General Motors’ full-size truck lineup boasts a range of versatile engine options, including the naturally aspirated 5.3L V8 L84 gasoline engine. This powerplant can be found across several GM models, including the Chevy Silverado 1500, Chevy Tahoe, Chevy Suburban, GMC Sierra 1500, GMC Yukon, and GMC Yukon XL. Meanwhile, Ford’s naturally aspirated 5.0L V8 Coyote competes directly with the L84 in vehicles like the Ford F-150. But which engine comes out on top?
Chevy Silverado 1500
Ford F-150
Let’s start with a spec comparison. The 5.3L V8 L84 is part of GM’s EcoTec3 engine family, and features Dynamic Fuel Management (DFM), which enables the engine to deactivate cylinders when full power isn’t needed, thus improving fuel economy. The L84 delivers up to 355 horsepower at 5,600 rpm and 383 pound-feet of torque at 4,100 rpm, and pairs with the GM 10-speed automatic transmission when cradled by the Chevy Silverado 1500.
| GM 5.3L V8 L84 | Ford 5.0L V8 | |
|---|---|---|
| Power (horsepower @ rpm) | 355 @ 5,600 | 400 @ 6,000 |
| Torque (pound-feet @ rpm) | 393 @ 4,100 | 410 @ 4,250 |
| Max Tow Capacity (pounds) | 11,300 | 12,900 |
| Max Payload Capacity (pounds) | 2,260 | 2,230 |
| City/Highway/Combined (mpg) | 16 / 19 / 17 | 16 / 24 / 19 |
| Recommended Fuel | Regular | Regular |
Over on the other side of the ring, we have Ford’s 5.0L V8 Coyote. Cradled by the Ford F-150, the 5.0L outputs 400 horsepower at 6,000 rpm and 410 pound-feet of torque at 4,250 rpm, giving it a notable edge in raw power over the 5.3L V8 L84. The Coyote V8 also incorporates Ford’s port and direct fuel injection system, which optimizes power and efficiency, along with a dual overhead camshaft design that facilitates high RPM performance. Like the L84, the Coyote V8 is paired with a 10-speed automatic transmission.
While the Coyote V8 leads in horsepower and torque, payload and towing capacities are influenced by the overall truck design, chassis, and suspension, rather than the engine alone. That said, both engines are well-matched in terms of max payload ratings, while the Ford has greater towing capacity. In addition, the Ford has higher highway and combined fuel economy ratings.
Of course, when it comes to exhaust sound and refinement, customers are likely to have their own opinions. Reliability and resale value are also important considerations. That all said, we want to know – which engine do you think is better? Tell us by voting in the poll below, and make sure to post your opinion in the comments as well!
Comments
They are both equally good.
The Coyote has more power, but has a belt driven oil pump. Time will tell how that is at 400k miles…
If it’s in oil and moves, it needs to be metal and driven by gear or chain (NOT plastic or ran by a belt!).
Should be so basic, yet seems like every engine maker had to experiment with this, with costly results.
5.3/5.0 I have owned the 5.3 and now own the 5.0 with cold air intake and aftermarket exhaust. Same with my Chevy. I tow a medium sized camper and had small issues with both engines. VVT with the 5.0 and fuel injection on the 5.3. Point is get what you want and take care of it. Aluminum body swayed me. I must admit I do miss the fender and rocker panel rot/rust. Happy New Year truckers
5.3 all day. The 5.0 only makes that power on 93 octane, and power drop is significant on 87 to the point that the two are almost identical with the 5.3 making a little more torque down low, the 5.0 making about 10 more ponies past 5500rpm. If we’re talking about using something other than regular unleaded, we cannot ignore the 5.3’s E85 power numbers of 380/410, which once again, makes them equal up to about 5500rpm, the ford having an edge in range, the Chevy an edge in wallet friendliness.
Now for me the real reason the 5.3 is the winner is price. Ford has gotten expensive with their pursuit of best in class everything. The 5.0 is more appropriatly priced against the 6.2, and the 5.3 is more appropriatly priced against the 2.7EB. this is what happens when you switch to an aircraft grade aluminum body, active aero and race car style engines.
Also, real world fuel economy is identical. Fuelly can verify there’s no real advantage. Ford good published numbers is because they play the packaging game so heavily. To get those numbers, you have to add the lowest ratio rear axle (which limits your towing to 7000lbs, worse than a Colorado) and minimal creature comforts. Chevy currently only offers 2 rear axles ratios, standard and max tow vs Ford’s 4. In reality, when you add all the bare necessities you would want in a truck (FX4 package, 9600GVWR, convince package) the 2 engines are identical, which is atrocious given fords investment in aluminum bodies and active aero.
