The Coyote’s valvetrain system is the most complex cam and valvetrain package ever installed in a Mustang, and it is designed to optimize all driving conditions. This task went to Kevin Shinners and Adam Christian, engineers who developed the camshafts and valvetrain. “Ti-VCT” means “Twin Independent Variable Cam Timing,” which in turn means that the intake and exhaust cams work independent of each other based on driving demands. Each camshaft is indexed or phased around its centerline by oil pressure. Oil pressure is metered electronically via solenoids and phasers to control cam indexing as required.
The Coyote’s valvetrain has been made smaller for reduced weight and size. These are two of the Coyote’s four composite camshafts. The intake valve lift is .472 inch; exhaust valve lift is .432 inch. The greatest lift these cylinder heads tolerate in stock form is .512 inch, which is more than enough for the average street and strip car. The intake duration is 260 degrees, and the exhaust duration is 263 degrees.
Each camshaft reluctor works hand in hand with a cam sensor tied to the PCM (Powertrain Control Module). Pulses from each reluctor tip signal the PCM, which helps calculate engine speed, injector pulse width, spark timing, and more, which makes the Coyote the most precision-controlled Ford engine ever.
Ti-VCT enables the Coyote to deliver an incredibly wide power band across RPM ranges while giving you the bonus of high-end horsepower, which was not previously easy to achieve. What makes the Coyote’s Ti-VCT different from the rest of the Ford line is cam torque actuation, which uses valvespring energy to advance and retard timing more quickly depending on engine RPM and driving demands. Instead of a complex electronically controlled shuttle valve and oiling system routing, the Coyote’s Ti-VCT is a simple on/off solenoid; cam torque does the rest.
Ti-VCT can advance/retard valve timing by as much as 50 degrees, and do it in .2 second. This approach offers you modest valve timing on the way to work and more aggressive valve timing when it’s time to get the heat on. For the environmentally conscious, the Coyote doesn’t need EGR (exhaust gas recirculation) because valve overlap is increased in certain types of driving, especially deceleration, which reduces hydrocarbon emissions.
At the front of each cam is this journal, which carries the Ti-VCT articulating cam sprocket, or phaser, which advances valve timing as necessary based on driving conditions and demands. Oil pressure is routed through the number-1 cam journal and each solenoid. Four solenoids are present: one for each camshaft. Each solenoid controls oil flow to each cam timing phaser, which moves each camshaft around its axis.
Ford’s goal was to downsize the Coyote’s valvetrain in every respect: smaller valves and springs along with smaller roller rockers and hydraulic followers. The result is a higher-revving engine with less valvetrain weight to sling around.
This is the back side of the cam phasers, which faces the camshafts. This is a great example of engineering because it works very well to enable this engine to do what has never been done before. By controlling valve timing, you can run this engine hard even with 87-octane fuel without concern for detonation (although it is not suggested). These sprockets are cam specific and easy to identify. If it has one sprocket, it is intake; two sprockets is exhaust.
Here is another look at the Ti-VCT variable cam timing sprockets/phasers. These solenoids activate cam-timing phasers at the end of each camshaft. Valvespring inertia (energy) counters the actuators for snappy valve timing changes. Each cylinder head has a chain tensioner for the dual-cam secondary chain drive.
Cutaways of the Ti-VCT oil-pressure-operated cam actuator sprockets show a pin at the center of each sprocket/actuator, which is operated by the Ti-VCT solenoid (electromagnet) and PCM.
These are the Ti-VCT adjustable cam sprockets/phasers, which advance valve timing as necessary. Cam momentum and valvespring pressure help these phasers, which in turn enables the cams to return to the normal position when the PCM signal terminates oil.
In order to do the complex work of Ti-VCT and other critical functions, Ford’s EEC (Electronic Engine Control) was asked to do more than it ever had in its history. This system is known as “Copperhead.” It is a new multi-channel system designed to control every aspect of engine and driveline including Ti-VCT. Instead of a simple on/off system of cam modulation, Ti-VCT advances and retards valve timing on each cam. Electronic control monitors and controls oil pressure to the cam phasers.
Ti-VCT isn’t something you need to worry about maintaining or tuning. It is a life-of-the-engine system. If the cam phasers fail, all you have to do is remove the cam cover, align the timing marks, and replace the phasers. The Coyote’s cam position sensor is located at the opposite end of the cam than on the 3V Modular, and this accounts for the difference in phaser function between the Coyote and 3V Modular.
The Coyote’s induction system is a composite design, which is mainstream today because it is both lighter and a great heat insulator. It stays cool and keeps the intake charge cooler. It is also easier and cheaper to manufacture.
Induction design and tuning has changed considerably thanks to computer-aided design (CAD) and a lot of engineering time. The Coyote’s intake manifold, also known as a plenum, is single plane with long intake runners for a broad torque curve. These are long 16.9-inch (430 mm) runners with gentle turns for improved flow. They are carved deep into the valley to allow for a lower vehicle hoodline. Because Ford has eliminated the coolant tube in the valley, there’s more room for induction. The 80-mm throttle body is centered at the front of the engine on top. Another great evolution is a digital mass air sensor for extremes of fine-tuning as you drive.
The 5.0L Ti-VCT induction system is easily the most advanced from Ford to date. Because it is a composite design, it is lightweight and runs cooler than cast aluminum. Moreover, longer 16.5-inch intake runners give the 5.0L Ti-VCT a broader torque curve. And because it runs cooler, it keeps the intake charge cooler, therefore making more power. The good news for those who want more power is that Ford Performance offers a variety of induction packages that kick power up a notch.
Here’s the Coyote’s standard 80-mm throttle body, which is located at the front of this state-of-the-art intake manifold. The throttle body is modulated by a geared motor drive that is controlled by the PCM.
The 5.0L Ti-VCT’s induction system for 2015–up also includes Charge Motion Control Valve (CMCV) assemblies. The CMCVs (which are actually flaps on the Coyote) close upon start-up; they give this engine a smoother idle and better low- to mid-range torque. When it’s time to get it