The '18 and newer 5.0 Coyote engines are different from previous engines in three areas, fuel delivery, compression ratio, and cylinder wall prep. To the best of my knowledge the following will describe the differences in the various years of Coyote engines. Gen I engines from 2011-2012 have an 11:1 compression ratio and oil squirters directed at the bottoms of the pistons to cool them and help prevent detonation. They also have 1st. generation connecting rods which while adequate for most purposes are the weakest of the various Coyotes. 2013-2014 engines [ Gen I -B ? ] are basically the same as 11-12 except the oil squirters were deleted and different pistons were used. No change in compression ratio. Boss 302 engines had upgraded connecting rods [ still powered metal AKA pressed sh%* ] better heads [ ie. better flowing ports, bigger valves and stronger valve springs ] , forged pistons with larger valve reliefs [ still 11:1 ] and 13 mm lift exhaust cams vs. 12 mm on standard engines. Not absolutely sure on this , but I believe 11-12 engines had 12 mm head bolts which were reduced to 11 mm in 13. Gen II engines [ from 2015-2017 ] received some of the Boss 302 upgrades, they have Boss 302 connecting rods and what are basically Boss heads minus CNC porting. They have slightly bigger cams than Gen I engines. Compression ratio is still 11:1 and the pistons aren't forged, but do have the bigger valve reliefs. Some sort of change in oil drain back near the oil filter housing. The crankshaft was re-balanced to allow for the Boss 302 rods and new pistons. Gen III engines [2018 & newer ] have both port and direct injection. Previous engines were port only. The compression ratio was raised to 12:1. The cylinder walls are quite different. They are sprayed on rather than pressed in cast iron sleeves. Pressed in cast iron sleeves has been the standard way of building aluminum blocks for decades and is a well established technology.Sprayed on cylinder walls [ Plasma arc ] has been around at least since the mid '70's, but was generally used on either motorcycle engines or limited production automobile engines. GM first tried it on the Vega in the '70's and it was an embarrassing and expensive failure. They burned lots of oil, real mosquito foggers. Ford used it on the GT 500 in '13 &'14 and it seemed to work OK. It was also used on the GT 350. These are both limited production models and most owners don't put a lot of miles on them. The standard GT is another story, people tend to actually use these cars and so they get lots of miles just like any another car. To my knowledge the '18 and newer GT's are the first time a major manufacturer has used spray in cylinder liners in a regular production car. So far it seems to work, it's harder than cast iron liners and it should wear really well. Still there have been cases of engines with scored cylinder walls having to be replaced under warranty. Personally I prefer not to be a guinea pig, especially not on something as expensive as a new car. I think I'll wait a few years until some of these Gen III engines have 150,000-200,000 miles on them and then we'll have a much better idea of how well it really works.