Mustang 4.6L Three-Valve Dyno Runs

Home | Intake | UDP | CMDP | Exhaust | Suspension | Interior | Aerodynamics | Parts | Dyno | Bolt Ons | Coyote Swap



Stock 2005 Mustang GT

263.98rwhp 284.87rwtq or 300hp 320lbft (crank)

Factory ratings 300hp @ 5750rpm & 320lbft @ 4500rpm.













Stock 2006-2009 Mustang GT

270.75rwhp 288.99rwtq or 308hp 325lbft (crank)

Factory ratings 300hp @ 5750rpm & 320lbft @ 4500rpm.













Stock 2008 Mustang Bullitt

278.41rwhp 292.84rwtq or 316hp 329lbft (crank)

Factory ratings 315hp @ 6000rpm & 325lbft @ 4250rpm.
















Stock 2010 Mustang GT

278.94rwhp 295.64rwtq or 317hp 332lbft (crank)

Factory ratings 315hp @ 6000rpm & 325lbft @ 4250rpm.













Stock 2007 Shelby GT

279.71rwhp 299.21rwtq or 318hp 336lbft (crank)

Factory ratings 319hp @ 5750rpm & 330lbft @ 4500rpm.








Dyno 1: JLT 3 Series Cold Air Intake

JLT 3 series cold air intake with a custom 91 octane tune.

289.09rwhp 303.24rwtq or 329hp 341lbft (crank)

The result is a gain of ~25rwhp & ~18rwtq on a stock 2005 GT, and a ~18rwhp & ~14rwtq gain on a stock 2006-2009 GT with torque gains across the whole rpm range.
A great entry-level performance upgrade.














Dyno 2: Steeda Underdrive Pulleys

CAI, UDPs, and custom 91 octane tune similar to the 330hp & 345lbft rated Saleen S281 3V Mustang.

298.51rwhp 311.36rwtq or 339hp 350lbft (crank)









Dyno 3: Charge Motion Delete Plates

CAI, UDPs, CMDPs, and custom 91 octane tune similar to the 350hp & 365lbft rated Steeda Q335 & Q350 3V Mustangs. Parts cost ~$1100.

304.40rwhp 320.10rwtq or 346hp 360lbft (crank)













Dyno 4: Ford Performance X-pipe (350hp Package)

Same as dyno 3 but with Ford Performance cut/clamp X-pipe as featured in the Episode 1 Brenspeed High Mile Mustang Shelby GT

305.87rwhp 324.16rwtq or 348hp 364lbft (crank)

Excellent numbers for a stock Modular 4.6L 3V long block engine with a near stock exhaust system. A stock 2004 Corvette 5.7L LS1 engine needs a 23% bigger displacement to produce similar outputs! Parts cost ~$1250.










Dyno 5: Off-road X-pipe

Same as dyno 4 but with the stock cats deleted.

312.48rwhp 326.69rwtq or 355hp 367lbft (crank)

The result is an ~8rwhp ~6.5rwtq gain over a stock midpipe with ~6.5rwhp ~2.5rwtq gained from deleting the stock cats, but torque gains only appear above 3500rpm with virtually no change at lower rpm. It's also illegal in many states and is thus designated for "offroad use only". This represents the best bang-per-buck bolt-on performance combination in terms of parts cost (~$1400) and ease of installation.










Dyno 6: 3/4 Length LT Headers & Off-road X-pipe

Same as dyno 5 but with 3/4 length 1-5/8" headers instead of the stock exhaust manifolds as featured in the Episode 2 Brenspeed High Mile Mustang Shelby GT.

320.49rwhp 333.03rwtq or 364hp 374lbft (crank)

The result is a ~16rwhp ~13rwtq gain over a stock exhaust system (dyno 3), and a ~8rwhp ~6.5rwtq gain over the stock exhaust manifolds with off-road X-pipe (dyno 5).




Dyno 7: Full Length LT Headers & Off-road X-pipe

Same as dyno 5 but with full length 1-5/8" headers instead of the stock exhaust manifolds.

321.27rwhp 337.78rwtq or 365hp 380lbft (crank)

The result is a ~17rwhp ~18rwtq gain over dyno 3 with the stock exhaust system , and a ~9rwhp ~11rwtq gain over the stock exhaust manifolds with off-road X-pipe (dyno 5). Full length 1-5/8" headers produce the biggest torque gains from 2600-5300rpm. Impressively, HP/TQ outputs are higher than what a stock Chevy 6.0L LQ9 engine produces from a 30% bigger displacement. Parts cost ~$1900.













Dyno 8: Best Low RPM Torque Combination

Same as dyno 7 but with the addition of stage 1 CNC ported heads, a dual 62mm throttle body, and a 3.5" aluminum driveshaft.

338.80rwhp 346.20rwtq or 381hp 385lbft (crank)

This combination produces stump-pulling low rpm torque for the best possible highway fuel economy on stock axle gearing, while the ported heads improve higher rpm breathing. The result is a broad torque curve with 300+rwtq available from 2700-5900rpm for excellent street performance, but the HP gain from the ported heads is too small for the cost unless you're a wizard at porting them yourself, and the 62mm throttle body also yields too little bang for the buck. Parts cost ~$3900.

