Differences in 5.0, 5.8, Modular Engine Dimensions

In the diagram below, the DOHC modular motors are quite large and have a low output per cubic foot of space. The upper intake plenium is not shown for the modular motor (the black lined motor). It is wide and tall, but it is a bit shorter than the others when they are used in factory configuration. The 351's can be shortened a bit with careful cover/pump selection.

Edited by dave302 - 19-June-2015 at 7:30AM

Nah, I am forgoing any modular Torino drivetrain until I can get a Coyote setup. The price on salvage Coyote Mustangs is coming slowly down to Joe area prices - just have to be ready to pull the trigger on one once I get a suitable candidate (on both sides).

The Coyote engines came out a few years ago in Mustang GT's as a 5.0. 412 horses from the factory, with EASY ways to extract huge gains in power. 750 HP out of a Coyote with a supercharger is only a call away.

Now, the 2015 factory versions start with 435 horses out of the 5.0. A neighbor has installed a Borla cat-back, CAI, a chip, a tune, and a couple of small trinkets on his 2015 and is getting nearly 500 horses - without cracking the engine open. It sounds scary fast and is.

Here are the official numbers, straight from Ford, pending certification.

For this sixth generation, the base 3.7-liter V6 model's power rating drops from 305 hp to 300 hp. Torque holds steady at 280 lb-ft. Compression ratio for the V6 is 10.5:1. The base V6 fastback with a manual weighs in at 3526 lbs, an increase of 30 lbs over the 2014 model.

The GT, which uses a rowdier version of the 5.0-liter Coyote V8, now has 435 hp and 400 lb-ft of twist, up 15 hp and 10 lb-ft from its predecessor. The compression ratio is 11:1.

In EcoBoost guise, the 2015 Mustang offers 310 hp and 320 lb-ft of torque from its 2.3-liter turbocharged four-cylinder on 93-octane gasoline. It's a twin-scroll turbo—the first ever used on a Ford. The compression ratio on the turbo 'Stang is 10.5:1.