The ins and outs of mixing and matching Mustang engines is our focus this month. We're really excited to finally bring you details on one particular powerplant exchange that's perfect for SN-95/New Edge Ponies, which are now getting on in years and can use a bit of life support.
Ricardo Topete of GTR High Performance extracts the harmonic balancer on a 4.6-liter Three
That's right, after covering swaps that have run the gamut from standard to a bit more exotic, we're now bringing you details on Logan Motorsports' Two- to Three-Valve exchange. It's an installation concept that we touched on in our last report on this subject ("Heavy Rotation," June 2006), but until now, have not had a chance to execute. In today's world of spendy Coyote-powered ponies, we believe this swap's relatively low cost—approximately $1,500-$19,000 for the Logan components; quality 2005-2010 engines range anywhere from $600 to $1,500—and the wide availability of suitable 'Stangs make the effort alluring.
Yes, 2011-2013 Mustang GTs are fantastic cars and their Coyote engines' aura radiates over all of the earlier late-models (1979-2010), simply because the bullet can easily be loaded into the engine bay of any one of those earlier platforms. While some enthusiasts see this adaptability as a curse for other engine swaps, Keith Logan and his son, DeWayne, of Logan Motorsports in Sycamore, Illinois (makers of killer sheet metal intake manifolds for Two-, Three-, and Four-Valve modulars), do not. And to support their position, the duo developed a complete system of parts and PCM calibration that makes supplanting the Two-Valve in SN-95 and New Edge Mustangs with a Three-Valve.
The unique concept became a reality in 2006, when a customer brought an ailing 2001 Mustang GT to the Logans. "He wanted something different," Keith explained. "So, DeWayne thought it would be interesting to put a then-current, 4.6-liter Three-Valve engine in the earlier car. We knew it would not be realistic to completely adapt all of the Three-Valve's systems, so we chose to stay with the Two-Valve's engine systems and adapt them to the newer engine."
Javier Rivas owns the 1999 Mustang GT that we’re using for the swap effort. His pony is co
Like Keith, we think this project is perfect for 1996-2004 'Stangs; those with non-Performance Improved 4.6-liter Two-Valve bullets, or PI Ponies with tired powertrains. With that in mind, we're making the swap with Javier Rivas' 1999 Mustang GT. This Pony is deserving of the upgrade, as it is a high-miles mash-up of both SN-95 and New Edge components that could stand such a renovation.
We turned to the crew at GTR High Performance in Rancho Cucamonga, California, for their help with executing the engine transfer. While Ricardo Topete, Eddie Zapata, and Jose Serrano are well versed in engine extracton-and-installation procedures for all years of late-model 'Stangs, the Logan Two- to Three-Valve swap is a new challenge, which the trio was anxious to take on.
Horse Sense: Fox, SN-95, New Edge, or S197. Which Mustang do you think would be the best platform to use for an Ecoboost 3.5-liter engine swap? Weigh in with your thoughts at firstname.lastname@example.org.
Javier Rivas owns the ’99 Mustang GT that we’re using for the swap effort. His pony is com
This is Ford Racing Performance Parts’ ’07 Hot Rod 4.6-liter Three-Valve engine (PN M-6007
One of the cool things about Logan’s conversion kit is that it works with a 4.6-liter Two-
The Logan kit includes a few parts that must be added before a Three-Valve engine is insta
Having the intake off provides access to the factory charge motion runner control plates,
Ricardo removes the timing cover to gain access to the timing gears, which must be removed
Here’s a close look at a 4.6-liter Three-Valve engine’s infamous “three valves.” The SOHC
Eddie Zapata drops the ‘Stang’s five-speed tranny. It would be cool to have a T-56 waiting
With the transmission out and the Two-Valve engine sufficiently stripped down, Eddie pulls
With the transmission out and the Two-Valve engine sufficiently stripped down, Eddie pulls
During disassembly, Javier (who is big on Mustang drag racing and the concept of pounds eq
Logan Motorsports’ all-inclusive Two- to Three-Valve Conversion kit ($1,499) arrives in tw
Exhaust ports on the Three-Valve heads are raised slightly higher than Two-Valve ports. Ma
To help implement using a mechanical throttle body on the transplanted Three-Valve, Logan
Variable Cam Timing must be locked out using these small aluminum blocks developed by Live
Reluctor wheels are attached to both cam gears on the Three-Valve engine. The wheels tell
Setting the timing on 4.6-liter Three-Valve engines (like any modular) is a critical propo
This pulley isn’t necessary with the Two-Valve setup; once the pulley is removed, its stan
The Three-Valve’s belt-drive circuitry requires an idler pulley that sits on the driver si
The Two-Valve oil-filter mount is transferred onto the Three-Valve before it’s installed i
The FRPP engine includes this A/C-delete pulley. Components and accessories such as motor
Parts Relocation Program
Here’s a close look at the throttle body’s cable-operation hardware, new cable, and Logan’
Our project's Three-Valve aluminum block shares the same dimensions and basic layout characteristics as their iron or aluminum Two-Valve counterparts. However, cylinder head and intake manifold differences mandate relocating the throttle cable (a new cable is included) and several important sensors from the Two-Valve setup, as their mounting locations are different on the Three-Valve.