Adding a Meziere electric water pump and a 12lb aluminum flywheel would raise outputs to 347rwhp & 353rwtq or 384hp & 388lbft at the crank, maximizing performance from the stock camshaft/intake manifold combination while minimizing drivetrain losses.

Dyno 9: NSR Camshafts (400hp Package)

Same as dyno 7 but with CompCams Mutha Thumpr NSR camshafts.

351.55rwhp 333.89rwtq or 399hp 375lbft (crank)

That's a peak ~30rwhp gain and ~4rwhp loss over the stock camshafts, with torque gains only from 5000+rpm. Below 5000rpm, torque output is reduced with a ~15-20rwtq loss between 2000-3000rpm. The power band is shifted higher up the rpm scale with 300+rwtq available from 3400-6100rpm. Parts cost ~$3400.










Dyno 10: Stage 1 Ported Heads & Cams

Same as dyno 9 but with stage 1 CNC ported heads.

365.94rwhp 344.76rwtq or 416hp 387lbft (crank)

That's a peak gain of 14rwhp and 11rwtq compared to the dyno run with the stock heads. Torque output is increased from 3200rpm upwards with no loss of torque at lower rpm. At least 300rwtq is available from 3400-6400rpm, and maximum HP/TQ outputs match those of a stock '11-'14 Mustang 5.0L Coyote engine. Parts cost ~$5200.
















Dyno 11: Stage 3 Ported Heads & Cams

Same as dyno 9 but with stage 3 CNC ported heads, a dual 62mm throttle body, and 39lb/hr injectors.

380.85rwhp 348.39rwtq or 433hp 391lbft (crank)
(SAE corrected)

That's a peak gain of 29rwhp and 15rwtq compared to the dyno run with the stock heads and throttle body. However, the torque output is only increased from 4800rpm upwards and there's a slight torque loss below 4700rpm. The power band is shifted higher up the rpm scale with 300+rwtq (SAE) available from 3900-6500rpm. Parts cost ~$7200.

Dyno 12: Maximum Torque Combination

Same as dyno 11 but with XFI 127400 SPR camshafts instead of the Mutha Thumpr NSR.

384.26rwhp 359.15rwtq or 437hp 404lbft (crank)

The higher valve lift of these camshafts takes full advantage of the increased airflow of the stage 3 ported heads, permitting increased cylinder filling and torque production even at lower rpm. The result is a fatter torque curve with 300+rwtq available from 3200-6600rpm, and an outstanding 350+rwtq (1.25rwtq/ci) available from 4200-5400rpm. Maximum HP/TQ outputs match those of a stock '15-'17 Mustang 5.0L Coyote engine. Parts cost ~$7400.
















Dyno 13: Maximum HP Combination (HCI)

Same as dyno 12 but with XFI 127500 SPR camshafts and a JPC intake manifold.

393.60rwhp 348.00rwtq or 447hp 391lbft (crank)

The JPC manifold only produces more HP & torque than the stock manifold with CMDPs from 5600rpm upwards but where HP production with the stock manifold begins to tail off at 6200rpm, the JPC manifold continues making HP all the way to 7000rpm and beyond. Although the peak-to-peak HP gain is a modest 10rwhp, the margin increases to over 30rwhp by 7000rpm.
Below 5600rpm the torque output is reduced by up to 17rwtq as the characteristic 4300rpm torque peak of the stock intake manifold is flattened. At least 300rwtq is available from 3500-6900rpm. Parts cost ~$8000.
















Dyno 14: 302ci Stroker & HCI

Combining a 3.800" stroker crankshaft with the 3.554" cylinder bore of an honed 3V block increases displacement from the stock 281ci (4601cc) to 302ci (4942cc). The compression ratio is also increased from 9.8:1 to 10.5:1 when using flat top pistons with 6.25cc valve reliefs. This stroker combination was dressed with Livernois stage 3 ported heads, XFI 127600 SPR camshafts, Livernois cam phaser limiters, FRPP intake manifold, FRPP dual 62mm throttle body, FRPP 39lb injectors, SPEC 12lb aluminum flywheel, and a Shaftmaster aluminum driveshaft. Parts cost ~$11100.

413.32rwhp 359.49rwtq or 459hp 395lbft (crank)
(SAE corrected)

This represents the pinnacle of N/A performance from a production 4.6L 3V aluminum engine block.





Dyno 15: 323ci Big Bore Stroker & HCI

Combining a 3.750" stroker crankshaft with the 3.700" cylinder bore of the FRPP Boss Modular 5.0L cast iron block increases displacement to 323ci (5286cc). This stroker combination is similar to the previous 302ci stroker combination apart from the bigger displacement and higher compression ratio. Parts cost ~$13000.

426.09rwhp 386.90rwtq or 473hp 426lbft (crank)

The Boss 5.0L block was conceived to handle 1000+HP, and a 323ci N/A stroker build making less than half of that really doesn't do it justice despite matching the awesome '18-'20 Mustang 5.0L Coyote engine for power. Consequently this block is far more popular in high HP forced induction applications such as this 875rwhp 800rwtq 18psi twin turbo set up where its potential can be fully exploited.