On The Dyno
We don't see as many centrifugal blowers on Mustangs as we did in the Fox days, but with numbers like these, it's a surprise. Rick tuned each combo for maximum performance on 93-octane pump gas, and to show he was really trying, he ran them all past the recommended supercharger redline. Rick isn't scared.inline_mediumwraptextrightWe've covered the Vortech S197 installation in the past, and it's pretty straightforward, BUT time consuming. The big V provides detailed instructions, and if you aren't comfortable doing the work yourself, you can always turn to a trained professional. Once the kit is in place, it is quite easy to change out blower head units, as the Vortech design and mounting plate works across the entire line. All Rick had to do is loosen the belt, disconnect the oil feed and drain lines, and swap out the blowers on the mounting plate.30729165/techarticles/m5lp_0912_centrifugal_s197_blower_testm5lp_0912_07_+intercooled_centrifugal_blower_test+vortech_s197_blower.jpgTrue

Despite our current race-car project (Boss 340) and our never-ending interest in late-model Mustangs that are used for drag racing, autocross/road racing, drifting, or whatever form of closed-course automotive competition, it's street performance that will always be at the top of our list of primary interests when it comes to modified Ponies.inline_mediumwraptextrightWhy would the owner of this bone-stock '04 Mach 1 that already gets great fuel mileage offer his pristine ride for our unique fuel test? As the assistant director of legislation for the Illinois Farm Bureau, Paul Cope has a vested interest in discovering and communicating the benefits of using E85 as a substitute for gasoline. Paul's Mach 1's Four-Valve engine left Ford's Romeo plant with 10.25-to-1 compression and has zero mods, making it a perfect subject for our evaluation.30724755/techarticles/m5lp_0912_2004_mustang_mach_1_e85_mileage_testm5lp_0912_01_+04_mach_1_mileage_test+2004_mustang_mach_1.jpgTrue

While our normal practice here in Tech Inspection is to focus on products that are primarily geared toward street-driven Mustangs, this month's main attraction-UPR Products' rearend locator (known by racers as a "wishbone") for '79-'04 Mustangs-is a bit more track-specific than our usual subject matter, but we're making light of it here nonetheless, because for many of us the quarter-mile is like a second home for our Ponies.inline_mediumwraptextrightCrazy Don Helsel makes an adjustment on the UPR Products '79-'04 Mustang rearend locator (PN 2013; $299.99) he's installing on Rich Bach's Drag Radial Mustang. The 4130 chrome-moly, CNC-machined wishbone is being installed in Rich's Pony in an effort to maintain the rearend's positioning under the force that the 'Stang's nitrous-snorting 427 Windsor throws on 275/60-15 drag radials.26825812/techarticles/m5lp_1001_installing_a_rearend_centering_wishbone_locatorm5lp_1001_02_+rearend_centering_wishbone+mustang_rearend_locator.jpgTrue

When Ford debuted the modular engine family in the early '90s, the overhead cam V-8 was quite a technological advancement compared to the cam-in-block small-block that had been around for decades. But, the Two-Valve layout doesn't work as well with the engine's smaller 100mm bore spacing. The cylinder heads just couldn't pull in enough air for high-performance applications.inline_mediumwraptextrightNo matter if you are talking about the 4.6- or the 5.4-liter versions, Ford's Four-Valve modular engines are technological beasts capable of making big power. Degreeing in the camshafts, however, can leave you scratching your head if you don't know the tricks.26536852/techarticles/m5lp_0912_degreeing_our_four_valve_modular_motor_camshaftsm5lp_0912_01_+degree_four_valve_motor_cams+four_valve_modular_motor.jpgTrue

Up front, and before we go deeper into this update on Project Boss 340, we'd like you to take a second and think back to our last report on the project ride-the story that details fitment of our 'Stang's front fascia and hood.inline_mediumwraptextright25664336/techarticles/m5lp_1001_project_boss_340_paint_and_graphics_packagem5lp_1001_01_+project_boss_340_graphics+tirrell_lazada_smith.jpgTrue

