2005-2009 Ford Mustang Coyote 5.0L Engine Swap
Home | Intake | CMDP | UDP | Exhaust | Suspension | Interior | Aerodynamics | Parts | Dyno | Bolt Ons | Engine | Coyote SwapThe original all-aluminium SOHC 281ci (4.6L) three-valve Modular V8 engine in the 2005-2009 Mustang GT is a smooth, robust, and reliable unit that emits an intoxicating soundtrack as it approaches its 6250rpm redline. Although stock outputs of 300hp & 320lbft were respectable for a naturally-aspirated engine displacing a mere 4.6L, they were underwhelming for a muscle car in September 2004 when the benchmark had already been set at 350hp & 375lbft three years earlier. In 2005, the benchmark was raised to 400hp & 400lbft and in 2008, it was raised even further to 425hp & 420lbft. By then, the Mustang GT's power deficit had grown to a whopping 125hp & 100lbft compared to much bigger displacement V8 engines used in newer rivals such as the 2008 Dodge Challenger SRT-8 (6.1L Hemi) and the 2010 Chevrolet Camaro SS (6.2L LS3). Although Ford mildly upgraded the 4.6L engine to 315hp & 325lbft in the 2010 Mustang GT, and raised its redline to 6500rpm, it was still like bringing a knife to a gunfight!
Ford fixed that in 2011 with the introduction of a new all-aluminium 302ci (5.0L) Coyote engine which was rated at 412hp & 390lbft (upgraded to 420hp for '13-'14) with a 7000rpm redline. With four valves per cylinder, dual overhead camshafts (DOHC) per cylinder bank, plus twin independent variable cam timing (TiVCT) that allowed the lobe separation angle as well as the intake/exhaust centerline angles to be varied depending on engine speed and load (intake/exhaust valve opening duration and valve lift remain fixed), it was a major advance over the 4.6L three-valve engine. Enthusiasts drooled with excitement over the prospect of marrying this sexy new Five-O bombshell to the '05-'09 quasi-retro bodyshell to create their own idea of a perfect Mustang. Since this engine fits like a glove into the '05-'09 Mustang engine compartment using the OEM K-member plus motor mounts, and has a bellhousing bolt pattern that allows it to mate to an OEM '05-'09 GT transmission, a new engine swap craze was born.
Enthusiasts even lined up to swap the rip-snorting Coyote engine into older Ford models as well as the '05-'09 GT, and overnight the venerable 3V Modular engine had become the red-headed stepchild of the Mustang world. Ford Performance later sealed its fate by discontinuing production of both the 4.6L 3V crate engine and the 4.6L Aluminator short block. Indeed the entry-level modern V8 crate engine now offered by Ford Performance is the '18-'23 Gen 3 Coyote 5.0L rated at 460hp & 420lbft; a massive 160hp & 100lbft increase over the '05-'09 Mustang GT 4.6L 3V.
Information regarding Coyote engine swaps into '05-'09 Mustangs is abundant but fragmented, so I've attempted to consolidate as much detail as possible into one page and answer frequently asked questions. The following parts list for a Gen 1 Coyote engine swap into an '05-'09 Mustang GT with a Tremec TR3650 5-speed manual transmission is the most economical route possible and is CA visual inspection/emissions compliant. The '05-'09 GT transmission, clutch assembly, AC compressor, and PS pump/steering rack can be retained for a substantial cost saving.
'11-'14 GT Used Long Block Engine with Flywheel, Starter, & Alternator
'11-'14 GT Used Manual Transmission PCM with custom tune, PATS delete, & VIN re-flash
Make It Modular Plug and Play 2005-2009 Mustang Coyote Swap Wiring Harness or Hard Wire '05-'09 GT Transmission Harness to '11-14 GT ECU
'11-'14 GT Used Engine harness
'11-'14 GT Used Positive Battery-to-Starter cable
'11-'14 GT Used Accelerator Pedal Assembly
PBH N/A Coyote Swap Accessory Drive bracket kit: COY-ENG-BRKT
PBH Dakota Digital Speedometer Signal Interface: PCP-SPEEDO
PBH Coyote Swap Fuel System: PBH-FSS197
'11-'14 GT Used Intake Manifold with Throttle Body
'11-'14 GT Used Stock Air Filter Assembly
'11-'14 GT Used Stock Headers
'11-'14 GT Used Stock Midpipe
Two 2.75” to 2.5” exhaust reducers from '11-'14 Midpipe to '05-'09 Over Axle Pipes
'11-'19 GT Left Hand Heater Hose: BR3Z18472D
'11-'14 GT Right Hand Heater Hose: BR3Z18472B
'11-'14 GT Upper Radiator Hose: BR3Z8260BA
'11-'14 GT Lower Radiator Hose: KM-5136
New drive belt (check length required)
