Engine swaps are nothing new. Often Ford fans would swap out smaller engines in favor of more displacement. With the arrival of electronic fuel injection, the concept of swapping injected engines into older Fords became attractive. When modular engines hit the scene, swapping these overhead-cam powerplants was an exotic endeavor.
However, with the arrival of the Coyote 5.0-liter engine and Ford Performance’s supporting Controls Pack PCMs and wiring harnesses, the idea of swapping the cutting-edge V8 into just about any older Ford became a mainstream idea.
Over the years we have seen a lot of cool Coyote swaps; but in recent times the quality of these combinations seems to get better and better. To celebrate some of these great cars, we put together a non-scientific list of some of our favorites. The idea was to showcase a variety of Mustang model years and levels of modification. Variety, after all, is the spice of life.
We understand that you may have your own personal favorite swap cars that we may not be aware of or could have overlooked. Feel free to let us know about those cars, as we are always looking for great rides to feature. In the meantime, however, we present 10 of our favorite Coyote-swapped ’Stangs of the moment.
The Mod List
Engine: PBH-built Coyote engine
Intake: JLT 123mm CAI
Power Adder: VMP TVS supercharger w/ PBH custom accessory brackets
Fuel System: Fore Innovations Return-style fuel system w/ Injector Dynamics injectors
Exhaust: American Racing Headers 1 7/8-inch, Maximum Motorsports-specific headers w/ custom cat-back
Transmission: PBH-built 6R80 w/ Circle D converter
Rearend: 8.8-inch w/ Traction-Lok differential (added clutches) and 31-spline axles
Electronics: PBH 6R80 Control Pack
Engine Management: PBH 6R80 Control Pack
Ignition: Stock Coyote
Front Suspension: Maximum Motorsports K-member w/ Maximum camber plates, Maximum bumpsteer kit, Maximum tubular control arms, Maximum coilover kit and Tokico D-spec struts
Rear Suspension: Maximum Motorsports torque arm w/ Maximum lower control arms, Maximum Panhard bar and Maximum rear adjustable anti-roll bar
Brakes: Custom Wilwood Racing Brakes w/ six-piston front calipers and four-piston rear calipers
Wheels: CCW Daytona DS101, 18×8-inch front and 18×10.5-inch rear
Tires: Nitto NT555 225/35/18 (front) and Mickey Thompson ET Street 2 305/35-18 (rear)
“Being in the performance industry, we naturally came upon the Coyote engine doing installs and upgrades for others. After seeing the potential it had, it was an easy decision to whip one up for the Cobra,” Frank Perdomo of Power by the Hour told us. “Originally the car had a built 4.6-liter Four-Valve in it with a custom PBH twin-turbo system, so the goal was to bring that combo back but with a Coyote. Things evolved and what we did is turn the project into the test bed for our Coyote-swap products; first our naturally aspirated accessory bracket kit and later the supercharged version. We recently used this car to put the 6R80 in and develop our 6R80 control packs. It will continue to be our test bed for even more products soon to debut.”
As you might expect, the swap was no big deal for the team at Power by the Hour. They not only have the technical know-how, but their aforementioned line of Coyote-swap products.
We did not want to do a race car, but more into a triple threat. A car great for the street, that can lay it down at the strip, and sneak away to the autocross for some fun.—Frank Perdomo, Power by the Hour
While the main motivation for this swap may have been product development, the results are pretty fun as well.
“It is docile at cruise and fun (scary) on the throttle,” Frank added. “We have over 700 rear-wheel horsepower in it on E85 with an 18-inch wheel package. The drag radials can get some traction on the street but if you do not go into select shift and down shift the 6R80 manually look out. The PCM likes to drop two gears in auto mode and that can put it well into the power.”
It will be fun to see what other parts this VMP-boosted SN-95 picks up a long the way.
