Pro Dyno performs a clean Coyote swap in a 2004 Mustang GT
By Steve Turner
Photos courtesy of Jeremy Marler/Pro Dyno
It’s common for project cars to take on a life of their won. For David Lovejoy, he was ready to drive off into the sunset of retirement. However, before he left, he really wanted to make his Mustang GT more fun to drive. While he loved his car, he craved the performance offered by modern Mustangs.
After considering an upgrade to the stock Two-Valve 4.6, owner David Lovejoy wisely opted swap it out in favor of a Coyote crate engine from Ford Racing. The fully functional swap make for quite a dramatic difference in the performance of his 2004 Mustang GT.
“I have been in love with Mustangs for all of my adult life. My favorite was a ’94 GT that I had for eight years and 313,000 miles. At that time it was the only new American car that I had ever owned. Therefore, going into retirement I was looking for a clean, low-mileage ’04 GT. Since I owned the first model of the SN95, I just decided that I would like to get the last year that it was in production and make the car something special!†David explained. “After I drove the car, it was obvious that the 4.6 Two-Valve had to go. It just did not produce the power I was looking for, and if we could make all the systems communicate with each other then to me the Coyote was the way to go.â€
While the swap is pretty straightforward, it certainly helps to have a lift and a fully equipped shop like Pro Dyno does.
“David loved his 2004 and was getting ready to retire to Hawaii. He wanted to do some work before he left. He originally came to us to discuss building the stock Two-Valve motor,†Dan Desio of Pro Dyno added. “After realizing he was only looking at 350 to 375 rear-wheel horsepower, we decided on a Coyote swap as the best decision for what he was looking for.â€
Despite the cost of this swap, it was a wise choice. Building up a Two-Valve to run with a Coyote is definitely possible. It is a cool way to go, but doing so would require a considerable investment as well, and David did not want a power adder. Opting to swap in the modern 5.0 not only adds the performance, but it still gives your car a unique personality.
“I absolutely love the car! There are two elements that made this so. The first and most important was picking the right company to do the job. Dan and his guys at Pro Dyno were just incredible, and they were simply up to every challenge that was thrown their way,†David said. “The second item was that this was a total systems conversion including engine, transmission , suspension, brakes, exhaust, rearend, and clutch just to mention a few.â€
While it is perfectly serviceable, the Two-Valve 4.6-liter V-8 that powered ’96-’04 Mustang GTs won’t go down in history as one of the most feared performers. While it picked up some oomph from the Performance Improved induction upgrades in ’99, this version of the 4.6-liter needs forced induction to keep pace with modern Mustang engines. Even upgraded with headers, David’s 4.6 left him wanting more.
The relative rarity of these swaps, some of which can be attributed to the cost, is what makes these combinations so cool. If you pop your hood at a cruise night and the onlookers see a built Two-Valve, they will expect it. When they instead see a clean Coyote swap, it is going to get a conversation started. The number one question will be about the difficulty of the swap.
“The swap itself was very straightforward, the tricky part of the swap was all of the wiring, getting everything from the ’04 to work with the Coyote motor. The hardest was getting the gauges, tach, and speedometer to work correctly,†Dan said. “Once that was achieved our biggest challenge was making everything seem factory, as if nothing was done to the car from a comfort and driveability standpoint.â€
While David considered building up his Two-Valve he eventually decided to go full-Coyote after discussing the possibilities with the Pro Dyno crew. Of course the most efficient way to start a swap like this is to detach the suspension, K-member, wiring, and fuel system. Then you, using a lift, you can raise the car and leave the engine and K-member on the ground.
Bringing that smooth, modern driveability and all the conveniences that go along with it is definitely the way to go. Of course, what David really wanted out of the swap was increased performance. In that regard, he definitely got what he was seeking.
