Brenspeed Shows How to Coyote Swap a V6 2005 Mustang

Brenspeed Shows How to Coyote Swap a V6 2005 Mustang

Dreaming of laying down a 10-second pass in your Mustang but on a tight budget? Maybe even slamming gears and chirping the tires while you’re at it? We may have found the ultimate blueprint to get you there. Make no mistake about it, this is not an easy task, however, it’s not only possible but it’s happening. Brent over at Brenspeed is taking a 2005 6-cylinder Mustang into the 10’s with their Coyote Swap Mustang project. We’re following along to see just how difficult and how much money it will take to get it done.

We wanted a better understanding of what Brenspeed is planning for this project, so we caught up with Brent for all the dirt. This 2005 Mustang will be Brent’s personal sled for the drag strip. It will be built for the drag strip more than anything else. “I want to be able to run 10’s in the quarter-mile and I want to shift gears. Most projects that we build for the strip are automatic cars, but there’s something special about banging gears down the track,” explained Brent.

The Coyote Swap

The 6-cylinder engine compartment is virtually the same as an 8-cylinder Mustang. The Coyote engine fit with very few modifications.

With a goal of getting this Mustang deep into the 10’s, it’s no surprise that junking the 6-cylinder in favor of a Coyote swap is a big part of the recipe. “Coyote engines are so powerful from the factory that they don’t take a lot of work to get them to run well,” said Brent. “Even though we are swapping the engine, I think it will be less expensive and more reliable to run a Coyote. My goal is to build this Mustang as cheap as possible,” explained Brent. “Of course we will need to buy some performance parts to get the car that fast,  however, my goal is to source many parts from Craigslist or other similar sites to keep the cost down.”

The Coyote swap seems straight forward, but with our experience there are always unforeseen challenges. “Getting the Coyote into the 6-cylinder Mustang engine compartment didn’t take the guys too long,” said Brent. “These engines are designed to fit into Mustangs, however, there are many miscellaneous parts that won’t fit the V8. Also, many parts, like the radiator, will be upgraded.”

Brent’s Coyote engine is a Gen 2 (2017) version with the newer style intake manifold. This may be better for power but causes a slight fitment issue. A set of BMR adjustable mounts allowed the engine to sit down a 1/4-inch. A 2011-2014 Coyote engine would probably fit perfectly. Exhaust manifolds are always a tight fit, however, 2011-2014 manifolds slip right in and offer excellent flow.

The Slushbox

Image of a factory coyote MT-82 transmission

The Factory MT-82 transmission is not considered a great drag strip transmission. However, this trans fit the budget and hopefully works well.

Running a stick shift on the strip has its own challenges that don’t necessarily equate to faster times. Of course the fun factor is off the charts, but keeping a transmission from grenading can be tricky. “We are starting with a factory transmission that isn’t considered to be the best option for racing,” said Brent. “With that said, I think we can make it work for a while and possibly upgrade later on.” We know Brent will have no problem pushing his Mustang, so we will all get to see just how well the factory MT-82 transmission holds up. The factory 6-cylinder transmission uses a different cross-member than the V8. Fortunately factory V8 MT-82 cross-members bolt right on. As for a clutch, Brent chose to upgrade to a McLeod dual disc. These clutches are great for handling a lot of power due to their increased friction area. Just how well they work for quick shifting at high RPM will be seen at the track.

As with any car the drivetrain is matched to the powerplant. In a 6 cylinder Mustang the weak link is the rearend. Brent chose to replace the rearend with an 8.8-inch axle out of a V8 Mustang, but upgraded with Strange components to ensure the rearend was bulletproof.

Since the transmission and rearend were basically factory components Brent was able to run a factory driveshaft. “We used a factory 2011 – 2014 aluminum driveshaft,” explained Brent. “The factory shaft is the correct length and bolts directly to the MT-82 trans as well as the 8.8 rearend.” This is certainly a great way to keep the costs down while still adding major upgrades.

Engine Management

image of mustang interior

Brenspeed chose to keep the interior factory. Fortunately the engine management system doesn’t require any dashboard modifications.

As with any engine swap, engine management must be considered.  A Ford Performance Control Pack is Brent’s preferred choice. “Ford Racing Control Packs are a great solution for this type of build,” explained Brent. “Each wire is labelled making the installation clear and simple.” These Control Packs work in most Coyote swap applications, even in older vehicles. The only potential issue is they require a fuel system with a return line.

The Blueprint is in the Videos

image of blue mustang with drag racing tires and wheels

Here is Brent’s 6-cylinder Coyote swap Mustang ready for the track. Check out Brenspeed’s YouTube page for more details on the engine swap.

As we watched the videos we noticed that Brent adds a lot of information for the DIY racer. Of course Brenspeed can do all of this work for you, and for such a big project that’s a great solution. They also give you the option to source the parts and let them do the work. It’s entirely up to you. Most importantly, whether doing it yourself or not, you know what you’ll end up with.

On Brenspeed’s YouTube page there are a number of videos that go into detail regarding the parts they use. Also, Brent has detailed notes on the costs for everything. This is the blueprint for getting your 6-cylinder Mustang into the 10’s. For example, the fuel system is another necessary component to the Coyote swap. Brenspeed reached into their catalogue for a Fore dual fuel pump setup to convert to a return-style system that will provide 55 psi of pressure to the stock rails.

Also, take a look at their latest couple of videos. They do a couple dyno pulls and made over 400-rwhp with no drama, revving only to 6,800 rpm, before swapping on a Steeda anti-roll bar. Brent later put their Coyote swap project back on the dyno and raised the rev limiter.

As often happens with project cars, things didn’t quite go as they hoped when they took the Mustang to Florida for its maiden voyage down the quarter. But they learned a valuable lesson. Will Brenspeed go 10’s in this budget S197 Coyote swap?

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