The question I raise relates to the durability of the late 2013 to 2017 Coyote engines.
Just how durable have they proven to be?
The 2011 to early 2013 engines had a large number of owner complaints about the dreaded “engine tick”. However 2013 engines built after 1/03/2013 and all 2014 to 2017 engines had very few of these reports.
I have personally seen a high mileage 4.6 4V MK8 Lincoln Teksid block with over 240K…that still had the original cross hatch on the cylinder walls…with no measurable cylinder ridge. So if maintained properly with good oil changes…I would suspect the Coyote can match the Modular 4.6 for durability in street applications.
I would think that running a Blackstone oil analysis on any high mileage Coyote would reveal any problems and if it came back with a clean bill of health… would then pose low risk for durability issues.
I have always believed that good routine maintenance is more important than high miles…as long as the engine has not been detonated, overheated or abused.
With modern fuel injection there is much less chance of washing the cylinder walls with fuel which was a killer on typical G3000 Cast Iron blocks of carbureted engines.
Plus…with harder centrifugally cast cylinder liners in aluminum blocks you have a much harder and more wear resistant surface than an old pushrod 302 block. Not to mention…better heat rejection from the aluminum blocks and heads used.
Then you consider too the improvement of ring technology with ductile cast iron or even moly faced rings being replaced by nitrided steel rings…resulting in improved detonation resistance with dramatically improved ring life over the last 15 years.
Add in the sophistication of new computer controls with far better fuel management than a carburetor could ever hope to provide… along with fast response detonation sensors…and the engines today have a dramatically improved chance for long term durability.
So the question is this:
How much difference in longevity would you expect to see between four late Coyote engines with 10k miles….50K miles…. 100K miles…or 200K miles..?
I ask…because there is a very substantial difference in prices being charged by salvage yards based on mileage…and the public’s questionable expectation that an engine is in need of a rebuild after 150-200k miles.
As an example... I have a 99 Cherokee which has been property maintained that has over 320K miles on the original engine, auto transmission and rear end…and that was old technology.
So…what are the thoughts of our resident engine / lubrication guru’s…??
BTW…in an earlier life I worked for the Ramco Piston Ring Division of TRW in their engine dyno lab back in the early to mid 70’s and built racing engines for a living in the late 70’s and early 80’s.
I am now in my 14th year as a retired manufacturing engineer…
Just how durable have they proven to be?
The 2011 to early 2013 engines had a large number of owner complaints about the dreaded “engine tick”. However 2013 engines built after 1/03/2013 and all 2014 to 2017 engines had very few of these reports.
I have personally seen a high mileage 4.6 4V MK8 Lincoln Teksid block with over 240K…that still had the original cross hatch on the cylinder walls…with no measurable cylinder ridge. So if maintained properly with good oil changes…I would suspect the Coyote can match the Modular 4.6 for durability in street applications.
I would think that running a Blackstone oil analysis on any high mileage Coyote would reveal any problems and if it came back with a clean bill of health… would then pose low risk for durability issues.
I have always believed that good routine maintenance is more important than high miles…as long as the engine has not been detonated, overheated or abused.
With modern fuel injection there is much less chance of washing the cylinder walls with fuel which was a killer on typical G3000 Cast Iron blocks of carbureted engines.
Plus…with harder centrifugally cast cylinder liners in aluminum blocks you have a much harder and more wear resistant surface than an old pushrod 302 block. Not to mention…better heat rejection from the aluminum blocks and heads used.
Then you consider too the improvement of ring technology with ductile cast iron or even moly faced rings being replaced by nitrided steel rings…resulting in improved detonation resistance with dramatically improved ring life over the last 15 years.
Add in the sophistication of new computer controls with far better fuel management than a carburetor could ever hope to provide… along with fast response detonation sensors…and the engines today have a dramatically improved chance for long term durability.
So the question is this:
How much difference in longevity would you expect to see between four late Coyote engines with 10k miles….50K miles…. 100K miles…or 200K miles..?
I ask…because there is a very substantial difference in prices being charged by salvage yards based on mileage…and the public’s questionable expectation that an engine is in need of a rebuild after 150-200k miles.
As an example... I have a 99 Cherokee which has been property maintained that has over 320K miles on the original engine, auto transmission and rear end…and that was old technology.
So…what are the thoughts of our resident engine / lubrication guru’s…??
BTW…in an earlier life I worked for the Ramco Piston Ring Division of TRW in their engine dyno lab back in the early to mid 70’s and built racing engines for a living in the late 70’s and early 80’s.
I am now in my 14th year as a retired manufacturing engineer…