The Mod List
Engine: Ford Performance 2014 Coyote crate engine
Power Adder: D-1SC ProCharger w/ Stage II Intercooler and Big Red Race Blow-Off Valve
Fuel System: MagnaFuel Protuner 750 external fuel pump w/ stainless steel braided lines, an Aeromotive regulator and Fore Innovations fuel rails
Exhaust: BBK long-tube headers w/ a BBK X-Pipe and a MAC cat-back
Transmission: Tremec T-56 six-speed manual
Rearend: 8.8-inch w/ 3.55 gears
Engine Management: Ford Performance Control Pack and SCT X4 Handheld tuner
Front Suspension: Maximum Motorsport tubular K-member w/ Maximum coilovers, Maximum caster/camber plates and Bilsteins HD struts
Rear Suspension: Maximum Motorsports Panhard bar w/ Maximum torque arm, HP Motorsports Megabite Jr. lower control arms, Bilstein shocks and stock springs
Brakes: 2003 Cobra disc brakes w/ cross drilled and slotted rotors at all four corners
Wheels: American Muscle Chrome Saleen Wheels, 18×9-inch (front) and 18×10.5-inch (rear)
Tires: BFGoodrich KDW II
“I always had a love for newer technology in old-school rides,” DeShannon said. “My first plan was to install an ’03-’04 Cobra Terminator engine, but a buddy that worked at a local Ford dealer recommended a Coyote swap. I had not considered the thought of a Coyote swap but I was definitely intrigued. After some discussion on cost and estimated time of delivery I was sold and set out to gather everything I needed for the swap.”
After amassing all the necessary hardware, DeShannon farmed out the swap to a shop, so his biggest challenge was playing the waiting game. However, upgrades like this are definitely worth the wait.
“I went from a 500-rear-wheel-horsepower, supercharged pushrod engine to a naturally aspirated Coyote engine, which only had long-tube headers, a cold air intake and a tune,” DeShannon said. “The Coyote engine was an amazing improvement, the power and the throttle response was unbelievable. The NA Coyote felt faster than the previous setup, it pulled harder and always kept a smile on my face.”
I kept the car NA for about three to four months before adding the D-1SC ProCharger.—DeShannon Ike Hart
“I kept the car NA for about three to four months before adding the D-1SC ProCharger and now the throttle response is exhilarating and traction on street tires does not exist,” he added. “The car is a beast and extremely fun to drive.”
Blown Coyote power in a lightweight Fox is bound to be a blast.
The Mod List
Engine: 2016 Coyote
Intake: Holley Sniper (ported and polished) w/ GT350 throttle body (ported and polished) and JLT CAI
Power Adder: Blow By Racing Reaper Direct Port Nitrous System, 200 shot
Fuel System: Stock Injectors w/ 2016 pumps, 2005 fuel line and Holley fuel rails
Exhaust: JBA Three-Valve long-tubes (Coyote flanges) w/ Cervini’s C500 side exhaust with Pypes blow-through mufflers
Transmisson: 6R80 w/ Circle D 4C torque converter
Rearend: 2005 Mustang 8.8-inch w/ 4.10 gears, Ford Performance Traction-Lok and Steeda diff cover
Electronics: 2016 SYNC3 premium touchscreen w/ SoundStream Speakers throughout with two 10s in the back
Engine Management: 2016 PCM tuned by Brad Baxter at XXX Motorsports
Ignition: Stock coils w/ NGK one step colder plugs
Front Suspension: BMR tubular K-member w/ BMR A-arms, Strange adjustable struts and UPR front sway bar delete
Rear Suspension: Strange Adjustable Shocks w/ Maximum Motorsports tubular lower control arms, CHE upper control arms, BMR Panhard bar and BMR rear sway bar
Brakes: Stock w/Power Stop drilled/slotted rotors with ceramic pads
Wheels: 20-inch Zinik Mirinda (street), 17-inch Race Star Dark Star (drag)
TIres: 255/35 Nittos (street), Mickey Thompson (drag)
“I broke a rod back in early June of this year with a wastegated, ProCharged Three-Valve. The car at the time was making way too much power for the stock internals to hold, let alone having 200,000 miles,” Cameron said. “When it finally went I was searching whether to build a Three-Valve, which was gonna cost a lot of money to get where I wanted, or take the plunge and go Four-Valve Coyote.”
As we have documented here, Coyote swaps are quite a trend, but few people have taken their swaps quite this far, which garnered our attention. Cameron decided to gut a wrecked 2016 Mustang GT and add that vaunted interior to his S197 as well.
“After thinking a couple weeks and looking at the common swaps people were doing, I knew I wanted something different. That difference was a full swap including the full interior, dash, seats, and so on,” he added. “So after finding a great deal locally on a 2016 auto car with less than 1,600 miles I knew what I wanted to do with just about the same money. Having built a bunch of race cars out of our little Alabama shop with my dad, I figured this would be a great project since we hadn’t worked or built anything in years.”