Ford Performance '96-'17 Roller Pilot Bearing: M-7600-B
Q. Should I even bother doing a Coyote engine swap?
A. It depends. A strong-running 4.6L 3V engine with stage 3 bolt-on upgrades that puts out 400hp & 379lbft is only slightly less powerful than a stock Gen 1 Mustang Coyote so you may feel it's unnecessary. You could even supercharge a healthy stock 4.6L 3V, boost it to 552hp & 523lbft, and bring a real gun instead of a knife to a gunfight!
On the other hand if your original 4.6L 3V is tired or has suffered terminal damage, you could either rebuild it with upgraded components (including a forged stroker rotating assembly), or swap in a brand new forged 290-327ci (4747-5356cc) 3V stroker short block or long block crate engine. This not only avoids the complexity and longer downtime of a Coyote swap, but also avoids taking a gamble on a used salvage Coyote engine with an unknown history.
At the lower end of the budget scale you could rebuild your existing 4.6L 3V block with a lightly modified Coyote 5.0L forged steel crankshaft, Gen 2/3 Coyote 5.0L forged connecting rods, and MMR PN#475P custom forged pistons. This merely requires an MMR PN#475CG crankshaft gear, MMR 4.75L oil pump, MMR PN#441929 flywheel spacer, and Coyote 5.0L 8-bolt flywheel to complete your own 4.75L mini stroker short block. At the higher end of the budget scale you could build an all-forged twin turbocharged 327ci 3V stroker, and an '05-'09 Mustang GT with 1255rwhp & 1075rwtq from 31psi of maximum boost would be a massive cannon to bring to a gunfight!
However if that seductive Coyote engine is too tempting to ignore, there's a plentiful supply of inexpensive used engines so it could be worth taking the plunge. It's also a good excuse to substitute the original GT emblems on the '05-'09 front fenders with those desirable 5.0 fender emblems from an '11-'14 GT.
Q. Could I swap in a cheaper 360hp & 380lbft rated Gen 1 F-150 engine instead of the 412hp/420hp & 390lbft Gen 1 Mustang version?
A. Yes you could but since a 4.6L 3V engine can be upgraded inexpensively with simple bolt on parts and a tune to produce similar outputs, it isn't worth the cost and effort in an '05-'09 GT. However if you own an '05-'09 4.0L V6 model, a Gen 1 F-150 Coyote engine swap would be a massive 150hp & 140lbft upgrade, making it worthwhile especially as this engine is much more widely available and cheaper than the Mustang version. The PBH Gen 1 F-150 body harness for a custom tuned '11-'14 Mustang GT PCM makes that possible. You'd also need the Mustang timing cover to mount the PBH accessory brackets.
For comparison the Mustang engine has a higher 11.0:1 compression ratio (F-150 is 10.5:1), more aggressive intake cams, a shorter runner intake manifold, a windage tray, a higher capacity oil pan, and beefier oil pump gears. The differences between the F-150 and Mustang Coyote engines are summarized here. You could upgrade the F-150 engine to Mustang spec but by the time you add up the cost, you'd have been better off buying a Mustang engine in the first place. If 360hp still isn't quite enough, just bolt on a Gen 3 Mustang Coyote intake manifold and a pair of long tube headers before you drop your F-150 engine into the '05-'09 V6 chassis.
Q. Could I swap in a more powerful 435hp & 400lbft rated '15-'17 Gen 2 Mustang Coyote engine instead of the '11-'14 Gen 1 Mustang version?
