Home » Nobody Knows What’s Making Ford’s Coyote Engines Tick

Nobody Knows What’s Making Ford’s Coyote Engines Tick

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Engines are supposed to make noise. Many noises, in fact! There are good noises, like the rush of air into the intake, and the growl of the exhaust. And there are bad noises, like the pings of detonation or the dreaded clank of rod knock. But what if you had a noise that fell somewhere in between, and nobody could tell you what it was? That’s the question befuddling many Ford owners in recent years.

The Coyote V8 is the Ford muscle car engine right now. You’ll find it under the hood of the Blue Oval’s most important models. Coyote 5.0s power the Ford F-150 and the Ford Mustang, and it also turns up in more obscure models like the Lincoln Mark LT.

Vidframe Min Top
Vidframe Min Bottom

The Coyote is much lauded for its power, torque, and sonorous exhaust. But it’s also become well-known for an altogether more curious sound—the dreaded “typewriter tick.” If you’re wondering what it is, and what’s to be done, well… you’re not the only one.

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The Coyote 5.0 is beloved, but does it have a real problem?

The Tell-Tale Heart

So what is this mysterious sound? Search online, and you’ll find endless forum posts discussing the Coyote engine’s “typewriter tick” or “BBQ tick.” It’s characterized as an intermittent ticking sound that occurs at irregular intervals. The sound is often best heard through the front wheel well. The sound is likened to the metallic tick of a mechanical typewriter, or the firing of a barbecue igniter—hence the common nicknames for the problem.

The tick can occur on just about any Coyote 5.0. Ford has noted the problem across F-150 and Mustang models from 2011 to 2024, as well as on the Lincoln Mark LT built from 2011 to 2014. However, at the same time, it’s not reported on every example of the engine. Some owners report their engines never develop the tick, while others notice it pop up one day, often after an oil change.

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A great example of the “typewriter tick”—note how it sounds like someone typing on an old typewriter.

The “typewriter tick” should not be confused for any regular ticking. A common source of such a sound is the direct injection system on later Coyote engines. The typewriter tick is known as a largely random tick that does not occur with any rhythm or regular interval.

These sounds have created great concern for many owners. After all, a metallic ticking or knocking sound from inside the engine normally spells doom. It can be a sign that there are major problems with the engine’s rotating assembly, or that something is moving or contacting where it shouldn’t be.

2011 Ford Mustang Gt California Special
The Mustang has featured the Coyote V8 since 2011, which saw it bring the famous 5.0 branding back to the fore.

The interesting thing about the Coyote’s “typewriter tick” is that it’s apparently not a problem. Ford issued a Special Service Message on the matter quite some time ago, and regularly updates it to cover new models with the Coyote 5.0 engine. As per the document, filed with the NHTSA:

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Some 2011-2024 Mustang and F-150 vehicles equipped with a 5.0L engine may exhibit a tick tap and/or typewriter ticking noise at idle after an engine oil change. It is often referred to as typewriter noise because of its similarity to the sound of a mechanical typewriter. The noise in question may be heard on some engines when engine temperatures reach 150°F (65°C) or higher and engine speed is at idle up to approximately 1700 RPM. It can typically be heard at the front wheel well and is often isolated to the transmission bell housing or oil pan area.

The typewriter noise tick rate can be faster or slower and is not detrimental to the engine function or durability and has no short or long term effects on the engine. This an operating characteristic of the 5.0L engine and no repairs should be attempted.

That document provides us with some interesting details on the matter. For a start, Ford makes it clear that the tick is “normal” and does not indicate a problem worthy of repair. It notes that the problem is most commonly noticed after an engine oil change. It also states that it’s potentially correlated with temperature and a certain RPM range, and where it’s most often heard. That’s a lot of interesting information.

Only, one thing is missing. What the heck is actually causing this sound?!

F150cng 2431

F150cng 2444
The Ford F-150 has also made good use of Coyote 5.0-liter V8s for more than a decade.

Speculate at Will

Ford hasn’t outlined a cause for the sound. The Autopian has contacted the automaker regarding the matter. However, given that Ford has never provided a specific explanation for the tick over the years, it’s unlikely they’ll do so now.

Despite the noise, the Coyote is regarded as a generally reliable engine. By and large, Ford’s statement that the noise “is not detrimental to the engine function or durability,” seems to ring true. While some of these engines have certainly failed, we haven’t heard horror stories of Mustangs and F-150s suffering engine failures en masse.

