Ford’s modular engine series includes the 5.0L Coyote engine, which is available in F150 and Mustang GT vehicles manufactured between 2011 and the present. Despite numerous upgrades to the Coyote engine, specific issues persist across all of them. Despite this, the engines are often dependable. As a result, it’s debatable whether or not calling these issues “common” is fair. Regardless, this article will go through several people’s more frequent problems and concerns with their 2011+ Coyote engines.
Problems Associated With Coyote 5.0 Engine
- A ticking noise comes from the engine.
- Pan and gasket for oil receptacle
- Auto Transmission
- Rattle in the interior
Overall, Ford’s 5.0 Coyote engine is dependable. Some may think we’re being too picky by focusing on such minor issues. It’s essential to remember that just because we mention these frequent issues doesn’t imply you will. However, just because we wish to talk about the most frequent issues doesn’t imply they apply to most Ford Mustang GTs. Furthermore, bringing up the subject of trustworthiness may be difficult. Some of it has to do with how well the vehicle is taken care of, how well it is driven, and so on. Some of it is just a matter of chance.
Continuing, you may hear about engine ticks, transmission issues, oil pan gasket leakage, and interior rattling with a Coyote 5.0. The engine tick is a touchy subject, so we’ll keep it at that for the time being. We’ll take a closer look below. Many Ford models have had problems with automatic transmissions, and the issues are well-documented. There is some truth to the rumor that oil pans and oil pan gaskets are a thing. Finally, the purpose of this document is to provide information about typical engine issues. Owners often remark or voice their dissatisfaction with noises coming from the inside. There’s not much more to talk about when it comes to engine problems.
1. Engine Tick: 5.0 Coyote “Type-Writer”
Please be patient with us since this isn’t a pleasant subject to discuss or think about. To begin with, the engine tick seems to come in a variety of flavors. Ticking sounds have long been a problem with Ford engines. Sometimes it seems not to affect how long an engine lasts. Ford engines tick throughout the most part of their life, but some make it to 200,000 miles or more without breaking down. The 2018 plus Coyote 5.0 engines, on the other hand, are a bit different. What’s the deal with all these 2018+ instances of Gen 3 Coyotes? Let’s take a look at some of the most significant updates to the 2018 lineup of engines.
- Direct injection (DI)
- Cylinder liner with plasma arc heating
Is it the fault of the 5.0 Coyote Direct Injectors?
There are many changes for the 2018 Mustang GT model year. On the other hand, both theories may contribute to the widespread concern about engine ticking sounds in these vehicles. The clicking noises made by DI engine injectors are well-known. We’re used to hearing injector clicking since we’re BMW fans, and it’s perfectly natural. When the N54 was younger, it wasn’t challenging to locate forum posts questioning why the engine was ticking. Injectors were often to blame, but Ford didn’t use drivers to the unusual noises made by BMW gas engines at the time.
The 2018 Coyotes don’t only have direct injectors; there seems to be more going on as well. However, some Mustang GT owners may hear what they perceive to be a ticking sound, which is really just the direct injector clicking. So, that’s what we’re saying. True engine tick isn’t caused by direct injection. Some, on the other hand, may mistakenly interpret engine ticks as typical direct injection noises. We risk exacerbating this problem by using injectors, which may be distracting even without the use of noise.
To what extent can Piston Slap explain the ticking?
Unfortunately, it seems that this is the most likely cause. Plasma arc cylinder liners are used in the Gen 3 Coyote engine. Perhaps this liner contributes to the piston gently smacking against the cylinder wall by creating slight clearance problems. This hypothesis has been supported by several owners who had to have their engines replaced because of scoring on the cylinder walls. It’s possible that when these engines hit 100,000 miles, something might go wrong. As a consequence of piston slap, the cylinder walls may begin to wear down more slowly, causing the cylinders to lose part of their compression. Piston slap may create a variety of internal issues over time.
However, there are still just too many unanswered questions. Which 5.0 Coyote engines from the first and second generations share the same ticking issue? Does it rule out piston slap as a possibility? If piston slap is the cause, does that mean the plasma liners aren’t to blame? Will the increase of 5.0 coyote-powered Mustang GTs exceeding 100,000 miles lead to more early engine failures?
Coyote 5.0 Typewriter Conclusion
Ford issued a notice in response to the ticking. They did not, however, address the fundamental issues. Ford explained it as “normal,” but this adds fuel to the fire. If ticking is natural, why does it happen to specific engines but not others? Everything is a little chaotic at the moment, and one can find no clear solutions. Despite this, we don’t think the problems are as widespread as the internet would have you believe.
If there’s a piston slap, 5.0 coyotes ticking may have severe ramifications in the future. Our experience has shown us that engine tick isn’t natural and usually signifies trouble. Even yet, we don’t think it should deter anybody from purchasing a Mustang GT for whatever reason. But we believe it’s something potential buyers ought to be aware of. Sorry for the lengthy subject, but we promise to be more concise in the future.
2. Problems with the transmission on the 5.0 Coyote
Because Ford automatic gearboxes stink, we apologize in advance for any inconvenience this may cause your purchase. Whenever it comes to transmissions, they’ve never had much of a reputation for excellence. Just look for terms like “Ford transmission issues,” “Ford transmission recall,” “Ford transmission settlement,” and so on in the search engine results. Nothing good will come from your efforts. They will, however, be primarily targeted at Fiesta and Focus models. Regardless, the 5.0 Coyote has its share of Ford transmission issues.