A. Absolutely. It isn't easy to find a Gen 1 from a totalled '11-'14 GT with under 50k miles, and it doesn't have the forged connecting rods plus upgraded heads/cams that were fitted to the '15-'17 Gen 2 Mustang Coyote. Therefore swapping in a low mileage Gen 2 engine makes a lot of sense. You then have two choices of engine management system:
1. Ford Performance Control Pack for Gen 2 Coyote.
2. OEM '11-'14 Mustang GT PCM with custom tune. This requires you to swap the Gen 1 camshafts/timing components onto the Gen 2 engine and use any choice of Coyote intake manifold as long as the IMRCs are disabled.
Q. Could I swap in a cheaper 385hp & 387lbft rated Gen 2 F-150 engine instead of the Gen 2 Mustang version?
A. Yes you could, and the PBH Gen 2 F-150 Coyote Engine Harness for Ford Performance Gen 2 Control Pack makes that possible but again, you'd need the Mustang timing cover to mount the PBH accessory brackets.
Q. Could I swap in a 460hp & 420lbft rated '18-'23 Gen 3 Mustang Coyote engine?
A. If you opt for a brand new Ford Performance crate engine, the entry-level Coyote will be the Gen 3 version anyway. Fortunately low mileage used Gen 3 Coyote engines from totalled '18-'23 Mustang GTs are becoming more affordable, and Ford Performance has also developed a Control Pack (part no. M-6017-M50B) to make a Gen 3 Coyote engine swap possible into any manual transmission Mustang or hot rod.
In order to make this engine swap work in an '05-'09 GT using a custom tuned '11-'14 GT PCM, you'd need the following combination of parts:
1. Gen 3 short block.
2. Gen 1 or Gen 2 (better) cylinder heads.
3. Gen 1 camshafts/timing components i.e. a 3-1-1 or 3-2-1 set-up.
4. Any Coyote intake manifold but with IMRCs disabled.
Q. How much will a Coyote swap cost?
A. Theoretically you could do it for as little as the purchase cost of a totalled but complete '11-'14 GT parts donor if you do all the work yourself. In reality you're likely to need some new OEM parts (perhaps even a brand new crate engine or a good low mileage Gen 2/3), add some upgrades, and pay a professional workshop to do some of the work. Realistically you'd need to budget a minimum of $6,000 for parts alone, and the overall cost could easily escalate beyond $20,000, so a Coyote swap isn't for the faint-hearted or the shallow-pocketed!
Q. Is the stock '05-'09 GT radiator adequate for a Coyote swap?
A. If you still have the original factory radiator, you'd be well advised to upgrade to a thicker aftermarket aluminium unit.
Q. Will I need to upgrade my stock TR3650 transmission and clutch assembly?
A. The TR3650 is conservatively rated at 360lbft of input torque but since it has performed reliably in 4.6L 3V forced induction applications making up to 500lbft (crank), the original transmission and clutch assembly will be fine as long as the Coyote engine remains naturally aspirated. If you're planning to add forced induction, consider swapping in a stronger manual transmission such as a Shelby GT500 Tremec TR6060 or a T56 Magnum XL from the outset. Keep in mind that you'd need the Coyote flywheel so if it isn't already included with the engine, you'd need to buy it separately.
Q. What if my '05-'09 GT has a 5R55S 5-speed automatic transmission?
A. Consider swapping in the stronger 6R80 6-speed transmission, torque converter, flexplate, cross member, driveshaft, transmission harness, pedal assembly, and PCM from an automatic '11-'14 GT. Alternatively you could perform a manual conversion.
Q. My Mustang is an '05-'09 V6 model. Is it worth the time, effort, and expense to do a Coyote swap?
A. Unless you have the tools/equipment and are prepared to do most of the work yourself, forget it. Apart from replacing the engine you'd need to upgrade the transmission, flywheel or flexplate, clutch assembly or torque converter, driveshaft, rear axle, suspension, brakes, wheels/tires, and exhaust/cooling/fuel systems. There's also the added challenge of making the V6 gauges and HVAC system function correctly. It's a daunting project that only someone who's madly in love with the '05-'09 Mustang bodystyle would even contemplate! If you want to build the car for street use, you'd really need to buy a totalled but complete '11-'14 GT to use as a donor for all the swap parts required to successfully complete the project.
