Transforming this slow 4.6 into a screaming coyote killer

Back in 2004 at the North American International Auto Show in Detroit, Michigan, Ford revealed its retro-inspired fifth-generation Mustang, codenamed s197, with its large circular headlights, five-spoke wheels, and classic metal lines. muscle cars,

this

mustang paid serious homage to the iconic Mustangs of recent times. In the 1960s, the GT version came with a 4.6-liter V8 that produced 300 horsepower, which helped make it the fastest new car you could buy for less than thirty thousand dollars in 2005. But What really makes

this

car special is that it set the trend for the next generation of muscle cars like Dodge and Chevy followed suit by reintroducing the Challenger in 2008 and the Camaro in 2010.

Both unmistakably inspired by the vehicular nostalgia of yesteryear. from the United States. I first saw this mustang in 2004 in Car and Driver magazine and instantly fell in love. I love it. I was only making about eight dollars an hour at the time, so I could only afford this car on Forza, where I spent hundreds of hours modifying and racing this car online many years later, when I finally paid off all my student loans and was. able to afford one of these four, Dodge and Chevy were now building cars that made over 400 horsepower, essentially making the 463-valve Mustang obsolete and often a point of ridicule, but in May 2017 I bought one anyway with the goal of making it cool.

Again and I just recently completed stage 3 which includes some major upgrades like high lift forged internal cams, a magnum t-56 transmission and some really proper tune ups so in this video I'm going to break down everything that's been asked of you. has made this Underdog so far. reveal how much power it makes with its current setup, race it against a variety of muscle cars including a Dodge Viper, a Camaro SS, and a 2021 Mustang GT with a 10-speed automatic transmission, and finally, I'll talk about the big plans for it. In stage four, the first upgrades this Mustang received were a cold air intake, a tube pump rear axle, and a Bama tune.

These base Pro modifications allow the Mustang to make 292 wheel horsepower and 307 pound-feet of torque, which was a pretty respectable increase. increase over stock in Stage 2, the Mustang got a full exhaust system from Cooks that included long tube headers, high flow cats, and an X-pipe. I also installed a new intake manifold with shorter runners from Ford , a larger throttle body and upgraded coilovers under the drive pulley. and a lighter one-piece aluminum driveshaft, these modifications combined with a Dyno tune allowed the Mustang to generate 327 wheel horsepower and 339 pound-feet of torque or approximately a 12 percent increase over to stage one.

Stage 3 started with some cosmetic upgrades including a California Special Bumper along with a modified GT500 front splitter and some matching side splitters. I also customized some aftermarket headlights, installed the ducktail spoiler, and shaved the trunk lid for a super clean look. I think these visual modifications turned out pretty well. Things got more serious when I installed a set of Detroit swing camshafts, these gave the car a pretty good Lope and after another Dyno tune upped the power to 363 horsepower at the wheels which was about 100 more horsepower than stock and on par with its 5.0 successor. Now this is where it should have closed.

The chapter on stage 3 and I just made this video but instead I took the silly goal of trying to squeeze 400 horsepower out of the Mustang's wheels before pushing it and this is where things started to get a little Crazy, so I knew the engine was eventually going to have to rebuild it with stronger parts, since these old three-valve engines can't handle much more than 500 horsepower, so, in preparation for my turbo kit, I did everything possible and ordered a forged racing kit from MMR that included a 3.8-inch racing crankshaft. manly H-beams and cupped aluminum pistons, these internals can handle over a thousand horsepower and would increase the Mustang's displacement to 4.9 liters.

I also purchased this stunning pair of Livernois ported heads that flow about 25 percent better than the stock heads and come with stainless steel valves and stiffer springs good for 7800 RPM. I also purchased a pair of the most aggressive cams available on the market for three-valve 127 600 Comp Cams Mustangs and finally ordered a full return style fuel system from on3 performance and The 1000cc Injectors from Dietworks Street To Sand in Reno Nevada did the rebuild for me and after seven weeks and nine thousand dollars I got my car back a few hundred miles after the rebuild, the Mustang was able to make 387 wheel horsepower and 353 lbs. torque I was expecting the Mustang to go above the 400 mark, but I've read that sometimes newly built engines take a while to reach their potential.

I thought it was time to put the Mustang through its paces, so I set up a friendly meeting. I was racing a fully bolted LSD Camaro that was making almost 450 wheel horsepower at the time, so while it wasn't exactly a fair fight, I was curious to see what the Mustang could do overseas while the Mustang held up well in first and second gear once. Shift to third. I didn't have any chance. Not only was my Mustang's gear too long, but I was also having a hard time getting the five-speed manual transmission into second gear. I knew my transmission was on. its departure, so I ordered the ultimate six-speed manual transmission to replace it, a Tremec t-56 Magnum XL.

