There’s no new Hemi. Y’all gotta remember those types of sites are looking for clicks. The 6.4 in the HD trucks is getting updates but that’s it. The temporary addition to the Ram and soon Charger is just temporary. The Euros were kicking around a new smaller displacement V8 idea but who knows what came of it.
Last two years the 5.0 made up roughly 30% of F-150 sales, 30% of 800,000 trucks is more engines than Toyota sells in the Tundra over 5 years. Easily worth investing in upgrades to retain those sales. I can tell you don’t own a business my friend, if sales were so dismal you have to bring a legacy product back you can bet you are going to have to make a new revision with further updated compliance for efficiency and continued shelf life. It’s just business sense.
Agreed, the Hurricane I-4 and I-6 was a globally harmonized platform, and a huge part of that was avoiding displacement tax in European Union market but still make US and Asia market compliance. Issue is Americans didn’t really want it that bad, and the EPA doesn’t fine you for displacement. Good effort, but there are some variable at play in the US where we don’t “fit the mold” with everyone else. Frankly, displacement tax is an outdated concept. Anyone watch TFL’s recent MPG loop? The Hurricane was worse than all the V8’s….
I just work directly in the industry so what do I know.
The Hurricane platform exists because the Hemi didn’t meet current emissions regulations let alone future iterations. It could easily get better fuel economy than a V8, but that would require it to be detuned to make V8 power.
They’ve done no such thing. One blog has speculated but in reality there’s next to no information available. Cylinder deactivation is staying for sure though. Unless GM pulls a miracle and makes the most efficient V8 ever they aren’t meeting the particulate or CO2 standards without cylinder deactivation.
Generally the word gets around from suppliers first. Folks aren't always tight lipped there. ICI and Eaton being the habitual worst offenders.
It only achieves that by virtue of having cylinder deactivation. The formula is convoluted and doesn't necessarily mean those outputs are lower. The test cycle data is available via FOIA if you really want to know. The 3.5 has a much higher specific output so it's not exactly apples to apples, and California emissions aren't a thing anymore. All 5L engines are 50-state engines as well as the Ecoboost twins.The V8 scores better in the EPA's smog rating, also know as the Air Pollution Score as shown on vehicle window sticker. The V6 scores worse on the smog rating because of higher levels of nitrogen oxides [NOx], hydrocarbons [HC], carbon monoxide [CO], and particulate matter [PM] which are the key contributors to smog pollutants.
The 5.0L Coyote V8 earns a higher smog rating (e.g., 6–7/10) compared to the 3.5L EcoBoost (e.g., 3–5/10), depending on exact configuration like 2WD/4WD or California emissions standards vs. federal.
Starting in 2026, Ford is adding gasoline particulate filters (GPF) to the 3.5L EcoBoost (and PowerBoost hybrid) to address these higher smog emissions, which will slightly reduce horsepower but improve PM control and likely boost its smog rating. The V8 doesn't need this yet, as its emissions profile is already cleaner for these metrics.
