Which is interesting, because in articles describing the difference between Gen 2 and Gen 3 Coyotes, most mention the upgraded damper as one of the reasons for the increased redline to 7500 (along with a few other tidbits like stiffer springs and re-balanced crankshaft).2021 went back to the older style, likely for cost savings.
Makes me wonder if the new engines have the belt driven variable pump that the f150 has. But there's no real way to confirm. But given they went back to the old damper, I can't think of any other reason.It does seem like opg failures are rare on the gen3 in spite of the higher rpm, and according to the oft-quoted Ford insider, harmonics is what was causing the failures to begin with.
Maybe the smart guys at Ford have had enough time to mitigate the critical vibrations via ECU/PCM programing strategy vs. fluid style mechanical crankshaft damper.It does seem like opg failures are rare on the gen3 in spite of the higher rpm, and according to the oft-quoted Ford insider, harmonics is what was causing the failures to begin with.
Could also be the 2021+ has better OPG's.Maybe the smart guys at Ford have had enough time to mitigate the critical vibrations via ECU programing strategy vs. fluid style mechanical crankshaft damper.
I’m just guessing but with torque based Drive by wire engine management the Coyote team has figured out how to reduce loads at the damaging critical speed points via cam timing, ignition timing, throttle position etc.
This is all a guess on my part based on the assumption the OPG is failing due to those nasty Critical Speed points along the operating RPM range.
If by upgraded you mean downgraded cause Ford cheaped out and went with a elastomer harmonic damper on the 18+.It was mentioned that the 2018 OEM harmonic balancers were upgraded
https://www.fordmuscle.com/news/a-peek-inside-the-2018-mustangs-gen-3-coyote-engine/If by upgraded you mean downgraded cause Ford cheaped out and went with a elastomer harmonic damper on the 18+.