Do it man...Git her dun 🙋

That's great to hear, glad you like the podcast! BTW, it can be found on www.v8radio.com for those unfamiliar. Thanks for the kind words!

Thanks 👍

Thank you 🤗

Glad you enjoyed it!

Yeah they're garbage that's why they have been put into everything...Guys are adding turbos with 800hp on stock bottom ends

@@bilbobaggins4710 let me put it this way ..the LS is a good motor..but not for any fords..i'm a ford guy./.i would never butcher up a ford to put any chevy motor in it.ford windsors are also a very good motor and will make lots of power too

Thanks for the kind words!

It's entirely possible with the upgrades we made. The owner drives it a lot!

@@V8TV keeping that in mind...next project is the money lol

The Coyote is similar, but improved in many ways to the previous Mod motors. Here's an overview... 5.0 L Coyote The 5.0 L; 302.1 cu in (4,951 cc)[13] Based off of the architecture of the 4.6L and 5.4L Modular V8’s, the "Coyote" V8 is the latest evolution of the Modular engine.[14] Ford engineers needed to design a V8, specifically for the Mustang GT, that would compete with the GM 6.2L LS3 used in the new Chevrolet Camaro, and the new Chrysler 6.4L Hemi ESF in the Charger, Challenger, and Grand Cherokee. Since this engine replaced the already popular 4.6L and 5.4L Modular Engines, this engine had to remain close to the same physical size of the outgoing 4.6L, and share other specifications with it such as bore spacing, deck height, bell housing bolt pattern, etc. in order for the engine to utilize existing Modular production line tooling (the source of the 'Modular' designation for the engine family). The result was the 5.0L Coyote, which produced roughly the same amount of power as its competitors, but with a much smaller displacement. To strengthen the block enough to handle increased output, webbing was extensively used as reinforcement in the casting, rather than increasing the thickness of the walls. The intake plenum was also situated low between the two cylinder banks to meet the height constraint, thus the alternator traditionally placed low and center was moved to the side of the engine. It shares the 4.6 L (280.7 cu in)'s 3.937 in (100.0 mm) bore spacing and 8.937 in (227.0 mm) deck height,[15] while bore diameter and stroke have increased to 92.2 mm × 92.7 mm (3.63 in × 3.65 in), respectively. The engine also retains the 4.6 L's 5.933 in (150.7 mm) connecting rod length, which produces a 1.62:1 rod to stroke ratio.[16] The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2).[16] Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection) the engine can still be run on 87 octane gasoline. The Coyote features all new 4 valve DOHC cylinder heads that have shifted the camshafts outboard, which allowed for a compact roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472 in (12.0 mm) lift, which is the maximum lift of the Coyote's intake cams. Engine redline is 7000 rpm.[16] The Coyote is Ford's first implementation of its cam-torque-actuated (CTA) Twin Independent Variable Cam Timing (Ti-VCT) in a V8 engine, which allows the powertrain control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved power, fuel economy and reduced emissions. The engine is assembled in Ford's Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.[17]

It would fit, but it would be a handful to drive!

Hello Dee, we received your inquiry and will be getting back to you soon to chat about your Bronco ideas. Thanks!

In a drag race situation, it's possible. However, we have to consider the goals of the car and customer. He's not about having the fastest 4-wheeler on the trail. He wanted reliability, good power, and great economy... something the 408 would have trouble with by comparison. Good feedback.

@@V8TV Do you have any idea how many pushrod engines have provided those criteria for Bronco owners over the past decades? The Coyote is oversized (mods to engine bay decreases value of vehicle), overweight, and lacks comparable off-idle torque, which is critical for low-speed maneuverability. Economy? Let's see how much money was spent on the engine and all the necessary associate components and the labor involved, and then figure out how many centuries it would take to come out ahead at the gas pump versus the Windsor.

You sound like someone who just wants to argue, but we're not up for that today. Have a great weekend!

@@V8TV No, I'm someone who doesn't buy into the Coyote as the Holy Grail for anything Ford. It has its place, but a classic Bronco isn't it. People "argue" all the time on YT. It's called an opposing viewpoint.

Thanks for not arguing. Too many times people insist on their own viewpoint and don't accept any other ideas.