When it comes to swapping V8 engines, the battle between Ford's Coyote and GM's LS is legendary. But what truly sets them apart beyond the badges?
If you're on the hunt for an engine that breaks away from the familiar Chevy LS, you've likely cast your gaze towards Ford's potent Coyote. Both are fantastic V8 powerhouses, available in their naturally aspirated glory or with the added punch of a supercharger. However, the biggest fundamental design difference that separates the Ford Coyote from its GM LS counterpart lies in their valvetrain architecture.
The LS engine, a stalwart in the GM small-block family for generations, sticks to a time-tested design: a camshaft-in-block that operates overhead valves via pushrods. It's a robust and proven system. In contrast, the Ford Coyote engine employs a more modern approach with a dual-overhead-camshaft (DOHC) setup. This means the camshafts are located directly above the valves, opening and closing them with a more direct action.
But here's where it gets controversial for swap enthusiasts: size. From a practical swap perspective, the Coyote is considerably wider. Its expansive valve covers, necessary to house the DOHC valvetrain, make it approximately six inches wider than a GM LS engine. This can be a significant factor when planning an engine installation, especially in tighter engine bays.
The LS engine boasts a rich lineage, spanning much of GM's third and fourth-generation small-block history. You'll find it in various displacements, commonly recognized as 5.3L, 5.7L, 6.0L, 6.2L, and 7.0L, often identified by names like LS1, LS2, LS3, LS6, LS7, and the supercharged LS9 and LSA. The Ford Coyote, while younger, has its own complex family tree. It's gone through four generations with six distinct variations, typically ranging from 4.95L to 5.2L. Ford has given these engines evocative names such as Roadrunner, Voodoo, Aluminator, Predator, and Dark Horse.
Let's look at some crate engine specifics. For those considering a Coyote swap, Ford Performance Parts offers a fourth-gen 5.0L Mustang Crate Engine, a replica of the unit found in the 2024 Mustang GT. This beauty, priced around $12,650.00, features four valves per cylinder, DOHC with variable camshaft timing, and a dual-throttle body setup. Its aluminum heads and a 12.0:1 compression ratio help it churn out a healthy 480 horsepower and 415 pound-feet of torque.
Now, for a direct comparison, Chevrolet still offers the Gen4 6.2L LS3 through GM Performance, with a suggested retail price of approximately $12,608.00. This engine, with its cast aluminum block and heads, features a nodular iron crankshaft, powdered metal connecting rods, and hypereutectic pistons. It sports a 10.7:1 compression ratio and delivers 430 horsepower and 425 pound-feet of torque from its 376 cubic-inch displacement.
When it comes to sheer power, the LS9, found in the C6 Corvette, is the king of the LS lineup, boasting a supercharged 638 horsepower and 604 pound-feet of torque. But the Coyote fights back fiercely! The top-tier Coyote is a supercharged version of the 5.2L found in the Mustang GTD, capable of an astonishing 815 horsepower and 664 pound-feet of torque.
So, the question remains: is the wider, DOHC Coyote inherently superior, or does the more compact, pushrod LS offer a more practical and equally thrilling experience for your next project? What are your thoughts on the trade-offs between these iconic V8s?