Better yet Cameron wanted to turn this car into a father-son project. He and his dad stripped every wire out of his car, cut out the 2016 firewall and swapped it into the 2005. They revamped the brakes and fabricated new dash supports. The only thing they outsourced was the re-wiring job. For that duty, they turned to a Ford technician pal.
“After a few months of working at night in between our schedules, waiting on parts, and money here and there we had a finish running car. To our knowledge it is the first and possibly only full S197 to S550 swap,” Cameron said. “Of course motors and running gear have been swapped but probably not full wiring harness and interior also, which we take pride in doing it all ourselves.”
It’s amazing! I had never actually rode in a Coyote car until this one. The power blew me away.—Cameron Page
“It’s amazing! I had never actually rode in a Coyote car until this one,” Cameron enthused. “The power blew me away. Sadly to say after everything I spent on my Three-Valve it wouldn’t be in the same league as this car with simple bolt-ons. And the car is smooth with a lot better gas mileage.”
The Coyote engine truly did reset our expectations for a performance engine and Cameron’s swap does the same for our concept of a Coyote swap.
The Mod List
Engine: 2014 Coyote 5.0-liter w/ Stage 3 Cams, Trick Flow springs, Triangle Speed Shop oil-pump gears and Boss tensioners
Intake: Ported Cobra Jet intake w/ monoblade throttle body and Rev Auto 5-inch CAI
Power Adder: n/a
Fuel System: Aeromotive 340 Pump w/ braided lines and Aeromotive rails
Exhaust: BBK Coyote-swap headers w/ custom 3-inch X-pipe and under-axle exhaust; Borla XR1 Mufflers; and 3.5-inch Gibson Tips
Transmission: Tremec Magnum six-speed manual w 2.97 First gear, .50 overdrive and McLeod Racing RXT clutch
Rearend: Motive Lightened w/ REM 4.56 gears and 31-spline axles
Electronics: Auto Meter Phantom coolant temp, Auto Meter Phantom oil pressure gauge and touchscreen
Engine Management: Ford Performance Control Pack w/ custom tune by Bill Miller at Pro Edge Tuning
Front Suspension: Team Z Street Beast K member w/ Team Z A-arms, Bilstein HD dampers, Maximum Motorsports coilovers, Maximum Motorsports caster/camber plates (with a custom helper springs), Hyperco 10/350 springs. Eibach sway bar, Steeda bumpsteer kit, 2003 Cobra steering rack and a Maximum Motorsports steering shaft
Rear Suspension: Team Z street beast Control arms, Team Z lower control arm relocation brackets, QA1 single-adjustable coilovers and 12/170 springs
Brakes: Wilwood six-piston, 14-inch front brakes, Cobra rear brakes and Baer Eradispeed two-piece rear rotors.
Wheels: Polished True Forged Victories (18×9.5-inch front and 18×11-inch rear) w/ polished barrels, clear powdercoating
Tires: BFGoodrich 255/40R18 (front), Toyo 315/35R18 (rear)
“My brother bought a 2011 GT in 2012, and it was easily the most fun, best-sounding all around car I have driven,” Nick said. “I used to be a huge small-block, SN-95 guy, but I was always working on it and did not stray far from the shop. So after some unfortunate bad luck with the red ’94 Cobra, I had to start over, and Coyote was the plan from day one.”
Once he set his mind on the swap, it came together fairly easily. It was only his choice of intake manifolds that put up a bit of a fight.
“Having built and taken apart a few cars, it was a fairly simple swap,” Nick explained. “Lots of planning and experience made it smooth. The biggest issue was finding a hood that would fit with the Cobra Jet intake. I bought four hoods in one week to see if they would fit and what one looked best.”
The Cobra Jet not only looks great, but it is built to scream at the top of the tach, and that’s just where Nick loves to rev his Coyote swap.
“There is literally nothing more fun than pulling to 8,000 rpm over and over and over again being unbelievably smooth in doing so,” Nick added. “At 3,000 to 4,000 rpm just cruising there are no vibrations or any engine hiccups. It’s just smooth as glass. With the way I set up the suspension with control arm relocation brackets and the big 315/35 Toyo radials, spinning is not an issue at all. It hooks and goes from any speed.”