Welcome to the second installment in our series on small-block Ford cylinder heads; a look at steel and aluminum castings that are designed for solid street and track performance. As many of you know, street/strip is the parlance that usually describes such pieces (especially for '79-present Mustang loyalists like us). However, since dragstrips aren't the only motorsports venues where late-model Ponies stampede, we begrudgingly acknowledge the fact that "track" is a more-appropriate term for the heads' performance purpose.inline_mediumwraptextright26535214/techarticles/m5lp_0912_small_block_ford_aluminum_cylinder_headsm5lp_0912_01_+small_block_cylinder_head_guide+cylinder_blocks.jpgTrue

It's difficult to think of mid-600 hp at the rear tires as routine, but around Kenne Bell, it's become that. Since the introduction of the modern Three- and Four-Valve modular V-8s Kenne Bell has developed the formula for making such power on 91-octane pump gas, so when the '10 GT500 hit the showrooms there was no doubt the latest Shelby would join the mid-600 club.inline_mediumwraptextrightUsing the same supercharger and Ford mechanicals as the '07-'09 GT500, the '10 Shelby with a Kenne Bell supercharger delivers between 635- and 645-rear-wheel horsepower on pump gas-the same as its predecessor. The '10 Shelby dyno mule Ken Christley is adjusting here is owned by off-road racer B. J. Baldwin (Baja, Dakar). Originally silver, it now sports a flat-black scheme.30730737/techarticles/m5lp_0912_installing_kenne_bell_supercharger_kit_in_2010_mustang_gt500m5lp_0912_01_+kenne_bell_supercharger_kit+2010_mustang_shelby_gt500.jpgTrue

Horse Sense:
While Crutchfield has been known for many years as the direct-replacement car-audio leader, the company's catalog and Web site also offer products aimed strictly at custom installations. These items are fully supported by the excellent Crutchfield technical staff. So, if you want to build a killer system with custom components, feel free to chat up one of Crutchfield's tech reps for ideas and information on speaker load, wiring, sound waves, and so on.inline_mediumwraptextrightAt full retail, this delicious pile of high-end audio gear would run about $4,000. The sound reproduction is excellent and the features and expandability of the system allow for future upgrades and enhancements (more amps, speakers, navigation, rear-seat LCD monitors, and such).25913834/techarticles/m5lp_0310_crutchfield_audio_video_systemm5lp_0310_02_+crutchfield_audio_video_system+audio_gear.jpgTrue

Horse Sense:
The electronic returnless fuel system found on Mustang GTs has been around since 1999. It's comprised of a high-pressure pump that delivers fuel directly to the fuel rail, which effectively eliminates two of the most important components of a power-adder Mustang's fuel system: the bypass fuel-pressure regulator and return line. While the move to this type of fuel system came about because of mandates made by the Environmental Protection Agency and the California Air Resources Board that required new vehicle manufacturers to meet ever more stringent levels of evaporative emissions control, its result dealt yet another blow to modern high-performance and left 'Stangbangers searching for a remedy. See More At 50mustangandsuperfords.Cominline_mediumwraptextrightAeromotive's proposed new On-Demand-a supplement for returnless fuel systems-might open the door to street driveability with big-time horsepower and a stock fuel system in '99-'04 Mustangs. The kit features Aeromotive's products exclusively, including a fuel-pressure regulator, a fuel-pressure-sensor adapter (PN 15112), a one-way check valve, a Y-block, an Eliminator fuel pump and filter (PN 11104 and PN 12304), and a Ford fuel-pressure line "T" adapter (that mates the stock fuel system with On-Demand's fuel output). Various Aeromotive fittings and connectors are required in order to properly plumb the system for each unique engine/power-adder configuration, and are sold separately. The On-Demand setup shown here was installed on a daily driven '00 Mustang GT sporting an F-1A ProCharger and churns 22 pounds of boost. Aeromotive's Bret Clow and Rick Anderson of AFM agree this supplemental fuel system will "be there" when it's needed and will easily support 700 rear-wheel horsepower using race fuel.31196259/techarticles/m5lp_0602_mustang_gt_fuel_system0602_m5lp_01_+mustang_gt_fuel_system+fuel_system.jpgTrue

Horse Sense: Modular GTs have come a long way since 1996, but considering the 4.6 debuted in the Crown Vic in 1991, it's taken the aftermarket quite a long time to get excited about modular performance. Of course, most of that blame should be shouldered by the asthmatic, 215hp Two-Valves found in the '96-'98 GTs. Those certainly slowed down the excitement. Since 1999, however, these babies have been cranking out 260 horses, and it's time to get with it.