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All New Ford Mustang: 5.0 Liter V8
Despite multiple changes to the Coyote over the years (like this 2019 update), the tick has persisted across generations.

Still, something has to be making that noise. So what is it? Ford forums are full of people speculating as to the cause.

Given the problem often seems to occur after an oil change, some have put the problem down to something vaguely oil or oil pressure related. Common callouts are the hydraulic lash adjusters in the valve train, or the hydraulic timing chain tensioners causing some degree of chain slap. Both are believable enough, but there isn’t a whole lot of conclusive evidence supporting this idea.M 6266 M50b

Jaypeg
Could hydraulic lash adjusters, or timing chain tensioners, be causing the problem?

Similarly, many have espoused the use of heavier weight oils to quell the noise. However, there’s plenty of evidence of owners trying this with heavier 10W and even 15W oils, and failing to cure the tick.

Another common theory puts the problem down to piston slap, due to the piston-to-cylinder wall clearance being outside the proper range. This is often tied in to the Coyote’s use of plasma transfer wire arc technology for the cylinder liners, considered by some to be inferior to the use of traditional cylinder sleeves. However, this technology was only used on Coyote models from 2018, and the “typewriter tick” issue goes all the way back to 2011.

Perhaps the most compelling theory out there, though, concerns the bottom end of the engine. One owner shared a video on YouTube of their Coyote V8 partially disassembled. Inspection showed that the connecting rods exhibited a significant degree of side play. The owner claims that while the spec is from 0.323 mm to 0.5 mm, two of their connecting rods showed side play up to 0.9 mm.

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This is a bit of a smoking gun for the typewriter tick issue. The sound generated by hand with the connecting rod play does seem to correlate with the characteristic “typewriter” sound. Plus, as it happens at the bottom of the engine, it would explain why the sound is easiest to hear from low down by the wheel wells rather than the engine bay. While excessive play of this type is not ideal, it’s also not necessarily a huge problem for engine longevity. Certainly not as much as connecting rod play in the up-and-down direction. While the example above is likely excessive, it’s believable that play just outside of Ford’s stated limits could cause this noise without excessive risk to the engine’s lifespan.

It’s not a perfect explanation, though. For one, this is likely a problem that Ford could control in production if so desired. Ford hasn’t publicly made any statements supporting this idea, either. Furthermore, there is additional evidence that further complicates the issue.

10 Millionth Mustang At The Edsel & Eleanor Ford House
The 10 millionth Ford Mustang is a high-tech, 460 horsepower 2019 Wimbledon White GT V8 six-speed manual convertible.

A Fix (Maybe)

The typewriter tick clearly annoys some owners to a great degree. Endless forum posts chronicle owners decrying the noise and their inability to quell it. As far as Ford and its dealership network are concerned, at least according to the special service message, there is no problem to fix. It’s just the normal sound of a properly-working Coyote engine. However, that doesn’t mean people haven’t tried to fix it.

Read enough posts, and you’ll find people spruiking a popular folk cure in the form of Liquimoly’s Cera Tec additive. It’s billed as reducing friction and wear by the manufacturer. Using it is simple—one simply shakes up the can and pours it into the engine’s oil filler. It then mixes with the oil and does its magic.

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Molytick
Liquimoly’s Cera Tec additive.

Many automotive enthusiasts dismiss additives out of hand, calling them mere snake oil. However, there are several Mustang owners out there that attest to Cera Tec working as a fix. Forum posters and YouTubers alike have credited the additive with solving the problem. In the latter case, you can even hear the results for yourself.

So what could the Cera Tec be doing to solve the problem? It’s hard to imagine a friction reduction agent solving any issues with bottom-end side play. If anything, it would make it easier for those connecting rods to dance side-to-side if that were the case. However, a lower friction oil could potentially have an impact on hydraulic lash adjusters in the valvetrain. It could make these parts move more freely, taking up necessary slack in the valvetrain that can create metallic ticking noises. Similarly, it could have an effect on the hydraulic timing chain tensioners, too.

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The Autopian contacted Liquimoly for its input on this matter. Given it designed and manufactured the additive, its engineers perhaps have the best insight as to what the additive can and can’t do within an engine. I decided to ask Steffen Niemietz, Liquimoly’s Application Engineer, what the deal was.

We know that a lot of customers have very good experience using Cera Tec to reduce the “tick” in Coyote engines as well as in HEMI engines.