The Mod List
Engine: Ford Performance 5.2-liter block w/ Custom Darton 3.700-inch Big-Bore machined by QMP Racing, Boss 302 crankshaft, Manley Performance Pro Series I-Beam 300M connecting rods, Manley Performance custom 2618 Turbo Pistons, Manley Pro Series Piston Rings, Ford Performance Voodoo heads and Comp Cams camshafts
Intake: Magnuson MP2300 TVS Supercharger w/ Shelby GT350 87mm throttle body
Power Adder: Magnuson MP2300 TVS Supercharger w/ two Precision Turbo 64/66 ball-bearing turbochargers
Fuel System: Aeromotive Dual Eliminator Stealth in-tank E85 fuel pumps w/ Aeromotive Pro Series regulator, Aeromotive billet fuel rails, Aeromotive fuel filter and XRP Pro Plus Race Hose
Exhaust: Custom stainless steel turbo headers by Timeless Kustoms w/ custom 3-inch stainless steel exhaust and Magnaflow stainless steel race mufflers
Transmission: EMCO Gear Custom Sequential six-speed transmission w/ CG46 paddle shift and custom Centerforce Dyad road-race clutch
Rearend: Strange Engineering independent 9.75-inch aluminum rearend w/ 3.73 gears
Electronics: MoteC custom engine body harness w/ MoteC color dash
Engine Management: MoteC engine management and data acquisition w/ traction control system and GCU for paddle shift
Ignition: MoteC CDI Ignition Box
Front Suspension: Art Morrison Enterprises Custom MaxG Chassis w/ C7 Corvette control arms, Art Morrison Enterprises custom C6 Corvette spindles and Ridetech custom-valved, triple-adjustable shocks
Rear Suspension: Art Morrison Enterprises Custom MaxG Chassis Multilink Independent Rear Suspension, Ridetech Custom Valved Triple Adjustable Shocks
Brakes: Brembo 15.5-inch Carbon Ceramic rotors w/ six-piston front calipers and four-piston rear calipers
Wheels: Forgeline GT3C w/ center-lock conversion, 19×12-inch front and 19×13-inch rear
Tires: Kumho Tires ECSTA V720, 305/30ZR19 front and 355/30ZR19 rear
“We always like to stay current with our engine combos for our builds,” Bill Dunaway, General Manager/Buyer at Timeless Kustoms, said of choosing a Coyote for the project. “The biggest challenge for us was space, as it goes away in a hurry with this swap.”
This isn’t just any Coyote swap, however. To live up to its mean moniker, Vicious received a built engine based on a Ford Performance block filled rugged reciprocating bits from Manley. It is topped by Voodoo heads from the Shelby GT350 fitted with high-lift cams from Comp and the timing chain system is augmented with all the goodies from MMR.
The car recently hit the chassis dyno and made well over 1,000 horsepower at the rear wheels right off the bat, which is just nuts. With more tuning, there’s no telling what the ceiling is on this insane, compound-boost combination.
“The Coyote engine is a great powerplant,” Bill added. “You can make a ton of power and still be reliable.”
The Mod List
Engine: Stock Ford Performance ’13 crate motor w/ billet oil pump gears
Intake: JLT CAI
Power Adder: VMP TVS blower w/ 82mm pulley
Fuel System: Lethal Performance Coyote-swap fuel system w/ upgraded lines, upgrade pumps, a 2003 Cobra tank and ID1000 fuel injectors
Exhaust: BBK swap headers w/ BBK off-road pipe and 3-inch Magnaflow dumps
Transmission: Tremec T-56 Magnum six-speed manual w/ McLeod RXT clutch and aluminum flywheel
Rearend: Fox 8.8-inch w/ 4.10 gears, Moser spool, 33-spline axles, 5/8 studs and Ford Performance girdle
Engine Management: FRPP Control Pack w/ SCT custom tune by Revolution Automotive
Front Suspension: D&D tubular K-member, A-arms, coilovers, Tokico five-way adjustable struts, Steeda caster/camber plates, Flaming River manual steering rack
Rear Suspension: Steeda control arms, Mach 1 springs, Tokico five-way adjustable shocks and a Wolf Racecraft anti-roll bar
Brakes: 2001 Bullitt front and stock rears, manual
Wheels: 17×4.5-inch Weld Alumastars (front) and 15×10-inch Weld RTS (rear)
Tires: Hoosier front runners (front) and Mickey Thompson 295/55/15 ET Street (rear)
“In the summer of 2010, I ordered a 2011 5.0 as a daily driver, I started modifying it and with basic bolt-ons and suspension upgrades it went 11.20s. I was impressed by the new 5.0s; they are just awesome engines, they respond to upgrades well. Wanting to take my 2002 to the next level, I knew it would have to be Coyote-based,” Calvin explained. “Two-Valves and Four-Valves are just so expensive to build,–and the Coyotes are just so impressive out of the crate–so it was a no-brainer for me. I put my 2011 back to stock and I started buying parts for the Coyote swap.”
