Engine Swap

Mark Sanchez's '83 Mustang convertible has been around the block and then some. Serving as a test mule for Advanced Engineering West, Sanchez's high-tech Ford engine swap and ECM reprogramming business, the well-worn ride has seen everything from carbureted 5.0L small-blocks to muscular 460 big-blocks. Now in its latest incarnation the engine bay is packed with a Vortech-supercharged 4.6L, DOHC '97 Mustang Cobra engine. At the time the photos were shot, Sanchez was using a production T45 five-speed, but since then he has also test-fitted a stronger T56 six-speed. Yet another alternative is a TKO five-speed, which installs behind a 4.6/5.4L Mod motor using Lakewood scattershield PN15230.

Longtime Ford man Sanchez prefers to use factory or equivalent aftermarket replacement parts where possible. Many of the parts used in this swap are directly out of a late Mustang Cobra, so you can score 'em from the local wrecking yard, your friendly Ford dealer, or even the local auto parts store. If you're going the used-parts route, Sanchez says, "Getting all the pieces together is the most tedious part. The best candidate is a donor car because then you won't miss anything." This includes the engine, trans, front accessories and drives, radiator, wiring harness, computer, hoses, and cables.

Although this swap specifically covers the installation of a Mustang Cobra 4.6 into the '83-'86 Mustang/Capri, much of the information is also applicable to installing these motors, as well as their SOHC brethren, into any '78-'93 Ford Fox-body. Normally for street-driven cars Sanchez prefers to swap in a late SN95 factory K-member from the wrecking yard, but there are aftermarket alternatives available. Sanchez likes the beefy Maximum Motorsports tubular K-member (PN MMKM-2.1); it has more gusseting than some other units out there, making it more suitable for a real-world street-driven car.

Mark Sanchez's '83 Mustang convertible has been home to many engines during its eventful life. The latest is this built '96 Cobra 4.6L, 32-valve V-8, which makes as much as 1,000 hp with the T-Trim Vortech blower. The scoop on the Maier Racing hood is needed to clear the late engine's taller intake; alternatively you can keep the stock hood by adding 31/44-inch spacers between the K-member and subframe. Saleen supplied the spoilers and side-skirts. The '96 Cobra 17x8 wheels are shod with P245/45R17 tires.	Although Fox-body motors can be pulled from the top conventionally, it's easier and quicker to R&R them from the bottom. Remove the trans support bolts and eight K-member mounting bolts, then detach the MacPherson strut, calipers, steering shaft, and hoses. Sanchez can drop one in under half an hour.	The easiest way to drop a 4.6 into a Fox-body is to grab the entire '96-'04 Mustang K-member with mounts and stands. Stock Cobra exhaust manifolds work, but this car uses MAC 1.625-inch primary-tube headers. Designed for the SN95 chassis, they'll fit a Fox-body if the chassis isn't tweaked. Move the trans support back to accommodate the new engine/trans combo.
To install the late K-member in a Fox-body, elongate the member's rear mount holes forward to match the Fox-body holes, shortening the rear of the member as needed. Use Global West's Del-a-lum bushing kit to move the Fox-body's lower control arm rearward by flipping the spacers backward. This re-centers the wheel in the fender.	More power calls for an upgraded suspension, five-lug wheels, and bigger brakes. To maintain correct bumpsteer, Sanchez prefers the '97-'04 Cobra spindle (right) with its inline tie rod end and ball joint seats over the earlier "humped" Cobra spindle (left). It bolts in once the '96-'98 Cobra ball joint is pressed into the Fox control arm.	A '96-'04 Hydraboost hydraulic assist unit with integral master cylinder provides the necessary clearance for wider Modular motors, as well as complementing the upgraded brake system.