More interesting test data came from a freshly installed multi-input temperature sensor system. At the Reynolds, Georgia, NMRA race, we made a couple of co-pilot passes with ATI's Dan Jones driving the 3g GT. We weren't focusing on the e.t., but rather documenting the air temperatures seen in the car's inlet tract. The sensor was set to measure ambient air at the air filter, air leaving the supercharger, and air leaving the intercooler. At the track, the intercooler dropped the inlet temp by a peak of 140 degrees, which was certainly impressive. At the top end, we checked the ambient temp, and it was about 97 degrees. Then we made a second pass looking only at the temp coming out of the intercooler, and the temps peaked out at 116 degrees, while the ambient temperature was 99 degrees. So the boost entering the engine was only 17 degrees above ambient.

Yes, the subject matter is territory that we've visited many times before with 5.0 Mustangs and their younger, modular-powered siblings. This exercise in installing and testing S197 bolt-ons covers the simple air-efficiency upgrades (cold-air intake, larger throttle-body, free-flow mufflers, and tuning) that we believe are excellent first-step performance modifications for '05-'10 'Stangs. However, in each instance we like to experiment with components that are made by different manufacturers, to see exactly how well certain parts work on a stock Pony, both individually and when combined with each other for evaluation as affordable, bolt-on performance packages for Three-Valve-powered, '05-present Mustang GTs.inline_mediumwraptextrightHorse Sense: In what has become a standard practice when I make my annual trip to the East Coast (for our coverage of the NMRA event at Atco Raceway in New Jersey), a tech project is included in the journey. For this year's exercise, an evaluation of basic bolt-ons for '05-'09 Mustang GTs, installation and dyno tests are being handled at Realspeed Automotive of Bohemia, New York; a hard-core Mustang center on Long Island that caters exclusively to all of the modern-day Pony platforms ('79-'93, '94-'98, '99-'04 and '05-'10).26404900/techarticles/m5lp_0911_installing_cold_air_intake_systemm5lp_091000_s197_01_o+cold_air_install+.jpgTrue

For the last five years, the neo-retro interior/exterior styling of the '05-'09 Mustang has been a landslide "hit" characteristic of the latest-generation Pony. Enthusiasts sing high praises of the S197 'Stang's front appearance, and its body lines and tail section, which all strongly resemble late-'60s fastback Mustangs.inline_mediumwraptextright30553038/techarticles/m5lp_0911_installing_led_taillightsm5lp_0911_02+installing_led_taillights+taillight_removal.jpgTrue

Roberts recalls the XT head flowing about 270 cfm at .600-inch lift, with a peak exhaust flow of maybe 220 cfm. Perhaps more importantly, "It's not just peak numbers, the valve job is better than before. We put four or five angles on the intake, two and a radius on the exhaust; it's a more modern valve job," says Roberts. In other words, the mid-lift flow are substantially better than the Performer RPM cylinder head. Or, as Roberts added, "It takes a flat-tappet cam and makes it look like a roller, and makes a roller just that much better."inline_mediumwraptextrightXT Plus with its laptop interface is all the electronic engine control most of us will ever need. This screen shot of an XT Plus spark table illustrates its intuitive combination of charts and graphs.30772107/techarticles/m5lp_0911_upgrading_347_crate_engine_with_edelbrock_gearsm5lp_091100_347_05_o+edelbrock_engine_upgrades+.jpgTrue

Gears to You
The six-speed conversion in our '02 Mustang GT project car proved to be exactly what was needed for continuous rpm increase as the ProCharger F-1A gets into its comfort zone (4,000 rpm) under acceleration.inline_mediumwraptextrightGerry Hoffman loads the business side of our project New Edge Mustang's Astro Performance Warehouse six-speed tranny into its new home. Astro prepped our T56 with G-Force Racing's Street upgrade, which includes gears designed with thicker, larger teeth than those of a standard Cobra six-speed and triple/double synchronizer technology.26633584/techarticles/m5lp_0911_six_speed_transmission_g_force_gear_upgradesm5lp_091100_six_25_o+six_speed_transmission_g_force_gear_upgrades+.jpgTrue