Fortunately a race car build is much less complex since you could remove a long list of factory components that are surplus to requirements, eliminate a lot of wiring, add custom parts, and shave off a lot of weight. Brenspeed built a full bolt-on 485rwhp & 416rwtq (545hp & 462lbft at crank on MS109 race fuel) N/A Gen 2 Coyote-powered drag car called Baby Blue Balls (3380lb with driver) that ran the 1/4 mile in 10.727 @ 127.22 with an MT82 6-speed manual transmission, using a clean and undamaged '05 V6 base model as a cheap foundation for their project.
Q. Could I add performance parts to extract more power from a stock 412hp/420hp & 390lbft Gen 1 Mustang Coyote?
A. Absolutely! A cold air intake, long tube headers with shorty midpipe, performance catbacks, a Gen 3 Mustang Coyote intake manifold, and a 93 octane custom tune would turn it into a 482hp & 426lbft screamer with a 7500rpm rev limit!
Q. What about the 435hp & 400lbft Gen 2 Mustang Coyote?
A. The same bolt on performance parts with a custom 93 octane tune would raise outputs to 514hp & 436lbft. The resultant specific outputs of 104hp & 88lbft per liter firmly place this Coyote engine in exotic car territory!
Q. What about the 460hp & 420lbft Gen 3 Mustang Coyote?
A. Despite the increased factory outputs over the Gen 2, this engine still responds well to bolt-on upgrades. Adding a cold air intake, long tube headers with shorty midpipe, performance catbacks, and a 93 octane custom tune raises outputs to 532hp & 472lbft or 106hp & 94lbft per liter. The same set up with an E85 tune produces 565hp & 504lbft or an absolutely sensational 112hp & 100lbft per liter thanks to a 12.0:1 compression ratio!
Q. Which engine management system should I use?
A. The first and more preferable option is the OEM '11-'14 GT PCM as this will make the car emissions legal in all states. However if the engine swap is a Gen 2 or 3 Coyote, you'd need to transplant Gen 1 camshafts/timing components to ensure proper TiVCT functionality.
The second option is to use any of the Ford Performance Control Packs that matches the generation of Coyote engine to be swapped into the car.
Q. Will any systems be disabled if I do a Coyote swap?
A. Yes, namely the traction control and cruise control systems but there's a wiring solution for the latter. If you use an OEM '11-'14 GT PCM, you'll need to have the PATS disabled to prevent a no start situation, and have the correct VIN flashed into the donor PCM to pass a vehicle inspection. If you use the Ford Performance Control Pack, you'll have the additional problem of it not being emissions legal on street-driven vehicles in certain states. Therefore it should only be reserved either for competition use, for older Mustangs that are emissions exempt, or for street use in states where emissions regulations are less stringent.
Q. Will all of the stock '05-'09 GT gauges work?
A. The instrument cluster is connected to the CAN Bus so the tachometer, voltmeter, and cylinder head temperature gauge will work correctly as the inputs for those are supplied by the PCM. The fuel level gauge and oil pressure gauge will also work correctly provided you use the '05-'09 GT sending units. However the speedometer will require alteration of the input signal as described below.
Alternatively you could swap in a complete dashboard with HVAC system, instrument cluster, steering wheel, and wiring harness from an '11-'14 GT.
As you can see, a Coyote engine swap takes a lot of planning and it can take weeks or even months to complete. It pays to shop around for used parts, do as much work as possible yourself, and sell the leftover parts removed from the vehicle to minimize the overall cost of the project.
PBH N/A Accessory Drive Bracket Kit
The PBH Performance bracket kit is designed to mount the AC compressor and power steering pump from the 1996-2010 Mustang GT onto the Mustang Coyote timing cover in their original locations alongside a relocated, reverse-mounted clutchless '11-'17 Mustang Coyote alternator. This allows the '05-'09 AC and power steering lines to be reused, thus reducing the cost of the engine swap.
Q. Could I reuse my stock '05-'08 Motorcraft alternator?
A. Yes but given its sketchy reliability, you may choose not to bother. The '09-'10 Nippon Denso 3V GT alternator is much better but, like the '05-'08 alternator, it has to be reverse-mounted on the PBH alternator relocation bracket, and it would require a clutchless pulley (automatic transmission) in order to charge the battery. Otherwise, the '11-'17 Coyote alternator is the desired option and if it isn't already included with the engine, you could opt for the Ford Performance Coyote Swap/Boss 302 alternator kit (part no. M-8600-M50BALT). However the latter has a one-way clutch and cannot be reverse-mounted.