The performance per dollar of the Coyote engines is undeniable. Likewise, it’s hard to argue that the modular-powered SN-95 and New Edge ’Stangs might be the ideal vessels for the transplant.
The car’s a blast to drive, around town It’s like driving a stock car until you step on the gas.—Calvin Atwell
As a result, the TVS-blown Coyote swap turned Calvin’s Mustang into an amazing street/strip machine.
“The car’s a blast to drive, around town It’s like driving a stock car until you step on the gas. I drive this car everywhere. It is a 100-percent street car. It made 736 rear-wheel horsepower and 605 lb-ft of torque on E85 and has run a 9.5 at 145 mph,” Calvin enthused.
The Mod List
Engine: Edelbrock E-Force supercharged Coyote crate motor
Intake: Edelbrock intercooled lower
Power Adder: Edelbrock E-Force supercharger
Fuel System: Rock Valley stainless tank w/ internal Cadillac CTS-V fuel pump
Exhaust: Custom 3-inch stainless w/ Borla XR1 mufflers
Transmission: Tremec T-56 six-speed manual
Rearend: Roadster Shop IRS w/ Strange Pro-Iron center section, 3.90 gears and an Eaton Tru-Trac Differential
Engine Management: Ford Performance Control Pack ECU and harness
Ignition: Stock Coyote
Front Suspension: Roadster Shop Fast Track IFS
Rear Suspension: Roadster Shop Fast Track IRS
Brakes: Baer Extreme w/ 14-inch rotors and six-piston monoblock calipers
Wheels: Forgeline GT3C 18×9-inch (front) and 19×12-inch (rear)
Tires: Michelin Pilot Super Sport 265/35R18 (front) and 345/30R19 (rear)
“The concept for the car was to build a ’65 Mustang as if it were being built today with modern tools, engineering and product development techniques; but maintaining the essence of the original design,” Marc Berger, of AXIS Business Advisory Services, said. “We actually had a normally aspirated Ford Performance Coyote Aluminator motor for this project that put out a little over 500 horsepower. During the car’s development many of the newer projection cars were being delivered with power plants producing in excess of 600 horsepower. We were fortunate enough to work with Edelbrock on a supercharged low-profile Coyote package for this car that produced 785 horsepower on a stock tune.”
Owners of newer Mustangs don’t have to perform as much surgery to swap in the modern 5.0, but fortunately The Roadster Shop is more than capable of doing the necessary work.
“I think the biggest challenge was fitting the modern motor into the space we had available in a ’65 shell,” Marc explained. “We removed the shock towers consistent with the modern chassis developed by the Roadster Shop for this project. The other issue was overall height, since we didn’t want to have a giant, induction-style hood. The new motor was developed with a low-profile supercharger that allows it to be used in applications like this.”