These transmissions can handle over a thousand horsepower and 700 pound-feet of torque and were used in high-powered muscle cars like the Shelby GT500 and the fifth-generation Dodge Viper. I paired the Magnum with a single-cloud dual-disc clutch and shorter 410 shaft gears to improve acceleration. I installed all the parts myself to save money and made a fairly detailed video on the conversion process for other Mustang owners who were considering swapping in. The new transmission resulted in crisp, predictable shifts and made the gears hit at 7000 RPM, It's no big deal, you know. I returned to Street To Sand to recalibrate the Mustang's tune for the new transmission and to find out if the new lighter flywheel and clutch assembly freed up.

To increase any horsepower, I asked Dustin to push the Mustang to its limit by aiming for a 12.8 air-fuel ratio and keep adding timing until it stopped making power. After Dustin worked his magic on it, the Mustang made an impressive 408 wheel horsepower and 363 lbs. There are very few naturally aspirated three-valves in the world that make more than 400 wheel horsepower on 91 octane, so the big powder props on your Street serve to squeeze this kind of power out of a low compression A3 valve and now we are going to race some muscle cars that would normally leave my Mustang in the dust to see if I have in fact made this mustang great again.

Each race will feature a car that is more powerful and faster than the last and yes, while my Mustang is modified. All the cars that will compete still have higher compression and displacement. Our first race is against a lightly mounted 2001 Chevy Corvette with a 6-speed manual transmission. These fifth-generation Corvettes are powered by a 5.7-liter LS1 V8 that generates 350 horsepower and 375 pounds. -Crank torque, this particular C5 has a cold air intake and exhaust, so it's probably making a little more than that. This is also the lightest car we'll be racing today, and according to Car and Driver, it's more than capable of hitting a low 13. second quarter mile, next up is the successor to my Mustang, a 2014 Mustang GT with the first-generation Coyote engine, this 5-liter dual overhead cam V8 produces 420 horsepower and 390 pound-feet of torque on the crankshaft.

It is equipped with a six-speed manual transmission. and it's good for a 13.1-second quarter mile. Our next race is against my best friend's 2015 Camaro ss1le. It is powered by an LS3 which is a 6.2-liter pushrod V8 that produces 426 horsepower and 420 pound-feet of torque at the crankshaft. These fifth generation 1les. They were only available with a manual transmission and this is the only car we'll be racing today with gears shorter than my foreign Mustang. Next up is a 2019 Mustang Bullet, which is a special Mustang that pays homage to Steve McQueen's classic Mustang GT Fastback. Driven in the 1968 film Bullet.

It is powered by a third-generation Coyote engine that gets the upgraded intake manifold throttle body and airbox from the Shelby GT350, allowing the Bullet to make an impressive 480 horsepower. of force and a torque of 420 foot-pounds at the crank. It's only available with a 6-speed manual transmission, and according to Car and Driver, the Bullet can cover the quarter mile in 12.6 seconds. The most powerful car we will compete with today is also the oldest. This is my 2000 Dodge Viper GTS and it is powered by a tuned 8-liter V10 that makes around 500 horsepower and over 500 pound-feet of torque at the crank.

I don't know what it does in the room, but I wouldn't be surprised if it did it in under 12 seconds overseas. The Mustang puts up a pretty decent fight, but with the refrigerator-sized aerodynamics and Big Boy torque of the Viper, it never really stood a chance. Now all the cars we've raced so far have been manual, meaning each car's performance has been quite dependent on when. and how quickly the driver changed gears, so I know we need one more car to compete with a sixth-generation Mustang GT with a 10-speed automatic transmission. This is the fastest new Mustang you can buy today outside of the GT500 and the one that will soon follow. s650 for sale, but first I went back to Street To Sand for a quick check just to make sure everything was okay only to find out it wasn't, the Mustang was down about 60 wheel horsepower from its peak and the frame of dynamometer had this unusual ripple. and strangely, most of the diagnostic data looked fine, even the compression test results look fine, with no obvious clues from the data logs and lack of engine codes.

I did a basic tune up consisting of new spark plugs and coil packs, an air filter and an oil change when I returned to the dyno the Mustang had a little more power but was still about 10 percent down from its beak, so I opened the old oil filter to look for engine damage and found some pieces of metal. I wasn't sure if this was enough to be a concern, but after Googling I started to panic a little. I hope I raised the engine a few inches so I could drop the oil pan and check the rod bearings, and although they had more wear than I expected, it wasn't anything catastrophic.