“It was very cool, as you do not see too many of these swaps. We’ve seen a few Fox-body swaps, and a Ranger, but none into a New Edge,†Dan added. “The power is there, and so much room to grow if David were ever to go with a blower setup, than if he had kept the stock Two-Valve. So it’s a New Edge with a new attitude!â€
It sounds like a great attitude to drive into retirement with. Who wouldn’t love to wheel Project Coyote New Edge on twisty road along the Hawaiian coastline?
David and Pro Dyno selected Ford Racing’s naturally aspirated Coyote Aluminator (PN M-6007-A50NA; $8,879). This robust, 11:1-compression engine fortifies the basic Coyote architecture with Mahle forged pistons, Manley H-beam connecting rods, Boss 302 connecting rod bearings, Boss 302 valve springs, and more. Of course, to swap it into David’s New Edge, they also selected the Ford Racing Control Pack (PN M-6017-A504V; $1,899.99) and the Ford Racing alternator kit.
“My wife, Lori and I have moved to Hawaii, and what a great place to enjoy my Mustang! She is a great top-down cruiser and goes from 0 to 45 pretty fast too!†David enthused. “At the present time, I am just going to enjoy the car as is. She is everything that I had envisioned and more. Thanks Dan!â€
Wanting to have his Coyote cake and eat it too, David had to retain fully functional accessories in his 2004 GT. As such, Pro Dyno utilized Vintage Air’s Ford Coyote 5.0 FrontRunner Drive System (PN 174020). Compatible with the Ford Racing alternator setup, this system includes the billet bracket seen here as well as a Dayco Performance serpentine belt, a Sanden SD7 compressor, a Dayco OEM tensioner, a compressor clutch cover, an idler pulley, a Delphi-Saginaw power steering pump, ARP fasteners, and a power-steering pulley.
With the Coyote on the stand, the Pro Dyno crew installed the Vintage Air bracket that mounts the air conditioning compressor. After mounting the compressor, they installed the rest of the bracket system, which mounts the power steering pump. Since factory Coyote Mustangs use electric assist power steering, a power steering set up is important for a street-worthy swap. An ’05-’10 Mustang GT power steering reservoir holds the system’s fluid.
Swapping a Coyote into an earlier Mustang chassis also means adding a set of swap headers. Pro Dyno selected BBK Performance’s Coyote swap long-tubes (PN 1634; $569.99), a matching BBK midpipe (PN 1787; $249.99), and Kooks 3-inch high-flow cats to get the exhaust job done. To harness the newfound Coyote power, Pro Dyno installed a McLeod RXT twin-disc clutch and a Ford Racing flywheel.
To feed the new engine, Pro Dyno installed one of its Two-Valve Level 2 Return Fuel System fed by 255-lph Walbro fuel pumps. This system includes all the necessary lines, rails, pumps, filter, regulator, fuel hat, wiring, and even staged fuel-pump controller.
After bolting the Ford Racing Coyote engine to an Anthony Jones Engineering K-member using AJE Coyote Swap Mounts the engine could be bolted into the 2004 GT. AJE Spring Perches, Ford Racing C springs, Steeda caster/camber plates, Tokiko D-Spec dampers, Steeda rear control arms, and a Steeda rear sway bar. Maximum Motorsports full-length subframe connectors tie the whole thing together.
Pro Dyno created a custom underhood mounting plate for the Ford Racing Control Pack’s Copperhead PCM. They later painted it Screaming Yellow to match David’s GT. As you can see they opted to feed the stock intake and throttle body with a JLT Performance carbon fiber cold-air intake. To finish off the combo, they hydrodipped the coil covers and intake in a yellow carbon finish.
Mating the Vintage Air air conditioning compressor with the rest of the 2004 Mustang system required these custom A/C lines.
To make way for the Coyote engine, Pro Dyno moved the Optima Yellow Top to the trunk of David’s GT with a battery relocation kit from Summit Racing.