Finally work related numbers. Chevy has done a lot to offer a decent package with decent numbers at expense of headline numbers. Standard towing in a Silverado is 9300-9800 depending on cab configuration. Only way that changes is the max tow package. Ford plays so many games, where their towing and payload requires you to add other features, up to the point that to get their maximum towing truck, it has to be a single cab, 2WD vs Chevys 4×4 crew cab, but they tow almost identical amounts.
I agree.
But because of the aluminium body, the Ford gets better fuel economy w/5.0 IF you add the larger fuel tank option. But whether those savings are compensated by 400k miles, time will tell. The highest I have seen are 200k miles or so, but that is not enough. More needs to be put so as to see how they fare.
Coyotes prior to this used to go 300k+ and to 500k. Again, I am NOT praising Ford, because these engines are DEFINITELY not as easy to work on, especially with the belt driven oil pump….
LOL that is NOT AT true and the 5.0 power rating is using regular fuel NOT premium fuel so work on getting those facts right. The Coyote is 100x the engine that the 5.3 is and that’s why Ford dominates the truck segment light and heavy duty.
They never dominated the truck segment here in Qatar Mr ford loyalist….
Ford just has a better fleet sales program and offers discounts ..
And Ford does not dominate the segment here in USA either….
Jason: I visited the Ford website to build the F150. Clicking on the 5.0 engine option shows this disclaimer: “Horsepower and torque ratings based on premium fuel per SAE J139 standard.” Also, the 3.5 turbo shows the same disclaimer.
You keep using the same old nonsense every time. The 5.0 is rated on 87, not 93. Now the 6.2 GM is rated on 93 and recommends it. The 5.0 only recommends 87 minimum is all it calls for. The oil pump belt BTW is Kevlar reinforced and good for life. Ford abused the sh** out of it in testing and the 5.0 even held up well when they tested a boosted version.
A 2021 Ford F-150 with the 5.0L V8 engine produces 400 horsepower and 410 lb-ft of torque regardless of whether you use 87 octane fuel.
How many miles is yours?
Ford tests have always been exaggerated. The mil spec aluminum broke after the antenna was ripped….
I think both motors are good, but if the motor is at 400k miles, I can understand that the belt will last- granted some hotshot trucks may have…And where did you get the info it was made out of kevlar?…
Referring to the ford website as “the same old nonsense every time”?!
Also, the Chevy is much better looking than the ford. It’s always been that way.
I’m more of a gm guy but ford really knows how to push their engines to the absolute limit.. never made sense to me why the 5.3 doesn’t have 400-450hp by now. It’s been making 300hp since 2007
5.3 easily can make 500HP. How? Cam swap, 6.2 intake, high flow exhaust. Why don’t they? Cause 1, the 6.2 is there high HP engine, and 2, the 5.3 is the Goldilocks of truck engines and is optimized for junk gas (87 octane) and low end torque. Ditto with the fabulous 6.6 in the HD’s which makes 400HP, but when you buy it from GM performance with the Corvette cam/intake it makes 523HP, and that’s still with the low E87 compression ratio. GM won’t offer the mods to make your 5.3 a rocket, but the aftermarket does.
When you do that, driveability and fuel economy is toast for the 5.3. Stock vs stock, the 5.0 beats the 5.3 on power and similar on fuel economy. BTW, GM plays the same game too when they push the 3.23 axle ratio, you lose a lot of towing capacity. Ford actually rates their regular cab lower than a supercab and super crew. The regular cab maxes out between 8,500-11,000 depending on configuration while the crew and supercab 5.0 and 3.5 versions go from 10,000-13,500 depending on configuration.
You must be thinking of 2004 when they did that with the 5.4.
Dumkoff, the 5.0 has a CR of 12.0:1, vs 11.5:1 of the 6.2. everyone (but you evidently) knows it’s rated on 93, and actually it hurts even worse than the 6.2 on regular unleaded with the higher CR ratio, which allows it to maintain most of its power on crap gas. Now course Ford doesn’t advertise it, but the also don’t advertise how they want you to reduce towing by 2% every 1000 ft elevation, yet it’s in their manual in fine print.
