Horse Sense: Though the 5R55 tranny and converter are stock, the flexplate is an SFI-approved PRW billet replacement, and the driveshaft is a one-piece aluminum unit from Dynotech.
A while back we showed you Livernois Motorsports' first S197 test mule (Ebony Overkill, Nov. '06, p. 40), an understated, spoiler-less black coupe packing a built short-block and ProCharger F-1C centrifugal. We now present their latest S197, an understated, spoiler-less white coupe packing a built short-block and Whipple screw blower.
Other than the generous wheel/tire combo and the wicked-dark limo tint all around, the onl
Truth be told, Livernois' head honcho Dan Millen would likely have chosen black for this one too, as he seems to have a thing for ebony street vehicles, but he eventually succumbed to the logic that we magazine types would probably rather not feature two cars from the same shop that looked practically identical.
Shameless self-promotion aside, the gang from Dearborn Heights didn't build it just so we'd feature it. Nope, they had a plan: "Our goal with this car," Livernois' marketing dude Rick LeBlanc says, "was to run 10-second e.t.'s on 20-inch tires with the stock automatic transmission and converter, stock camshafts, and with pump gas." We might as well tell you right up front that those goals were achieved, a feat that, among other things, says a lot about the strength and efficiency of Ford's 5R55 automatic. We've also noticed that Rick has sort of taken quiet possession of this thing and drives it as often as Michigan weather permits, so it's hardly a show/dyno queen. Indeed, Rick has been driving the coupe and testing its potency progress literally from day one, when he picked up the '07 GT from the dealership and drove it straight back to the Livernois shop Dynojet. It spun up 256 rwhp and 283 rwtq in brand-new form.
Now displacing 298 cubes, the 520-rwhp Three-Valve is topped by a sneakily quiet Whipple H
From the dyno, Rick tells us he headed directly to Milan Dragway and ran 14.19 at 98.01 mph dead stock. He then immediately flashed the GT with a Livernois premium-fuel calibration to take advantage of the 93-octane in the tank, and went 13.95 at 100.68. Risking life, limb, and burned pinkies, he promptly bolted on a C&L cold-air kit that he had in the trunk, and headed back down the strip to a best of 13.65 at 102.27 mph. All this with less than 90 miles on the odometer and on a 92-degree day.
With stock and bolt-on baselines established, it was time for the Whipple H.O. intercooled, twin-screw blower kit, along with a Corsa axle-back exhaust. While the wrenches were still smokin', they gave the coupe proper attitude and altitude with FRPP's Handling Pack (dampers, springs, bars, and strut-tower brace.) On the dyno, the power upgrades produced 428 hp and 385 lb-ft of torque at the rear wheels, but the real test came back at Milan Dragway, where Rick's timeslip now read 11.92 seconds at 113 mph-well on the way to achieving their goals and with less than 150 miles on the odometer (this was still on stock rims).
The long Michigan winter allowed time to pull the engine, which was upgraded with Livernois' 298ci stroker short-block, detailed in a previous issue ("Supersize It," April '08, p. 62), CNC Stage 3 cylinder heads, and a set of custom Kooks 13/4-inch primary, long-tube headers feeding an off-road x-shaped crossover and MagnaFlow exhaust, all 3 inches in diameter. An Alky Control progressive methanol-injection kit was also added to protect against detonation at high boost levels on pump gas. The result was 520 hp and 480 lb-ft at the wheels with 17 psi of boost.
Brakes and rolling stock also received upgrades over the winter, with Baer Extreme-Plus 14-inch-rotor/six-piston brakes now tucked behind gorgeous (and pricey) three-piece HRE C21 rims, measuring 20x9.5 in front and 10.5-inch-wide out back. In a search for traction, Nitto's new 305/35R20 drag radials were mounted, and when the weather permitted, Rick once again made the trek to Milan. To his pleasant surprise, the 20-inch Nitto's hooked so well that the car bogged on launch and produced 1.69-second 60-foot times. The first few passes were all low 11s at 124-125 mph, then Rick let the GT cool briefly before ripping off a 10.82-second blast at 126 mph-thereby meeting the goals for the project.
We'll let Rick summarize: "I drive the car quite often through the week, and race or show it on weekends. [These times are] not bad for a car that you can drive to or from the track, or on a long trip with the windows up and the air on. We plan to see what else we can get out of it. The next modification will be a smaller pulley, then who knows..."
The cloth interior is pretty much stock, save for a Pioneer AVIC-Z2 combined GPS and head unit, backed up by Kenwood Excelon speakers. The control unit for an Alky Control progressive methanol injection system is tucked in the glove box. Beneath that ungainly factory shifter is an utterly stock (save for programming) 5R55 automatic transmission and torque converter happily running 10-second quarter-mile times and serving seamless street duty.
|5.0 Tech Specs|
|ENGINE AND DRIVETRAIN||Converter|
|Bore||3.73:1 gearset; stock axles and|
|298ci||Stock, with Dan Millen tune|
|Livernois forged-steel stroker||Stock|
|Livernois/Mahle||SUSPENSION AND CHASSIS|
|Compression Ratio||Front Suspension|
|Livernois Stage 3 ported||Struts|
|Intake||FRPP Handling Pack|
|Power Adder||FRPP Handling Pack|
|Whipple H.O. twin-screw||Caster/Camber|
|Whipple 1750-cfm billet||Baer Extreme-Plus with six-piston|
|Mass Air||monoblock calipers|
|Injectors||HRE C21 Competition, 20x9.5|
|Fuel Pump||Pirelli P-Zero, 275/35R20|
|Livernois custom dual-pump||Rear Suspension|
|Kooks long-tube, 1 3/4-inch||FRPP Handling Pack|
|primaries, 3-inch collectors||Shocks|
|Exhaust||FRPP Handling Pack|
|Kooks off-road crossover;||Control Arms|
|MagnaFlow 3-inch exhaust||Stock|
|Stock 5R55|| |