Like everyone else, we don’t know what exactly causes this ticking. However, the fact is that adding Cera Tec to the motor oil has a positive effect on reducing the ticking.

It appears the gang at Liquimoly have about as much idea as we do about what’s causing the tick. Helpfully, Steffen also told us a little more about Cera Tec itself:

Cera Tec is a combination of chemical surface protection and solid lubricant. While the solid lubricant (ceramic particles) takes effect immediately after being added to the engine oil and, among other things, contributes to reducing noise, the chemical agent requires several hours of operation to build up a chemical protective layer, which ultimately leads to further protection against excessive wear. Cera Tec is therefore a very powerful combination of an extremely pressure and heat-stable solid lubricant and long-lasting protection for the surfaces in the engine.

That’s good info. In particular, many YouTube videos seem to show the additive acting quite quickly to reduce the tick—certainly within an hour or so based on what we’ve seen above. Forum posters concur. That suggests it’s the solid ceramic lubricant particles that are having an effect. Furthermore, the chemical protective coating created by Cera Tec is supposed to last for several oil changes. However, anecdotal forum posts have owners saying that the tick returns after an oil change—until they add more Cera Tec. That’s more cursory evidence suggesting it’s the solid lubricant particles making the difference. However, it’s worth noting this is all fairly raw speculation—we’re not scientifically certain about any of this.

Liqui Moly Cera Tec (art. 3721) 0 47 Screenshot
Cera Tec is designed to coat metal parts, forming a chemical protective layer over time. 

Interestingly, some owners have speculated that Ford used a similar fix itself at one point. Rumors circulate around a supposedly-discontinued “Motorcraft XL17” additive that some suggest was included in Coyote engine oil from the factory. It’s similarly suggested to be a friction-lowering oil additive. The idea being that changing the oil removes the critical additive, thus creating the tick after the first oil change. Interesting, no? Incidentally, Summit Racing still lists the additive on sale for $40.99, but I have thus far found no evidence of Mustang or F-150 owners using this to solve their tick problems in the field.

Mof Xl17 Jf Xl
The mystery deepens—did Ford have an additive that solved this problem in-house?

So What Is The Truth?

We still don’t have a full answer as to what causes the Coyote 5.0 typewriter tick. There are a lot of theories out there, as well as plenty of tales from affected owners. Parsing out what the typewriter tick is, and isn’t, is hard enough—let alone figuring out the root cause. The fact that Ford hasn’t issued a clear statement on why this happens only muddies the water further.

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What about other engines? For Coyote variants like the 5.2-liter Voodoo, it’s hard to say. These engines have a far smaller customer base, and there’s not a whole lot of information out there. However, similar problems have been cited for Ford’s 6.7-liter PowerStroke diesel engines in an official TSB. In those cases, Ford also states that no repairs are necessary, and that the sound is normal.

Screenshot 2024 08 08 152200

Interestingly, Ford puts the problem down to “build tolerance stack-up” in the PowerStroke case. This suggests that some rattling could be down to tolerancing, as in the connecting rod example seen in the Coyote engine video above. However, why Ford would state this openly for the PowerStroke and not the Coyote is not obvious. Amusingly, though, Ford notes that the typewriter noise has long been present in these engines, and that it only became apparent once other parts of the engine were quietened down.

From my personal experience, it definitely sounds like some kind of play in the engine’s metallic components. My thoughts initially drifted to lifter tick, given how prevalent that has been in certain cars that I’ve owned, like the NA Mazda Miata. Theories around oil pressure and the hydraulic lash adjusters seem viable, and would present a minimal risk of damage to the engine over time. However, I wouldn’t rule out the bottom-end play theory either.

Screenshot 2024 08 08 145820
A compelling explanation for why the Ceratec fix might work.
15mustang 5.0 Literv8 02 Hr (1)
Perhaps Ford can tell us—what’s really going on inside the Coyote?

At the end of the day, it’s not a problem that you really need to worry about. If the tick really bothers you, you can always try the Ceratec fix. If that doesn’t sort it, either learn to live with it or sell your car. Ultimately, Ford says it’s normal. The fleet of 5.0 F-150s and Mustangs out there is still running strong, too, indicating that the tick isn’t some big bad harbinger of doom.

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Still, it’s easy to sympathize with the owners. Nobody wants to buy a lovely new V8, only to hear it making funny noises. It seems this is one of the innocuous ones, but the sheer mystery around it will keep many of us pondering for some time.