The stock 3650 five-speed lasted a month behind the Coyote before all parties involved decided the combo really needed a Tremec Magnum six-speed. Backing up the new six-speed is the McLeod RXT twin-disc clutch for the Terminator. Supporting the RXT are a Ford Racing ’03-’04 Cobra flywheel, a Ford Racing 03-04 Cobra HD throwout bearing, a McLeod clutch quadrant, a McLeod adjustable pivot ball, and a Ford Racing adjustable clutch cable.
After installing the new Tremec six-speed, that necessitated a custom six-speed shift knob. It helps remind David this is no standard 2004 Mustang. A Coyote Speed Cal makes the speedometer and tachometer play nice with the new drivetrain. The Tremec feeds Coyote power to the stock 8.8 bolstered with a Ford Racing 8.8 31-spline differential, Ford Racing 3.73 gears, and a Summit Racing 31-spline axle kit.
While not directly related to the swap, David obviously wanted the rest of the car to keep up with the Coyote. In addition to the aforementioned Tokico dampers, Pro Dyno installed Baer Racing’s T4 brake package, which includes 13-inch Eradispeed rotors, four-piston Baer calipers, and all the necessary installation hardware.
A closer look at the dyno numbers shows the Coyote advantage starts down low, but this high-strung engine really proves its might as the tach needle swings to the redline. Even the torque numbers jumps by triple digits above 5,000 rpm.
When you see this big a gap between the baseline graph and the post-mod graph, you know you have made a great choice. Such is the case for David Lovejoy’s Project Coyote New Edge. Before the swap, the modest Two-Valve 4.6 created 260.62 horsepower and 301.19 lb-ft of torque at the rear wheels. With addition of a Coyote underhood, his car picked up an additional 136.59 hp and 81.68 lb-ft at the feet.
Great write-up, Steve! I just got a Comp Orange ’04 GT that I’ll be doing this swap with eventually. I wonder why they used the Vintage Air kit instead of the Power By The Hour bracket kit?
A bolt-on blower for a Two-Valve would put it at the same power level. Yeah, sure, the swap factor is pretty cool but I’d be hoping for more power than that. A built Two-Valve with a blower would have been a cheaper route and netted more power…
I guess the N/A ability of the car is what he was after. Swap looks great though and love that PCM bracket. Work of art.
A bolt on blower for a 2 valve would put it at the same power level. Yeah sure the swap factor is pretty cool but id be hoping for more power than that. Built 2 valve with a blower would have been a cheaper route and netted more power…
I guess the N/A ability of the car is what he was after. Swap looks great though and love that PCM bracket. Work of art.
Is this just a stock internals Coyote? If so, this seriously puzzles me… why would you spend all that time and money just to swap one unbuilt N/A motor for another? Sure the N/A motor makes 136 more HP, but if your gonna do a motor swap, at least put a “built” motor in it. This way if you want to make “real” power later you can.
I don’t know… I’m a high altitude guy, so unbuilt N/A motors are basically worthless to me.
Great write-up, Steve! I just got a Comp Orange ’04 GT that I’ll be doing this swap with eventually. I wonder why they used the Vintage Air kit instead of the Power By The Hour bracket kit?
Nice, Derrick. I think the SN-95 and New Edge rides are perfect candidates for the swap. Not sure about the brackets, but this one turned out nice.
A bolt-on blower for a Two-Valve would put it at the same power level. Yeah, sure, the swap factor is pretty cool but I’d be hoping for more power than that. A built Two-Valve with a blower would have been a cheaper route and netted more power…
I guess the N/A ability of the car is what he was after. Swap looks great though and love that PCM bracket. Work of art.
The owner didn’t want a power adder, so the swap was a great fit for him.
Is this just a stock internals Coyote? If so, this seriously puzzles me… why would you spend all that time and money just to swap one unbuilt N/A motor for another? Sure the N/A motor makes 136 more HP, but if your gonna do a motor swap, at least put a “built” motor in it. This way if you want to make “real” power later you can.
I don’t know… I’m a high altitude guy, so unbuilt N/A motors are basically worthless to me.
It’s an Aluminator if you consider that “built.”