Some Mustang GT automatic transmissions last longer than others, but even so, they aren’t maintenance-free options. While the emphasis of this article is on automatic transmissions, it’s worth noting that manual transmissions have their own set of issues. Before 2011, manual gearboxes were highly regarded. Coyote 5.0-equipped MT82 manual gearboxes haven’t fared as well.
Because of this, gearbox problems may occur in any Mustang GT. The 2018+ 10r80 10- speed automatic gearbox, on the other hand, is where the action lies. We don’t want this article to be solely depressing, and the 10r80 issues are probably exaggerated for dramatic effect. So, let’s get started with the positive aspects of the situation. It’s hard to find fault with the 10r80’s overall performance. Ten gears may seem excessive, but they keep the 5.0 Coyote firmly in its power range.
Additionally, the transmission is lightning-quick and precise. Some problems and objections have, however, been raised thus far. There is litigation pending against the 10r80, just as there are against the MT82.
Symptoms of a 10r80 transmission problem
- There are thudding noises.
- Jerky’s weight is shifting.
- There are no gears present.
- Slow shifts/gear hang-ups
Unusual transmission noises, abrupt shifts, missing or hanging gears, and/or sluggish shifts may all be signs of a problem with the 10r80 gearbox. However, not all is gloom and doom. Some car owners found that resetting the powertrain control module fixed their problems (PCM). This suggests that a faulty piece of software may cause some transmission problems. Clunking or odd transmission noises, on either hand, usually indicate a mechanical problem. It stands to reason that if you hear clunking, there is typically a problem with one of the physical components.
10r80 Transmission Replacement
Thankfully, many Coyote 5.0 engines with 10r80 transmissions are still covered by the manufacturer’s warranty. You modify your vehicle’s powertrain, whether via tuning, bolt-ons, or another method, which may invalidate your warranty. Resetting the PCM is a common initial step if you’re having problems with your transmission. For some, it seems to be the answer. When everything else fails, you may require a new gearbox or a rebuild of your current transmission.
Any transmission issues should be addressed under warranty, at least for the time being. Even as these 10-speed Mustang GTs become older, it’s still worth noting. This may lead to costly repair costs in the future if the problems are not resolved while still covered by a warranty.
3. The oil pan & gasket for 5.0 Coyote
This part will be brief since we kept our word and cranked things up a notch. Any oil pan and gasket problems may be a myth. The plastic oil pan that comes standard on 2018+ Coyote 5.0 versions shouldn’t be overlooked. This isn’t an official assessment, but you can get a sense of it from the video below.
The plastic oil pan stands up quite well, as you can see in the video. Unless you’re continually crashing your vehicle, it’s probably not a big deal for most people. On the other hand, plastic expands when heated, which may affect the oil pan’s gasket and its capacity to seal correctly over time. Furthermore, plastic oil pans were previously utilized by Ford, and they were troublesome.
Another thing to think about, this time from the perspective of living in a cold environment with ice and snow. Compared to the 5.0 oil pan, our ’07 335i’s plastic underbody panel is much thinner and less durable. However, the under-body board is still very thick and robust. The meeting was shredded to pieces after many years of commuting in Colorado. The larger trucks’ fault is when ice chunks fall from their wheel wells and hit your vehicle. Potholes caused by freezing conditions and ice buildup are also a problem.
This has nothing to do with the 5.0 coyote oil reservoir, but it illustrates that You should avoid abuse. One won’t have much of an impact when it comes to rocks, potholes, ice, and other road hazards. Years of misuse, on the other hand, may affect the plastic oil reservoir.
5) Coyote 5.0 Interior Rattling Problems
We’ll keep it short and sweet, mainly because this isn’t about engines or power trains. As a positive side effect, we can now conclude that the 5.0 Coyote is very reliable. Also, there isn’t much to say about the rattling in the Mustang GT’s cabin. Something like this necessitates careful listening to pinpoint the source of the rattling.
The remedy may be different based on what’s causing the rattling exactly. To stop the rattling, you’ll probably have to be creative. Rattling panels may be silenced by inserting foam, cardboard, or other materials behind them. Otherwise, a faulty bolt or screw may be to blame. When brand-new automobiles begin to squeal so soon, it’s discouraging. Some vehicle owners opt to use interior rattles since it’s a fact of life with most cars.
Final Thoughts To The Common Problems and Reliability of the Coyote 5.0
There aren’t frequent issues with the 2011+ Ford Mustang GT 5.0 Coyote engine. While engine ticking sounds are something to be aware of, direct injection systems may also make noise. If anything goes wrong enough to cause internal harm in those with ticking problems, they may live shorter lives. It’s a possibility, but it’s been greatly exaggerated. Ford’s gearboxes don’t have an excellent reputation, and the Mustang GT is no exception. Transmission problems aren’t as frequent as you would think, especially if you’ve had one before. The plastic oil pan gasket seen on 2018+ vehicles was novel, but any potential problems are entirely speculative.
Finally, we included internal rattles since so many people have reported hearing them. There was also nothing new to say in terms of issues with the 5.0 Coyote’s drivetrain. One more thing, though, we’d like to mention. All automobiles and engines are susceptible to a wide range of malfunctions. Reliability of the 5.0 Coyote depends in part on maintenance, driving style, and vehicle modifications. Other times, it’s just a matter of chance. Despite this, the 5.0 Coyote engine in the Mustang GT is a strong unit in terms of both horsepower and dependability.
What are your thoughts on the new 5.0 Coyote? Please let us know what you think by leaving a comment below!
- Featured Image Source: https://www.fordmuscle.com/news/a-peek-inside-the-2018-mustangs-gen-3-coyote-engine/
- Further Reading on the Coyote Engine
0 Comments