Image credits: Ford, Apex Auto Products via YouTube screenshot, Summit Racing, Liquimoly

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Hoonicus
Hoonicus
1 month ago

*Tick*Tick*Tick* evokes restricted thermal expansion as surely as Click&Clack evokes the tappet brothers. Old typewriters vary by vintage from *thwack* thunk* clicketedy clackedly* to *brirdddd*.
*Chitty Chitty Bang Bang* signifies all is right with the world. Please be judicious with descriptors.

Anonymous Person
Anonymous Person
1 month ago

Unrelated engine but similar noise: After I replaced all 8 injectors in my LB9 305 TPI motor in my El Camino, I definitely hear a ticking sound commensurate with engine rpm. I just plug the iPod into the head unit, turn the music up and ignore the ticking.

Banana Stand Money
Banana Stand Money
1 month ago

I’m not typically an advocate for engine additives, but I have made an exception for ceratec and have been using it for 10+ years in my BMW and Audi engines. It’s one of the few products that seem to have legitimate support across a bunch of specialty speed shops in my area.

Captain Muppet
Captain Muppet
1 month ago

Con-rod position along the crank axis is controlled by either the tolerances in the piston or the crank.

If the rods are piston-guided then more clearance at the crank doesn’t matter because it can’t be used in an assembled engine.

If the rods are crank guided (and they probably are) then additional crank clearance is only a problem if it’s bigger than the clearance in the piston.

There is bugger all force on a con-rod along the crank axis, which is why there are no bearings to support it. My response to this as a problem would be a quick tolerance stack almost certainly followed by some shrugging.

If I had a quid for every senior management concern about parts that move a bit when they go sticking their fingers in to engines during engine build…

Totally not a robot
Totally not a robot
1 month ago

So if this cera tec requires removing the oil filter, and the tick happens after an oil change, that leads me to suspect the oil filter is causing the noise. Maybe it’s tapping against something else nearby?

Captain Muppet
Captain Muppet
1 month ago

There has to be tool clearance designed around the filter, and as one of those tools is a big fat hand it’s very unlikely that there is anything close enough to tap on the filter.

Certainly nothing close enough to be with the manufacturing tolerance between two different filters.

FiveOhNo
FiveOhNo
1 month ago

You dump the additive in with the oil.

Interestingly, though, the tick noise comes from the same general area as the oil filter.

Kyle Finke
Kyle Finke
1 month ago

The 3.0 PowerStroke diesel in my 2018 f-150 has the same tic. Not always and at idle. 138,000 trouble free miles so far.

Kyree
Kyree
1 month ago
Reply to  Kyle Finke

I feel like the V6 in my LR4, which has lots of Ford engineering and which was built under contract by FoMoCo for Jaguar Land Rover has a tick-y sound, as well. I may try this upon the next oil change. Can’t hurt.

JaredTheGeek
JaredTheGeek
1 month ago

I’ve owned multiple hemi-powered modern Dodges and they all had a tick.

Canopysaurus
Canopysaurus
1 month ago

I don’t know about you guys, but when I start hearing ticking from an unidentifiable source, I start looking around for a crocodile.

CanyonCarver
CanyonCarver
1 month ago
Reply to  Canopysaurus

Does your mustache start dancing around the same time as well?

Nsane In The MembraNe
Nsane In The MembraNe
1 month ago

I had no idea what a Lincoln MKT was and sprinted to look it up thinking it was some V8 powered luxobarge I forgot about and could buy for cheap. Alas…

Jack Trade
Jack Trade
1 month ago

It was mildly intriguing when they briefly started to become the Town Car replacement for livery services. I wouldn’t mind being picked up at the airport by one of these.

Slow Joe Crow
Slow Joe Crow
1 month ago

I guess the Coyote is basically reliable because AFAIK the I Do Cars channel hasn’t done teardown yet but has done several hemis and Tritons plus several BMW hot V engines.
This sounds like an annoying issue but non fatal.

CRM114
CRM114
1 month ago
Reply to  Slow Joe Crow

Yeah, about that…

Andy Farrell
Andy Farrell
1 month ago
Reply to  CRM114

Just came here to say the same thing.

Slow Joe Crow
Slow Joe Crow
1 month ago
Reply to  CRM114

I guess that was then, this is now.

