuel injection with twin high-flow pumps
Oil Capacity
11.5 quarts 5W-50 full synthetic with filter
(5,000-mile service interval, 3,000 for
heavy use)
