2011 Mustang GT
With the KOTS, we try to have a variety of power-adder combinations to keep things entertaining for everyone. For this year's KOTS, we didn't have a single-turbo competitor, but while Editor Turner was in a conversation with Hellion Power Systems' John Urist, the Fireball said he would round up one for us. Turns out, John and Blow-By Racing's Chris Jones had already been working on a turbo system for Chris' '11 Mustang GT and it would be ready in time for the competition. In one fell swoop, we had a single-turbo KOTS car.
It wasn't without a lot of work on Chris' part, though. In the days leading up to the competition, he blew a Boss intake to smithereens in spectacular fashion on the dyno. Chris had to install a new intake, and hope that problem wouldn't come back while at KOTS. He also had to retune the combination to try and prevent it from happening in front of a much larger audience. Chris also discovered running a full exhaust on the car had a severe impact on horsepower production. Therefore, the car basically had a straight exhaust, which dumped out in front of the rear axle. That "feature" would have a severe impact on his Ride & Drive score.
Speaking of the Ride & Drive, Chris' GT features fixed doorbars, which made getting in and out a little more difficult when compared to other KOTS cars featuring removable doorbars or no rollcage at all. Once in the car, I was right at home. For a second I thought I was in my '94 Cobra back home since Chris' GT features a tan and black interior. I loved the interior. My Cobra doesn't have SYNC, but Chris' GT does, which is a cool feature to have. The car handled great, even with the Racestar big 'n' littles. It had a reassuring handling presence, but that was not a surprise since the car's suspension is largely stock, void of drag-oriented struts, shocks, and springs.
However, back to the exhaust. In my notes I wrote that the car was loud. If there was any suspension racket, I couldn't hear it because of the exhaust noise. Even at idle the car was waking the neighbors. Chris simply ran out of time to put cut-outs in the exhaust, which would have greatly helped the situation by keeping the car quiet around town, but still allow the car to make power. Chris said there was a huge difference in power with the full exhaust compared to the dumped exhaust on the car for KOTS, and at the last minute, he decided power was more important than a quiet exhaust. I can't really argue with that point.
Another aspect of the last-minute thrash that showed up on the Ride & Drive was a misfire condition when hammering through the gears. This didn't show up when Chris had the car on the dyno back home, but he was able to sort it out before the dyno and drag-race portions of the competition. For the dyno portion, Chris' GT really shined. For the drag race portion, not so much.
For the dyno portion, Chris' GT made 795 the first pull, but he flipped on the nitrous for the second pull, netting a big number even he didn't expect. You couldn't wipe the smile off his face after the car made 952 hp, which was the highest number up to that point, and Chris was one of the last to go on the dyno. I think he was relieved it stayed together and overjoyed at the power it made. You could tell he was a little nervous about getting on the dyno.
That smile was short-lived, however, because later that same day, the driveshaft couldn't handle all the power, which put Chris dead last in the Drag Race category. That also meant Chris' GT was a pusher for the remainder of the weekend...bummer.
|KOTS Score |
|Horsepower:||9 (952 hp)
|Ride & Drive:||7|
|Fit & Finish:||5|
|Drag Race:||2 (13.96 e.t.)|
5.0 Tech Specs
2011 Mustang GT
Engine and Drivetrain
Block Stock Coyote
Cylinder heads Stock, Livernois Motorsports valvesprings
Intake manifold Boss 302 w/L&M 82mm throttle body
Power Adder Hellion Power Systems single turbo kit w/Precision 76mm turbo, 17 pounds of boost, Nitrous Express 125hp nitrous plate system and NX Maximizer 3 progressive nitrous controller
Fuel system Blow-By Racing Jackal system
w/Aeromotive pump, fuel rails, and
regulator; 80-lb/hr injectors
Exhaust Hellion Power Systems, no mufflers
Transmission Factory Getrag MT-82 w/Exedy Twin Disc clutch, Barton shifter, Axle Exchange
aluminum driveshaft, and a Stifflers safety loop
Rearend 8.8-in solid-axle w/Eaton Detroit Truetrac differential, Moser 31-spline axles, and 3.73 gears
Engine management Stock with Blow-By Racing/SCT SF3 tune
Ignition Stock, Brisk spark plugs