Ian McClure
Ian McClure
1 month ago

Random vague idea: some component that moves at irregular intervals is getting slightly “stuck”. When actuated, static friction prevents it from moving until a certain pressure threshold is passed, and then it sudenly “snaps” to a new position instead of moving smoothly. The lubricant additives are preventing this, or lowering the static friction threshold.

Paul B
Paul B
1 month ago
Reply to  Ian McClure

The technical term for this is stiction.

Very likely candidate.

Speedway Sammy
Speedway Sammy
1 month ago

This engine has to be costing Ford huge money in warranty. My buddy has an F-150 that had excess oil consumption. Ford installed new heads, which didn’t fix it, then a whole new engine, which did. Both times required pulling the cab off the frame. The local dealer has these lined up in the service lot like an assembly line.

JumboG
JumboG
1 month ago
Reply to  Speedway Sammy

The trucks are designed to pull the cab off for service, and it makes access so easy it saves time there.

Mrgrayaz
Mrgrayaz
1 month ago
Reply to  Speedway Sammy

The Cab off thing is SOP these days – nothing special. Super Duties have been doing it for decades. The truck’s are actually designed to do it now. It makes doing work like that MUCH quicker.

Marathag
Marathag
1 month ago

Ford also said there wasn’t a problem with the Powershift, eother.
No too trusting of their statements

Speedway Sammy
Speedway Sammy
1 month ago
Reply to  Marathag

Is that the deal where a bushing slips in its bore and starts to impede oil flow to a couple clutch packs? Apparently an easy design fix (add shoulder to bore instead of fully machined through bore) but requiring a complete removal and rebuild.

Jack Trade
Jack Trade
1 month ago
Reply to  Speedway Sammy

I think the problem there was that there were actually dry clutch packs, unlike the usual wet design that the successful ones use?

Speedway Sammy
Speedway Sammy
1 month ago
Reply to  Jack Trade

Not familiar in depth but that would be a VERY unique automatic trans that doesn’t lube the friction plates/bands.

Defenestrator
Defenestrator
1 month ago
Reply to  Speedway Sammy

It’s a dual-clutch, not a planetary auto. And the clutches were dry like a manual’s rather than oil-bathed like a normal DCT. It didn’t work very well, and it didn’t work for very long.

Sam I am
Sam I am
1 month ago

Interesting. I had one for 10+ years and sometimes I thought I heard a bit of valve train ticking, but nothing like the typewriter style clacking.

IanGTCS
IanGTCS
1 month ago
Reply to  Sam I am

I have a 2011 and have heard what I assume was valve train noise too. It’s been there since basically new so I’m not overly worried.

Totally not a robot
Totally not a robot
1 month ago
Reply to  Sam I am

The DI valve train ticking is different from this ticking. The valve train sounds horrendous but supposedly it’s just a by-product of the design.

Robert Runyon
Robert Runyon
1 month ago

Get a loud exhaust and save yourself the anxiety of the “tick”. Then again, if you’ve heard it, you’re too late. It will rot your mind.

Crank Shaft
Crank Shaft
1 month ago

I think rod side play makes the most sense and unless it’s depositing metal into the oil, probably isn’t a big deal. This also seems like one of those situations where it takes almost a magic combination of things to happen in just the right way for it to occur, while still being basically harmless. I can totally see how between colder parts, meaning fractionally smaller, combined with nice clean oil, it could permit just enough play for some of the rods to clack together on the crank until everything grows up to temp. While I wouldn’t suggest flooring the engine while it’s doing it (or any cold engine), it’s probably just a minor annoyance with which to be lived.

The Clutch Rider
The Clutch Rider
1 month ago
Reply to  Crank Shaft

i always assumed that there would be a shim between the rods when sharing a journal. I haven’t seen a v8 taken apart yet. I guess you learn something new every day

Danny Zabolotny
Danny Zabolotny
1 month ago

Ford people are just discovering what BMW people have known about for ages… BMW’s from the 90’s onwards frequently have lifter tick. It’s usually not a cause for concern, just a nuisance.

FiveOhNo
FiveOhNo
1 month ago

It’s not a lifter tick, because it comes from the bottom of the engine

Last edited 1 month ago by FiveOhNo
Col Lingus
Col Lingus
1 month ago

This is ironic to me. My friend with 3 Ferraris has the same thing with his.
I wonder if it’s related to both brands being flat plane cranks?