Logan Motorsports supplies three slick aluminum brackets and adapters for mounting the new throttle body and cable. They also provide adapters for the Two-Valve's IAC and fuel-rail sensor, which are repositioned on the new engine. The conversion kit even includes the wiring for extending the TPS to the throttle body, and the fuel-rail sensor, which moves to the passenger side.
Since the Two-Valve processor can’t control the Three-Valve’s CMRC plates (located between
Steeda’s Charge Motion Delete Plates (PN 555-3125/3126) are used in place of those stock b
On the top is the factory drive-by-wire throttle body of any ’05-’10 Three-Valve Mustang G
While the Two-Valve and Logan-provided 57mm throttle bodies share the same TPS, the Three-
The Logan conversion kit includes an aluminum adapter for the stock Two-Valve fuel-pressur
Because of their drive-by-wire throttle body and PCM logic, Three-Valve Mustangs don’t req
On The Dyno
Looking at the graph, it’s quite clear that the superior breathing of the Three-Valve engi
Tuning the transplanted Three-Valve Mustang to run smoothly and perform well in Javier Rivas' 1999 Mustang GT was the last piece of our swap project. Logan Motorsports uses SCT tuning software for its plug-and-play calibrations for this engine exchange, and when creating the tunes, DeWayne Logan's primary area of focus is in the spark tables and calibrating the engine's timing through the limited parameters of the Two-Valve's PCM.
"A significant difference in the two computer systems is the number of spark tables," Keith says. "The Three-Valve engine with VCT has as many as 60 degrees of total timing variation. However, the Two-Valve has no variation or ability to control VCT.
The Two-Valve's PCM does not have knock control like the Three-Valve's does. Without this feature, DeWayne had to spend a lot of time on the dyno (using Logan's '98 development ‘Stang) trying to find optimal timing for stock Three-Valve engines.
"The combination of the CMRC delete plates, our high-flow air intake, a better combustion chamber, and larger intake-valve area with the Three-Valve heads also allowed us to be more aggressive on air and fuel in the tune," Keith says. "DeWayne has spent countless hours with cars on the dyno and the street developing a tune that incorporates driveability and performance."
In our case, the result is a 1999 Mustang GT that makes more than 300 horsepower at the rear wheels and a whopping 346 lb-ft of torque to go with it. That's almost 50 percent more power than the Pony's stock Two-Valve, and according to Javier, the 'Stang now accelerates quicker, the engine is much smoother, and it gets better fuel economy than the Two-Valve.
With the drop in price for low- mileage Three-Valve engines, we think supplanting one in a 1996-2004 Mustang GT is a great cost-friendly alternative to rebuilding or replacing the Two-Valve engine. And, per Javier's feedback, it's a lot of fun to drive, too.
SCT PCM calibrations for Logan’s Two- to Three-Valve conversion kits are developed based o
The cams increase lift from 0.433- to 0.472-inch (intake and exhaust), and stretches durat
Three-Valve engines with modifications such as cams or ported cylinder heads will have a b
Ricardo and Eddie lower the Three-Valve into Javier’s ’99 Mustang GT.
For five-speed 'Stangs, including a new clutch assembly witht he transplanted engine is a
Naturally, more power and torque will come from adding long-tube headers, and these coated
We learned there are a few options when it comes to bolting exhaust on a Three-Valve engin
Logan’s standard cold-air kit is used with the swap. It’s the same set offered with Logan
We’re big fans of using a Mustang’s existing holes to feed tubing and wires and such to va