The Mod List
Engine: 2011 Coyote block w/ stock crankshaft, Boss 302 rods, 11:1 Diamond forged pistons, Triangle Speed Shop oil-pump gears, Boss 302 chain guides, Boss 302 chain tensioners, ’13-’14 Coyote heads, Boss 302 valve springs and Stage 3 Comp Cams
Power Adder: VMP Stage 3 Gen2 TVS supercharger w/ Power By The Hour Performance Coyote-swap accessory drive bracket system for VMP/Roush Superchargers, ’96-’98 Cobra power steering pump, ’96-’98 Cobra A/C compressor, and Coyote alternator
Fuel System: 2003-2004 Cobra tank modified to accept a Fox filler neck w/ Fore Innovations’ dual-pump hat, Fore twin 465 fuel pumps, -8 feed line, -6 return line, Fore in-line fuel filter, Fore fuel-pressure regulator, Injectors Dynamics ID1000s injectors and Fore rails
Exhaust: BBK swap long-tube headers w/ BBK X-pipe, Bassani race bullet mufflers and Flowmaster tailpipes modified to clear Panhard bar
Transmission: 2003-2004 Cobra Tremec T-56 six-speed manual w/ upgraded input shaft
Rearend: 8.8-inch housing built by Chris Neighbors (pressure washed, sandblasted, straightened, quad shock brackets removed, tubes TIG-welded center section, narrowed, 9-inch housing ends, custom front braces) w/ 31-spline axles, tapered roller bearings; deburred Traction-Lok with Cobra carbon fiber clutches; 3.55 gears; ARP main cap studs; Cobra disc brake conversion brackets for 9-inch ends (Neighbors units) oriented and plumbed in a forward position to allow narrower width rear; powdercoated Cobra brakes and Teflon braided hoses
Engine Management: Ford Performance Controls Pack
Ignition: Stock Coyote
Front Suspension: Maximum Motorsports K-member w/ reverse-offset control arms, Koni double-adjustable struts, Maximum coilover kit, Maximum caster/camber plates, Maximum offset rack bushings and ’03-’04 Cobra motor mounts
Rear Suspension: Maximum Motorsports lower control arms w/ Maximum torque arm, Maximum Panhard bar, Koni double-adjustable shocks and Maximum coilover kit
Brakes: 1996-1998 Cobra Hydraboost w/ ’03-’04 Cobra brakes, front and rear
Wheels: SN-95 Saleen Le Mans wheels, 18×8.5-inch
Tires: Nitto NT05 (front) and Nitto NT05R (rear)
“I built a basic 308-cube small-block Ford with the GT-40 top end and ran into a rod-bolt failure after about 100 miles, so I started building a 347 stroker had it all complete and ready to go in the car,” he said. “Then I got the Coyote-swap bug and sold all my small-block stuff and dove head first into the swap.”
While the swap has become well supported by the aftermarket, there are a lot of aspects of the car that still needed to be addressed. Doing the work on your own can still eat up a lot of hours, so Parker spread it out over time. Then he turned to VMP to dial in the calibration.
“In my line of work I’m gone 20 days a month, so trying to get around to working on it in my 10 days home and spend time with my loved ones made it tough and it took a while to get everything wrapped up,” Parker said. “After the car sat for a year being ‘untunable,’ Alex ‘YOLO’ Flores over at VMP got all the bugs worked out in a two-day remote session and now the car is running better than ever.”
Parker says his car now provides “worry-free enjoyment,” which is a happy byproduct of swapping a new engine complete with a factory-style wiring harness.
“Ever get in your car and not have to worry about it starting and not leaving you stranded? Aside from the fact the car got 27-28 mpg when it was naturally aspirated, once the car was done I would have had no issue taking the car on a cross-country trip and not think twice about it,” he added. “The biggest pay-off is when someone messages me telling me how my swap influenced them to keep going when they felt like giving up on their swap/build, or when I pop the hood and people can’t believe what’s under the stock hood.”
The Mod List
Engine: 2014 Coyote 5.0-liter
Intake: Boss 302 w/ BBK 90mm throttle body
Power Adder: ProCharger D-1SC Coyote transplant kit w/ red race blow-off valve
Fuel System: Aeromotive A1000 fuel pump w/ ID1000 injectors, Fore Innovations regulator, Fore Innovations inline modular fuel filter and Aeromotive Stealth Fuel Tank
Exhaust: BBK Coyote-swap headers w/ BBK Coyote-swap 3-inch X-pipe, and Magnaflow Competition cat-back exhaust.
Transmission: Pro Motion Performance PMPHD Competition-built Tremec TR-3650 w/ 26-spline input, Ford TSB master upgrade kit, angled second engagement and Gorilla one-four forks.
Rearend: 8.8-inch w/ five-lug, Fox-length axles
Engine Management: Ford Performance Control Pack
Ignition: Brisk Silver Racing Spark Plugs
Front Suspension: Raceland coilovers w/ Raceland caster/camber plates
Rear Suspension: SVE Tubular Rear Upper & Lower Control Arm Kit
Brakes: SN-95 spindles w/ Cobra brakes (13-inch front/11.65-inch rear), braided stainless lines and EBC drill/slotted rotors.