No, GM doesn’t play that game. They offered the 3.23 back with the 4.3, 6 speed but have since discontinued that engine. Their new top fuel sipper engine comes with the 3.42 rear axle ratio as well as most entry level 2.7’s. only way I know for you to get the 3.23 in a Chevy is with the ZR2/Z71, which still tow 9000lbs, (not Ford’s 7000) and they do that for top speed reasons. Ford still rates the 5.0 max economy with the 3.15, which course nobody buys, as most buy the 3.31 mid level axle so they can get to that 9000 towing range. Also, a 5.0 with the bottom gear “max tow” axle is unwieldy, so nobody buys that one. Least the 5.3 uses a max tow package that is still usable.
3:23 today is due to the 10 speed – you can’t compare this to a 4.3 4speed automatic with a 3:23…
It doesn’t make more power because the girls in charge decided post bankruptcy to push EVs. So until Mary quite contrary is gone, don’t expect much. The next gen will be better power wise. Can’t wait.
I am driving a a 23 GMC dbl cab standard bed now with 5.3 no load light load great mileage pulling s 7×12’ trailer not very good.
I’ve had both motors in pretty evenly matched trims. And the 5.0 coyote is just the beter motor then the 5.3.
Motors are electric. These are engines. Very different animals.
Now before anyone says anything stupid about engines being motors because of things like motor oil motor comes from the latin movere which means to move. Motor oil = moving oil. Motor boat = moving boat. Motor cycle = moving cycle. Motor sports = moving sports.
Hey JL do some research and fact checking. Ford does not recommend regular gas in the high compression 12:1 Coyote since Gen 2. Regular gas will cause pre-ignition and damage. Lazy journalism.
My ford coyote has 200,500 miles only thing not original on whole truck alternator upper radiator hose brakes tires fluid changes one battery and that’s it !!
Funny because as an automotive repair tech it looks like the average mileage for low oil pressure and consequently a replacement engine is 90 to 140k. Not my figures but reported averages found when searching low oil pressure problems on a truck with around 135k. And the light doesn’t come on till it get’s under 5 psi when the minimum spec is 15 at hot idle. I’m not saying they can’t be better with proper maintenance but I have a friend who called me and was freaking out because it burned a qt or more oil in 3000 miles. I’ve seen bad 5.3s but I’d not even consider owning a 5.0 unless the only other option was eco boost. Really would rate 5.3 as the top, then a HEMI and possibly after that the 5.0 and ecoboost falling about the lowest. JUST MY OPINION.
Coyote owner here (4th gen). I haven’t heard of that one before, I have heard of some pretty good consumption out of the 3rd gen but they have originally recommended 5w-20 for the oil but have since told dealers to put in 5w-30 and the gen 4 recommends it, so for the most part the oil problem has gone down. I think stock for stock the 5.0 is better all around for the average guy. 5.0 then 5.7 hemi and last is the 5.3 and 6.2. GM needs to get rid of AFM/DFM it’s just garbage tech that’s never worked right, the 2.7 TM has a way better design for the AFM/DFM.
Keep in mind the Coyote has DOD…the EPA AND CAFE WILL FINE Gmc and Chevrolet if they get rid of AfM or Dfm. If the design was atrocious, no body in the Middle East would have bought them….5.3 and 6.2 outnumber the number of Coyotes here in Qatar…
Ok guys here is my two cents: Can not really comment on the 5.0 Ford. Although I’ve seen my neighbors twin turbo Mustang 1100 hp and the thing is a rocket. My 2014 Seirra bought to my spec’s with the 3:42 gear ratio has been a great truck with 73K miles. However, my powertrain friends @ GM mentioned the following mods for trouble free longevity: Free flow exhaust, cold air induction, ported throttle body, catch can, and reprogram ECM to delete AFM. Don’t burn less than 89 octane. Gen 5’s hate low octane fuel. Other than that, it’s been a great truck engine.
I drove a 2016 5.3 with DFM, 2023 5.0, and a 2024 5.3 without DFM. The 5.0 has a lot more power than either 5.3. Fuel economy was better in the 2016. I had it up to 21 mpg city going easy on it, the other two were both at ~17 mpg. Stock for stock 5.0 wins.
My favorite has been my 95 F250 with a 460. Engine was bored 30 over with a towing cam. Felt about as quick as the 5.3. MPG was between 8-9, but when you’ve got around $10k into a fully rebuilt truck without payments and not $50-60k+ with interest, the fuel price doesn’t matter.
Diesel mechanic.
Always driven Chevys and GMCs for the great feelings at low and high speed. Most of the work for repairs and replacement parts I can tuckle it myself, parts are way cheaper. My last Yukon was closed to 300k running like champ with only rebuilding the transmission once.
