We bet you were wondering...
We bet you were wondering when we were finally going to cover '10 Mustang GT cold-air-induction systems here in Tech Inspection. CAIs have been considered one of the best bangs for your buck for many, many years, and they've long been a popular topic of discussion in this particular column. Get ready '10 Mustang owners: It's time! We're breaking the new-'Stang ice for TI by giving JLT Performance's new setup a try on Shawn Downey's brand-new Pony. Keep reading to find out how this one made out.
OK, gang, here we go! It's time for our first Tech Inspection bolt-on effort with a part designed for the all-new, '10 Mustang GT.
Before we go deeper into this deal, we want to be sure you understand that the latest late-model 'Stang technically sits on the same underpinnings as the relatively still-new S197s that we've been working with since 2005. While the 315hp '10 GT definitely brings a smile to our collective faces, its cosmetic differences-inside and out-have basically created the unofficial dividing line between S197 and the '10 Mustang.
The separatism brings new 2010-specific parts to the scene, and as you probably would imagine, cold-air induction systems are among the first performance-improvers that have hit the market.
Yes, over the years, enhancing the flow of air into a 'Stang's engine has become the unofficial first mod enthusiasts make on their new rides. The CAI bolt-on project is easy enough to handle in the driveway, and has been long proven across multiple engine platforms. It's an upgrade that adds modest performance gains and aural stimulations to driving a new Mustang.
Jay Tucker is a guy who knows all about the benefits of moving a fuel-injected Mustang's intake air more efficiently. As owner of JLT Performance in Chesapeake, Virginia, Jay has developed CAI systems for every flavor of V-8 (and V-6) fuelie Mustang, and he has always been quick to let us know when a new CAI is completed, and ready for public consumption. That time has come for JLT's 2010 system, and we wanted to give it a good flogging on the chassis dyno to evaluate its steam-making potential. The kit, available in real carbon fiber (PN CFCAI-FMG-10; $699) or body-color-matched fiberglass (PN FPCAI-FMG-10; $679), is highlighted by JLT's signature 41/2-inch inlet tube, billet mass air housing, heat shield, and 9-inch-long S&B Powerstack conical air filter. There's also a less-expensive setup (PN CAI-FMG-10; $589), which includes a tube that is made of heat-resistant plastic; it can also be painted to match a Mustang's body color.
The following photos and captions walk you through highlights of our installation and dyno test of the JLT gear, which was performed at Real Street Performance in Orlando, Florida.
When compared to the deep...
When compared to the deep curvature of the stock air-intake tube on pre-'10 'Stangs, the factory CAI on the new Pony actually isn't nearly as aggressive, which is one reason the '10 GT flywheel-horsepower rating is 315 as opposed to the solid 300 hp of '05-'09 models. Remember-Ford engineers said the factory induction would be tough to beat!
Here is JLT's Carbon Fiber...
Here is JLT's Carbon Fiber Cold Air Intake Kit (PN CFCAI-FMG-10; $699). In addition to the carbon-fiber tube, mass-air housing, filter, and associated installation hardware, this setup includes an SCT XCalibrator3 flash tuner that's loaded with two custom PCM calibrations for spot-on air-fuel ratio, throttle response, and all-important driveability once the new intake is installed.
As it has been for many years,...
As it has been for many years, removing the stock intake on a '10 Mustang GT is simple, and can be done using handtools such as a 10mm wrench. The only new difference in the procedure is the need to remove the induction sound tube (the hose that sends engine noise into the cockpit) by prying up on its clamp and lifting the tube out of the engine compartment. The sound tube can be discarded as it will not be used with the JLT CAI, however, the OEM mass air sensor wiring harness is retained and not modified. The harness is reconnected when the new mass-air housing is installed, and a supplied PCV hose is run from the CAI to the cam cover.
Moving the power-steering-fluid...
Moving the power-steering-fluid reservoir is the only tricky maneuver in the installation process, and believe us, it's an easy trick. After removing the reservoir from its stock position, simply rotate the tank 180 degrees and affix it to the fan shroud (using the shroud's available mount).
After removing the grommet...
After removing the grommet from the stock air inlet and setting it in the appropriate hole in the new CAI system's heat shield, the shield then slides onto the factory fan-shroud stud. The OEM airbox fastener is used to secure the shield.
Here is another look at the...
Here is another look at the CAI installed. It's actually a photo of the JLT Free-Form Fiberglass Cold Air Intake Kit (PN FPCAI-FMG-10; $679), which has been painted white to match the color of our test Mustang GT. Like the carbon-fiber system, this unit comes complete with all of the parts that are required for simple installation and PCM calibration.
Based on the amount of increased...
Based on the amount of increased airflow the unit generates, it's imperative that one of the two supplied tunes for the CAI is uploaded into the PCM. Failing to reflash the box could result in major engine damage due to an air/fuel ratio that is much too lean. JLT's instructions actually call for reprogramming the 'Stang's PCM much sooner, during the CAI installation process, but we like saving this procedure until after all of the cold-air hardware is in place. Of course, we had the good fortune of Jay Tucker himself dialing up a custom tune for Shawn's ride.
On The Dyno
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