Wheels: Street: True Forged Chrome three-piece wheels, 18×9-inch front/10.5-inch rear; Drag: JMS Chip Avenger Black Diamond Cut Mustang, 17×4.5 front and 15×10-inch rear
Tires: 245/40/18 front 295/35/18 rear Potenza Re760 sport tires, with a set of 26×6-17 Mickey Thompson Sportsman SR Front Drag and a matching pair of 275/50-15 Mickey Thompson ET Street S/S rear drag radials.
“Seeing that many talked about and completed the swap, I figured I’ll give it a shot making mine look much cleaner,” Anthony said. “Honestly the stand apart from others mindset that I persist inspired me to do so.”
With a smoothed engine compartment, hidden wires and even a painted blower, Anthony’s car definitely looks cleaner than your average Coyote swap. To get to this point he turned to professionals to perform the swap.
“Being that this build mirrored my personality I had Manir Karim over at Our Dream Auto Museum and Restorations of Mooresville, North Carolina, square me away, as I am always out of state working, and a build like this, with my time, would easily take five or more years to complete,” Anthony explained. “Robert Ranucci over at Powercurve Motorsports hooked me up with an awesome tune, and J Bear over at SRI Performance supplied much needed parts when asked.”
The end result is one stunning Fox that is, as you might expect, a lot of fun to drive.
The Mod List
Engine: RGR-sleeved 5.0 Coyote engine, stock heads with Boss valve springs and CG Fab turbo headers
Intake: Boss 302 manifold
Power Adder: Borg Warner 76mm turbo
Fuel System: Two high-flow AEM pumps w/ JPC fuel rails and ID2000s injectors running on E85
Exhaust: None (It runs straight out the bumper.)
Transmission: Transmission Specialties Powerglide w/ TCI converter and 4-inch aluminum drive shaft
Rearend: 8.8 with Ford 9-inch ends on it with a spool, matched with 35-spline axles and 3.73 gears
Electronics: Boost Leash controller
Engine Management: Ford Controls Pack PCM
Front Suspension: UPR coilovers w/ UPR K-member and Strange shocks
Rear Suspension: UPR solid upper and lower control arms w/ UPR anti-roll bar, Viking double-adjustable shocks on stock Mach 1 springs
Brakes: 13-inch Cobra brakes (front) and Stock GT brakes (rear)
Wheels: 17-inch Weld Alumastars (front) and 15×10-inch Weld RTS, powdercoated black
Tires: M&H front runners and Mickey Thompson Pro drag radials, 275/60R15
“Well about five years ago, the Coyote engine was still kinda new and people were starting to see what it could do with a couple of mods,” TJ explained. “I remember seeing a Bullitt with the swap and thinking that’s awesome new technology in a older car. I built a Two-Valve with a 2.1-liter Kenne Bell in the car at the time. I started seeing some numbers from these Coyotes and I was thinking how nice it would be to make 400 all-motor horsepower.”
As most of us realize, the naturally aspirated life is fun at first, but then we always want more power. Apparently TJ is particularly thirsty for power as he jumped from NA to blower to turbo before finding his happy place.
“…At the time, which was about five years ago, there weren’t too many swap cars out there to figure out what parts worked and what parts we needed. So there was a lot of trial and error and waiting at Revolution Automotive. Rev took on the swap and came up with a lot of one-off parts by trying different parts, some worked and some didn’t,” TJ said. “But I couldn’t have been happier with the results. As everything came together and we were figuring what the 5.0 liked, I threw a shaved Cobra Jet manifold with Rev Auto’s 5-inch cold air. We found out it wouldn’t fit with the ’04 Cobra hood I had, so it was time to go with a 4-inch HO Fiber Trends hood to fit the new manifold.”
After stepping up to a centrifugal blower, TJ decided to really go big by turning to JPC Racing for a turbo, an automatic transmission and a built short-block from RGR. This car is truly a serious piece.
It sat me back like no other setup I have ever had in the car. The car just pulled and pulled.—TJ Lapinski
Now you can see why TJ’s ’Stang is one of our favorites.