Crank Shaft
Crank Shaft
1 month ago
Reply to  Col Lingus

Only the Ford Voodoo engines have flat cranks. Coyote’s have crossplane.

Col Lingus
Col Lingus
1 month ago
Reply to  Crank Shaft

Thanks. I really don’t know anything about Ford products since before 2000.

Alan
Alan
1 month ago

Great, I’ve never noticed anything significant on my F-150, but now I’m probably going to be hypersensitive and have that back-of-the-mind looming doom feeling if/when I do hear this… lol

Church
Church
1 month ago
Reply to  Alan

I was just thinking the same thing about mine. But knowing that it doesn’t seem to cause failure in most, if not all, cases, I’ll be waiting for it constantly, but not necessarily dreading it.

Deathspeed
Deathspeed
1 month ago

I know this is not a Cera Tec commercial, but I may try that in my Stratus’s Mitsubishi-built 3.0 V6. SOMETHING in the valvetrain clicks like lifters or valve lash adjusters, but the sound is intermittent. Sometimes I can shut the car off and immediately restart and the ticking is gone. Operating temp does not matter, and it does it at any time in the oil change cycle.

SarlaccRoadster
SarlaccRoadster
1 month ago
Reply to  Deathspeed

As a former Mitsu 3000GT owner, the lifter tick was pretty (in)famous in Mitsubishi engines. There were aftermarket lifter replacements with slightly bigger holes, they were pretty easy to replace (camshafts don’t have to come out, just remove the valve covers).
I have a feeling these Fords using a very thin 5W-20 oil might be the cause, which is why some people pour oil additives in; I’d likely switch to 5W-30 or something.

Last edited 1 month ago by SarlaccRoadster
James Carson
James Carson
1 month ago

Have you listened to your ford lately? I posit that it’s a Ford being a Ford.

Squirrelmaster
Squirrelmaster
1 month ago

I remember a coworker losing his mind when his 2011 F150 with the 5.0L started making this tick sound. The dealer was also concerned and reached out to Ford who said it was fine, which my coworker sort of accepted but was always cautiously listening for changes. Despite the ticking, it was problem-free from new until he sold it at 100,000 miles (he was old school in his belief of not owning vehicles with more than 100,000 miles).

Jack Trade
Jack Trade
1 month ago

This is so classically Ford. The transmission on my SN95, since day one, audibly clunks into 2nd..and that’s exactly what it sounds like, a solid clunk. Brought it in a a couple of times under warranty, only to eventually be told “we reached out to Ford, it says it’s normal.” I don’t even notice it anymore, but at the time, I was concerned.

Then later, I started getting a coolant weep around the thermostat housing (I think…it was hard to pinpoint b/c it was so minor…it was only the stains the alerted me). A trusted mechanic friend steered me toward some Motorcraft stop leak-type flakes that apparently Ford had been putting in at the factory to seal up the tolerances. It hasn’t reoccurred since, but I still have a few vials left.

Drive By Commenter
Drive By Commenter
1 month ago
Reply to  Jack Trade

The manual transmission in my Cruze had a noticeable clunk from 1-2 from brand new. It never went away despite changing to a slightly thicker transmission oil. 4th gear also rattled the shifter on occasion. Something about the design of the 2nd/4th shaft design. Sold the car 250k miles later still clunking and occasionally rattling. Just part of that car’s character.

Jack Trade
Jack Trade
1 month ago

With mine, it’s only 2nd, which kinda puzzled me. Every other gear engagement is smooth (I mean relatively…it is a Mustang after all). But yeah, to me, it’s just part of her archaic character!

Michael Beranek
Michael Beranek
1 month ago

Knowing Ford, their answer for this is to design an acoustic oil pan that specifically targets this noise and muffles it.

Spikedlemon
Spikedlemon
1 month ago

2011 to 2024 models?

But doesn’t affect the older early-90s 4.6L Coyote, or the other displacement variants? Curious indeed.

Mahmood Sayed
Mahmood Sayed
1 month ago
Reply to  Spikedlemon

The 4.6 wasn’t a coyote. That engine was part of the modular V8 family that Ford used in many many vehicles. My 01 GT doesn’t exhibit any sort of typewriter tick at all, and it shouldn’t.

Vee
Vee
1 month ago
Reply to  Spikedlemon

The Modular 4.6 was a different metallurgy and geometry. The Coyote’s based on the Modular 4.6’s block, but it is a new block.

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