Q. Could I swap in the EPAS rack from an '11-'14 GT?
A. Yes. Since you're already going to add an '11-'14 GT positive battery-to-starter cable (part no. WC96240, CR3Z-14300-EA), it's virtually plug n' play. To make it fit, you'd need to create a third bolt hole and weld a captive nut on the '05-'09 GT K-member. Alternatively you could swap in an '11-'14 GT K member with EPAS rack as a single unit. An EPAS swap deletes the '05-'09 GT PS pump, hoses, and fluid reservoir thereby decluttering the front of the engine bay. For a race car build, you could opt for a Flaming River manual steering rack. This provides the additional advantage of a 10-15lb weight saving. If you delete the '05-'09 hydraulic PS, you can mount the Coyote alternator in its original location. You'd then only need to buy the PBH AC compressor bracket unless you delete the AC system to save even more space/weight.
Speedometer Signal Interface
The Ford Performance Control Pack and the OEM '11-'14 GT PCM do not recognise the '05-'09 TR3650 manual transmission's OSS signal and as a result, the speedo on '05-'09 Mustang instrument clusters will not read correctly. The signal thus needs to be converted to the type that the '05-'09 speedometer uses for its reading. Dakota Digital offers a box that makes this conversion really easy. Input the OSS signal from the harness and adapt it to whatever your speedometer needs to get it working perfectly.
The Ford Performance Speedometer Recalibration Device M-4209ADPT-AC is a similar device that transforms the transmission OSS signal into a format that the PCM recognizes. The PCM uses this signal to determine if the vehicle is in motion, and to determine the correct engine idling characteristics during extended coasting to a stop in order to prevent it from stalling. The change in the signal from the OSS can compensate for axle ratio swaps or changes in tire size. Speed Dial can increase the OSS signal up to 200% of the original signal, or decrease the signal by as much as 99%. Once the proper ratio has been determined, simply dial it into Speed Dial and the speedometer now reads correctly.
Coyote Swap Fuel System
The stock '05-'09 GT returnless fuel system must be converted to a return style system for Coyote engine swaps. This kit makes it very easy. You could also swap in most of the fuel system components from a totalled '11-'14 GT, but there are alternative systems available that can be upgraded if you decide to add forced induction later on.
The PBH Coyote Swap fuel system for the '05-'09 GT comes with a drop-in 255lph fuel pump/gauge sending unit assembly for the '05-'09 tank that is a direct replacement for the OEM pump assembly. PBH adds the -6AN return line fitting to complete your return style modification. It also includes 35ft of Flex LP fuel line, 8 x straight -6AN fittings, an OEM Coyote fuel rail and adapter fitting, fuel pump feed adapter fitting, fuel pressure regulator, fuel pressure gauge, fuel filter housing, fuel filter, and fuel filter mount. All the pieces you need to get the fuel system routed on your Coyote swapped '05-'09 GT in one kit.
The Fore Innovations L1 Fuel System (dual pump) is an 800rwhp capable return fuel system that uses the OEM Coyote fuel rails. It includes an S197-S fuel pump module, F1i fuel pressure regulator, 88mm inline fuel filter, and FCV check valve plus all fittings, hose, and hardware necessary to complete typical fuel line plumbing.
The Aeromotive Stealth A1000 Street Fuel System uses an Aeromotive Stealth A1000 fuel pump that's designed to fit inside the OEM fuel tank and integrate with the OEM fuel level sending unit plus jet-siphon transfer pump. It also includes a 40-micron high-flow filter, one-piece CNC Y-block, billet high-flow fuel rails, billet EFI pressure regulator, and ORB port fittings. A Fuel Pump Electrical Supply is also provided, including a Fuel Pump Speed Controller designed to keep fuel cool in cars that will see extended street driving but still need full pump performance for all out racing. Fuel lines and hose ends are sold separately. A Tach Adapter will be required to operate the Pump Speed Controller.