Just traded off my 5.3 Tahoe for a 5.0 Ford.
After 240k my GM would not drive 100 miles without a lifter collapsing causing the most god awful noise I ever heard. He only solution was to spend 5-7 thousand dollars removing the AFM feature. I did by taking it to a ford dealer, took that crap Saturn with it.
Spell ford backwards DROF DRIVER RETURNS ON FOOT
Personally.. either V8 is good in my opinion. Considering Ford and GM are the only ones making V8s for their half ton trucks.
Nobody is talking about cylinder deactation..everyone has heard terrible stories about this,engines going out with maybe 5k on the motor..lot’s more with 50k 70k..pick the milage..some guy’s with several motors before 100k..it’s going to happen..ford has some cam phaser issues..usually after 150k..ford hands down
You know Ford too has cyl deactivation?
You know cam phaser issues ARE NOT CHEAP REPAIRS? TRY TO TALK TO THOSE WHO HAVE SUFFERED. Point is, 5.0s are not perfect, neither is the 5.3.
The Ford cam phaser issue can pop up a lot sooner than 150K miles. My lawn guy had the cam phaser replaced 3 years in a row in his F-150. The first 2 times it was repaired under warranty, but the last time it was out of pocket for him at about 90K miles. He traded it in on a Hemi Ram that dropped a valve in the first 15K miles. LOL. All the trucks (including Toyota) seem to have some kinds of ongoing engine problems.
That’s the 6.2, select blocks, and only 2022-2023YM. Was discovered that’s these engines had lifter bores too big from the factory. 100% guaranteed time bombs. Issue has since been rectifed. Now, most AFM engines, 99% of them, outlive their bodies, hence there’s a cultural phenomenon called the LS swap. Not the ford swap, not the ecotech 4 cylinder swap, a plain AFM V8 with 200K miles getting pulled and send out for another 100k. Do you deny the existence of the LS swap? (Now LT swap as well)
You will be lucky to get 100k with the gm with the cylinder deactivation. I didn’t make it.
Lemons exist of course, they are the ones who complain and try justifying purchase of another truck when that too can suffer similar issues.
There have been coyote F 150s which have failed as well.
I have 2001 GMC SIERRA C3 with 6.0 AWD TUNED 650,000 MILES. 425HP 26 MPG AVG. HWY DROVE IT THE LAST 5000 WITH NO OIL DRAIN PLUG AND NO RADIATOR. BEAT PLENTY OF THE NEVER LOST TO A COYOTE OR MUSTANG. ONCE HOPPED ON ON RAMP WHERE 5 MUSTANGS WERE RACIN EACHOTHER ON FREEWAY N I BURIED THE SPEEDO ALREADY CAUGHT THEM… 140 mph heard some of there exausts otw by.. 162mph on gps n was by myself cruising
Your fuel tank must have been leaking on that rollback that was towing you to get 26 mpg on the highway. It’s time to wake up from your dream any go back to work lmao.
Cylinder deactivation is a bad idea and does give issues sometimes, however in my experience it usually is over 100k by a reasonable margin and on engines with obvious poor maintenance. Had a customer with repeated failure and he admitted “I know it’s over due for an oil change” and he had apparently tried to make up for it by adding a few qts of oil. By a few I mean it was about 3 inches over full and still looked pretty dark. Another issue is with the oil pump but there again it seems to go with “yea it’s over due for an oil change but then it started this problem so thought I should check that first.” Probably the same goes for the timing phasers on the 5.0 and the eco boosts. I pick the engine I really like and maintain it well, delete the AFM and it’ll run for ever.
The EPA is responsible for ruining reliability….
Throughout the years, I red on this site tons of negative comments about the GM 5.3L V8 engine . When the comparison with the Ford 5.0L engine came up, it looks like “the 5.3 is the Goldilocks of truck engines” as per one hard core GM fan and most of the other critics changed their tunes.
Same story about the GM 2.7L turbo four cylinder engine. Tons of negative comments, some complaining that it should have been at least a turbo V6. Now when the comparison with the Ford Eco Boost 2.7L V6 came up, mostly the same guys praised the excellent GM four cylinder engine which was previously rated as a flop.
My point, let’s try to be more objective and stick to the facts.
From my experience, they two engines are almost a dead heat at RPM’s i actually rev my truck to. I don’t redline shift and try keep it below 4K towing. The torque bands are quite similar until around 4K where the extra valves help the 5.0L breath better and gain more top end.