The 2Step control can be mounted just about anywhere in the engine compartment and in any position. However, it's important to install the module in a place that yields easy access to the rotary dials so accurate rpm adjustments can be made. Our friend, Marc Rubin, suggested we mount the 2Step module on the passenger-side strut tower (so much for secrets), where it's easily camouflaged by the two connectors and wiring for the coils' signal (tan) and power (red).
Wires for the passenger-side-mounted module are routed below the core-support cover and across the radiator. We installed ballasts for our Mustang's HID headlights in the same location for the same reason: Nobody will know they're there.
The launch package (line-lock, 2Step, and pistol-grip shift handle) comes together on the bench first, where Saul brings wiring for the SLP and MSD pieces into two micro toggle switches that he installs in the shifter bezel, right next to the cigarette lighter/power port. The switches arm both devices, and they are linked into the momentary switch in the shifter handle, which is wired to work when the system is grounded. With our combination set up this way, we're able to turn on, use, and turn off either or both devices separately or at the same time before making a run, all through the single button on the shifter.
Here's a look at the project...
Here's a look at the project Pony's engine compartment with all of the electronic trickery in place. We left the wires away from the front of the 2Step for this photo. When the connectors are in position, you don't know it's there.
On The DragStripOur drastrip testing was done at the Pacific Street Car Association's '08 World Finals, which was held at Auto Club Dragway in Fontana, California. We entered the ProCharged '02 Mustang GT in PSCA's new Mustangs-only class. Over the course of two days, we made runs and subsequently changes to the rpm settings in the MSD 2Step-air pressure in the tires, shift points (for consistency with shifting, all gear changes were made as quickly as possible in speed-shift fashion and not power shifts), and more-to see how well the street-driven Pony would cover the quarter-mile in its every-day, as-is configuration (Eibach/Tokico lowering springs and coilovers, stock rear upper/lower control arms, big wheels all around, full interior and power everything, and a full trunk) on the dragstrip.
After changing the shift knob to the Hurst pistol-grip handle, the line-lock/2Step/button system worked flawlessly. Burnouts were long, smoky crowd-pleasers that didn't incinerate the rear brakes, and launch rpm never went beyond the limit that was set before a run. We tried several rpm settings during our test, with 3,300 proving to be the best for 60-foot e.t (1.860) and 3,200 garnering the best e.t. and mph for the quarter-mile (12.472/119.10).
It's important to understand that the timeslip data represents the results of runs that were made on different days (Saturday qualifying, Sunday eliminations) under different weather and track conditions (beautiful Saturday, cold and windy on Sunday), which we're sure had a sizeable effect on the Mustang's showing at the drags.
These are the three flavors...
These are the three flavors of shift knob that we'll be using: stock (left), Hurst's pistol-grip with momentary switch (center), and Hurst's new Sidewinder (PN 1630052; $76.08), a ball-style knob that also has a momentary switch incorporated in its case. Quick-connector plugs are used to route power, and facilitate fast and simple changes between the stock handle and either of two shift knobs that trigger our launch equipment.
As we said earlier in this report, the parts we installed are designed to help improve these areas and make the car more consistent. However, gaining consistency can only be done through testing and experimenting with various 2Step settings, pressure, and overall driving.
We're extremely pleased with the GT's showing. While we didn't record an 11-second timeslip, the data shows that the F-1As boost and SuperMOD 4.6's power combined to carry our 3,758-pound (with driver) project car to the other side with speed (119.10 mph) that represents low 11-second e.t.'s. Significant improvement (low 11s or maybe even something in the 10s) will be achieved with a suspension upgrade for improved traction, higher shift points (the transmission was shifted at 6,300 rpm on the best run), lightening the car and driver, and, of course, with lighter wheels and slicks. However, based on what we learned in this as-is evaluation of a daily driven, chick-owned, Two-Valve sleeper, we're pretty confident Crystal's Mustang will more than hold its own in minor skirmishes with stock Cobras, and mildly modified Snakes as well.
 Making 2Step changes is as...  Making 2Step changes is as easy as turning either of the rotary dials (one for 100 rpm; the other for 1,000 rpm) located on the side of the control module. Suggestions we received from other 'Stangbangers using Nitto 315/35ZR-17 Extreme Drag Radials range between 2,500 and 3,800 rpm for good launches. |  Changing the setting on our...  Changing the setting on our Tokico adjustable front struts (down from two to one to make them looser) is another racer trick we tried in an effort to help our heavyweight 'Stang (a trip across the scales at Auto Club Dragway showed us the car weighs a portly 3,758 pounds with KJ behind the wheel) react quicker and transfer the blown 4.6's 535 hp to the track surface as quickly as possible. |  The Hurst pistol-grip shifter...  The Hurst pistol-grip shifter handle can be locked in any position that is comfortable and functional for the driver. Following the suggestion of fellow 'Stangbanger Greg Montoya (read about Greg's car, "WOT and Wild," on our website), we aimed the handle toward Third gear. With the short-throw design of the shifter, pointing the handle this way makes the Second-to-Third gear shift slam a smooth transaction. |