Coyote Swap? 4.6 3v to Coyote 5.0

Dowatt

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Hi,
I have a 2010 Mustang GT convertible 4.6 3V, 5 spd and wanting to know if anyone has did a coyote 5.0 engine swap? If so, what were some of the challenges involved in doing the swap? What was needed to do the swap besides the coyote engine?
 

LarryJM

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A damaged Coyote car. Lots of Gen-1 with about 75,000 miles or about the time the back brakes freeze.
 

stkjock

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yea, been done many times... try the search feature?
 

07 Boss

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Probably better to upgrade a couple of model years instead. It's not for the feint of heart. But you have to think about the ECM, sensors, dashboard, etc.
 

Dino Dino Bambino

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Probably better to upgrade a couple of model years instead. It's not for the faint of heart. But you have to think about the ECM, sensors, dashboard, etc.

What he said. A Coyote swap into an 2005-09 S197 body style makes sense, but swapping a Coyote into a 2010 model is pointless as the same body style was produced with a Coyote engine from 2011-14. Just trade up to a 2011-14 GT and save yourself a lot of hassle.
 

Dowatt

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I appreciate the advise however, I've owned this car for 11 years and recently had cam and head failure. Car is paid for so my options are to fix the car and sell or trade up, put a new engine in, rebuild current engine or install a coyote. All of which will be costly. My thoughts were to spend the money on the coyote swap and have a 400 hp plus upgrade that could make considerbly more HP. From what I researched, companys do make a swap kit and most items bolt up (trans, motor mounts, wiring harness and so on).
 

DBcooper

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What he said. A Coyote swap into an 2005-09 S197 body style makes sense, but swapping a Coyote into a 2010 model is pointless as the same body style was produced with a Coyote engine from 2011-14. Just trade up to a 2011-14 GT and save yourself a lot of hassle.

Not to mention the hit you take in value if you ever decide to sell. I don't think people often think about that when considering a swap. Buying a coyote swapped s197 is a very limited market. Gauges that don't work, reliability concerns, etc is a major concern/turn off for interested buyers.
 

Dowatt

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As for the gauges, I watched a video of a shop using PBH Performance stuff and all the gauges worked as they should and it even retained the original fuel system setup. The kit came with adapter for the AC compressor, power steering pump and wiring harness. They did have to install an adjustable throw out bearing. Kit was around a grand excluding the donor engine. The car ran and looked like it came original in the car.
 

Dowatt

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Not a bad idea, still have the 4.6 engine build cost to contend with as well. I'll investigate the supercharger cost plus build cost. Thanks!
 

Juice

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As for the gauges, I watched a video of a shop using PBH Performance stuff and all the gauges worked as they should and it even retained the original fuel system setup. The kit came with adapter for the AC compressor, power steering pump and wiring harness. They did have to install an adjustable throw out bearing. Kit was around a grand excluding the donor engine. The car ran and looked like it came original in the car.

Gen 1 PCM works fine with S197 guages. If you can install an 11-14 guage cluster, you can even retain PATS. If not, there are 2 options: PATS delete on the PCM, OR run the control pack strategy. Either way, you WILL need a custom tune. Especially if passing smog is necessary.

No adapters needed for any accessory. Use the coyote stuff as is, and install an EPAS. I actually ran my hydraulic PS for 2 years. (made my own power steering mounting plate, and got a longer AC belt to run the pump) But, kept blowing out the PS pump at track days. The saginaw 2 pump is known in the corvette group as not high RPM friendly. EPAS frees up power anyway, but you will need to modify or replace the kmember from an 11-14 car. Direct bolt in part, got mine for $45 at a local yard.

The hardest part is how you want to wire the pcm. With a 2010, a rear damaged doner 11-14 car would allow you to just swap harnesses and make it practically plug&play, but I am not sure.
I chose to custom wire mine, repinning the PCM to body connector. Long and tedious way to do it, but I did not have to rip out the interior to swap harnesses. My stock fuel system works fine and is untouched. IIRC, it is just 2 wires at the pcm that needed to be connected, fuel pump control and monitor circuits.

As for installing the engine in, its a direct bolt in. The only thing that needed to be custom made is the low pressure AC hose from the dryer to the compressor.

Ask anything you want, just keep in mind, I did this swap 4 and 1/2 years ago. lol And I have NO ABS, so I don't know how the coyote PCM will play with the factory ABS.
 

Suecra

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Gen 1 PCM works fine with S197 guages. If you can install an 11-14 guage cluster, you can even retain PATS. If not, there are 2 options: PATS delete on the PCM, OR run the control pack strategy. Either way, you WILL need a custom tune. Especially if passing smog is necessary.

No adapters needed for any accessory. Use the coyote stuff as is, and install an EPAS. I actually ran my hydraulic PS for 2 years. (made my own power steering mounting plate, and got a longer AC belt to run the pump) But, kept blowing out the PS pump at track days. The saginaw 2 pump is known in the corvette group as not high RPM friendly. EPAS frees up power anyway, but you will need to modify or replace the kmember from an 11-14 car. Direct bolt in part, got mine for $45 at a local yard.

The hardest part is how you want to wire the pcm. With a 2010, a rear damaged doner 11-14 car would allow you to just swap harnesses and make it practically plug&play, but I am not sure.
I chose to custom wire mine, repinning the PCM to body connector. Long and tedious way to do it, but I did not have to rip out the interior to swap harnesses. My stock fuel system works fine and is untouched. IIRC, it is just 2 wires at the pcm that needed to be connected, fuel pump control and monitor circuits.

As for installing the engine in, its a direct bolt in. The only thing that needed to be custom made is the low pressure AC hose from the dryer to the compressor.

Ask anything you want, just keep in mind, I did this swap 4 and 1/2 years ago. lol And I have NO ABS, so I don't know how the coyote PCM will play with the factory ABS.
I just feel like in todays world with gen 2/gen3 possibly gen 4 soon that gen 1 swaps (especially in a body style it already comes in) makes little sense. If the swap is gonna happen then it should be done the right way, not necessarily the easy way. The bump in power isnt even worth the upfront cost of the drivetrain alone. Obviously this is a subjective opinion but I think its a strong point.
 

Midlife Crises

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A big question for me would be; Just how much of the original engine did you kill when you lost a cam and head? Is the block still good? If so, a rotating assembly and heads are not brutally expensive. Great time too preparing for that supercharger.
 

DieHarder

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Look at a DOB setup. Various power levels available. Not too difficult if you're mildly mechanically inclined. Possible to save a decent amount of money if you're willing to source ancillary parts yourself vice purchasing an entire kit. Did my conversion over a week and I was slow. Power increase is intoxicating... Highly recommend upgrading your suspension first unless you've already done so.

https://www.departmentofboost.com/
 

eighty6gt

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There's nothing hard about doing a 5.0. I expect a junkyard engine and all of the accoutrement (including the stock exhaust, ) would be much much much much less than building a 4.6

I've built a 4.6 as cheaply as possible. Reused stock pistons, balanced in later 5.0 rods, new rings and bearings, seals, ground exh valves and seats.

Gen 1 5.0 and T56 Magnum XL = welcome to another world. Tune on E85 and delete the rev limiter.
 

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