When the 30-year evolution of the late-model Mustang hobby is assessed solely from a bolt-on-parts perspective, there is no arguing that a lot of progress has been made over the course of those three decades. Although literally thousands of high-performance small-block (and modular) Ford engine parts have been developed and improved on as the years have passed, there are only a select few pieces that forever will be cited as essentials for making big steam with a Mustang's powerplant. (For the uninitiated, "big steam" is big horsepower.)inline_mediumwraptextrightThese are Dart's Pro-1 CNC heads, which are actually better suited for 347 strokers in aggressive street/strip 'Stangs than stock 5.0 engines. We'll talk more about these babies in Part 2 of our series.30807393/techarticles/m5lp_0911_cylinder_head_guide_for_your_street_stangm5lp_091100_head_01_o+small_block_ford_cylinder_heads_for_pushrods+.jpgTrue

Think back to the year 2006 and recall the way the Internet buzzed with discussions about over-inflated pricing for Ford's top-tier S197 'Stang, the Shelby GT500-and moreso about the widespread speculation that the factory-blown, 500hp (flywheel) Mustangs would only be purchased by people with lots of money, who would store the cars away or leave them bone-stock in the hopes of "cashing in" on their high-dollar investments after several years.

In our Jan. '09 issue, star writer and photographer Dale Amy tagged Livernois Motorsport's project S197 as Wonder Bred, as it was bred to produce wonder-inspiring performance. The innocent, wingless, white Mustang GT achieved all goals set out by Livernois Motorsports main man Dan Millen. Those goals entailed running 10-second e.t.'s on 20-inch wheels. More impressive yet, is that the car ran 10s on 20s with a stock transmission and torque converter.

Each year, your tech editor spends one full week in January at a gathering called the Motorsports Parts Manufacturers Council Media Trade Conference.inline_mediumwraptextrightSaul "The Surgeon" Gutierrez of Extreme Automotive in Canoga Park, California, seats the Bosch Universal Exhaust Gas Oxygen sensor for AEM's analog wideband air/fuel ratio gauge (PN 30-5130; $242.35), in the passenger-side exhaust tube on Chris McCollum's supercharged, '04 Mustang GT. While a bung (it requires welding) for the O2 sensor also is included with the gauge kit, Chris' Pony saw plenty of time on Extreme's chassis dyno prior to our project. A bung for a wideband sensor was already in the tube.26536012/techarticles/m5lp_0912_installing_aem_wideband_air_fuel_gaugem5lp_0912_02_+wideband_air_fuel_gauge+exhaust_gas_oxygen_sensor.jpgTrue

While we know firsthand how difficult it is to battle with impatience when you're in the process of building a dream Mustang--be it for racing, cruising or showing--establishing and adhering to a project plan really is the best way to get things done. Your tech editor learned this valuable lesson while assembling our '86 T-top LX coupe a few years back. And Editor Turner, an honors graduate of the "Excel Spreadsheet School of Project Management," has been following the same practice with Fox 500, big Steve's '88 T-top LX hatchback that currently is in its assembly stage out at Paul's High Performance in Michigan.

In the great pecking order of Mustang manual transmissions, six-speed gearboxes such as those factory installed in '03-'04 Cobras and current GT500s clearly rule the roost. While most of us had to get by with only five ratios, the New Edge Terminators used Tremec's familiar T-56 while the Shelbys get the same company's newer TR-6060, a stronger box that also sees OEM duty in the Dodge Viper, Corvette, Cadillac CTS-V, and other high-torque applications. Great news for the rest of us is that Tremec has finally released the long-awaited T-56 Magnum for the aftermarket-a box which basically combines a beefed-up T-56 case with the added strength of the latest-technology TR-6060 internals.

When talk turns to maximum performance mod motors, the 4.6-liter Two-Valve variant isn't usually part of the discussion. Truth be told, there is a reason the Two-Valve motors take a back seat to the more performance-oriented Three- and Four-Valve combinations. It is a simple matter of valve count, or more accurately, the airflow that accompanies that missing valve.