I went ahead and replaced the crank bearings, then removed the front cover so I could inspect the timing components and that's where I found something interesting: the chain tensioner should be easily compressible like the one you look here, but the hand tensioner Right was completely stuck, even with all my strength, I could barely compress it. I thought maybe this failed tensioner was unbalancing the timing on the right bank enough to lose power, but not enough to throw any codes, so I replaced all the timing chain components along with new VCT solenoids, sensors of camshaft and crankshaft position and O2 sensors and since I had to remove the transmission to lower the oil pan, I also installed the new Center Force clutch with a single organic disc that is good for almost With a torque of 700 pounds, this clutch uses a centrifugal weight on the pressure plate to apply additional clamping force at high RPM, but otherwise provides the smooth engagement of a stock clutch in normal driving and, while the rxt dual disc I had before was excellent for lightning speeds.

The power shifts are not ideal for daily driving as you have to rev the engine and carefully modulate the clutch pedal every time you release the Stop and finally I also upgraded the fuel pumps because on long trips I noticed my pressure fuel went down. I started crashing after triple checking that I installed the sync components correctly. I got to work reinstalling the front cover and all its pulleys, the valve covers,the intake manifold, fuel rails, throttle body and intake, then it was finally time to fire up the Mustang and take it. I used it for a test drive, but unfortunately I could tell from the sound of the exhaust that something was still wrong.

I took the car back to Street to stop anyway hoping it was just an adjustment issue and of course it wasn't that the engine was running. Lean Dustin wasn't even comfortable doing a Dyno pull, but at least there was one clear problem this time: the Mustang's computer was trying to add significantly more fuel to the left bank of the engine and since he had just replaced the spark plugs and coils, I had a strong honcho for an injector so I took my injectors to a shop called Blazing Wrenches in Sparks Nevada to have them tested and cleaned.

They provided me with a before and after report that clearly showed I had a clogged injector. I reinstalled the freshly cleaned injectors and was able to immediately. I noticed the car was running much better before returning to Street To Sand for the 17th time. I topped off The Stang with some O'Toole's Premium Racing Oil to better protect the bearings and valve train in the future. This oil is specifically designed to provide extra. Protection in heavy driving conditions, considering how I ride, most of the time tough manufacturers like Roof and Gunther Works exclusively use mototool to protect their high revving engines, so I think it's good enough for my three valves. 7000 RPM that I spent half a day driving. monitoring the Mustang's diagnostics and performance in real-world conditions, then Dustin dialed in the tune on the dyno and after a ton of testing, the Mustang was finally able to make 410 horsepower at the wheels and 364 pound-feet of torque. torque, the most ever made.

With the Mustang finally running great again, it's time for it to face its final challenge. Yes, this 2021 Mustang GT is powered by a third-generation Coyote engine rated at 460 horsepower and 420 pound-feet of torque at the crankshaft, but what really makes this car. What's special is that it has a 10-speed automatic transmission that allows it to cover the quarter mile in just 12.1 seconds, half a second faster than its manual counterpart and a tenth faster than the Shelby GT350, making it the second fastest Mustang on the market. late 2022 on a Dyno these MustangsTypically puts out around 415 horsepower at the wheels, which means even with all the modifications my Mustang 4 6 has a stock 3rd gen

coyote

still puts a little more of power on the ground, and the truth is, after making this board, I was so worried about losing that the Night Before the Race I crudely built this Ram Air headlight from plumbing supplies I found at Home Depot.

I had learned from all those tuning sessions that my Mustang was super sensitive to intake air temperatures, so keeping it low could make the difference in this race. We'll start the first run at 25 miles per hour and get to about 130. This will take my Mustang from the middle of first gear to the top four. Initially, my Mustang Rockets tackle a few car lengths and are able to maintain that gap. For the length of the race, this result certainly surprised me, so for the second race we are going to increase our starting speed to 50 miles per hour, which will allow me to start in second gear instead of first.

This race was much closer and although I'm doing my best to shift as quickly as possible, the 10-speed Mustang is capable of putting me about the length of the Half Car around 130 miles per hour, so what's in the menu in stage four is to first remove the brakes and suspension from my Mustangs are terrible so I will upgrade to this great set of coil-over shocks from Silvers and install a great brake kit from Brembo that includes 15 inch rotors and a mass of six-piston calipers, then this 77-millimeter Billet turbo, the PS Del resistance of this entire project will finally be installed, you can expect full installation videos along with races against significantly faster cars like a supercharged Corvette, a Shelby GT500, definitely a Tesla.