After removing the factory...
After removing the factory airbox and ductwork, Chuck sets the new C&L air tube and conical filter in place. We hit the dyno with the system set up with and without the stock-diameter insert.
While Evo's flagship 5.0 Pony is awesome by anyone's standards, we're more intrigued with finding out how good a new 'Stang can be when it doesn't take the path toward becoming a drag-specific race car. Evolution shares our interest in learning more about '11 'Stangs that are destined for the street. To conduct this research, the shop owns a second '11 (a Grabber Blue GT with a six-speed automatic transmission), with which Jon has been making serious inroads in manipulating the 5.0's Copperhead PCM to unleash what appears to be tons of additional performance from Ford's latest V-8.
The more things change, the more they are the same indeed. Evolution's entry-level performance theories for the new GT are no different from those of Mustangs from years past: Maximizing the efficiency of air (intake and exhaust), fuel and spark will improve a 'Stang's performance. To see how effective those methods are, your tech editor recently parlayed a trip from SoCal (coverage of the NMRA event in Milan, Michigan) and continued further east to participate in the massive bolt-on dyno-and-track test with Evolution's street 5.0.
We took Grabber and installed the first basic aftermarket products (and tuning) that are available for '11 GTs-a Magnaflow after-axle exhaust system, C&L Products' CAI, and American Racing Headers long-tubes. This stuff is so new, it wasn't even part-numbered as of this writing. Along the way, we discovered a few interesting things about power, weight, and the all-important dragstrip e.t., which are detailed in the following smorgasbord of photos, captions, charts and graphs.
Props to Evolution's owner Nelson Whitlock, shop manager Fred Cook, tuner extraordinaire Jon Lund, and Evo's head wrench, Chuck "Broadway Show" Wrzesniewski, for accommodating our tight time schedule and giving us this landmark first look at some cool 5.0 Mustang tech concepts.
Removing the slip-in reducer...
Removing the slip-in reducer sleeve yields a power gain; however, tuning is required when this change is made. With the throttle body now being the lone restriction (it's smaller than the 95mm tube), air/fuel ratio still considerably leans out due to the increased airflow. It will be interesting to see what-if any-additional performance increase will come when larger throttle bodies are developed for Coyote engines.
The final component in our...
The final component in our suite of new 5.0 parts is a set of 1 7/8-inch long-tube headers from American Racing Headers. Although '11 Mustang GTs are equipped with Tri-Y-style exhaust manifolds from the factory, opening up the exhaust with American's longer pipes will increase the overall efficiency of the engine through better breathing, and we anticipate it also will show us a nice torque gain.
As we learned in a previous...
As we learned in a previous long-tube exhaust project, installing the headers on S197/SN-10 Mustangs is no easy task, if you're doing it the traditional way (jacking up the engine). Evolution's Chuck Wrzesniewski and Kent Kiehl demonstrated their cool technique for header swaps; supporting the engine on a pole jack and removing the K-member, which dramatically cuts labor time for the operation.
As you can see, removing the...
As you can see, removing the K-member, engine mounts, and starter (on the passenger side) promote a clear shot to all of the exhaust's fasteners.
Once the manifolds are unbolted,...
Once the manifolds are unbolted, they're removed from the 'Stang with the cats still attached, while the OEM catalytic converters bolt directly to the manifolds and feed into the H-pipe, the new X-shaped crossover from American Racing Headers features high-flow cats that are incorporated at the end of the crossover's 3-inch tubes.
As we did with the after-cat...
As we did with the after-cat bits, factory manifolds/catalytic converters and H-pipe were weighed to determine the amount of poundage the new exhaust hardware removes from our test '11 'Stang.
Evolution adopted the practice...
Evolution adopted the practice of weighing components when it started experimenting with its Kona Blue 5.0.
When you're being as granular...
When you're being as granular as we are about the amount of rear-wheel power the new engine can make in naturally aspirated trim, weight becomes a critical variable.
After weighing everything,...
After weighing everything, the stock pieces totaled out at 50 pounds; American Racing Headers' new setup tipped the scale at a svelte 44.86 pounds.
Again, with the K-member out...
Again, with the K-member out of the way, installing long-tubes in a new Mustang is not as much of a nightmare as it is with the cradle still in place. Securing fasteners on the passenger side has a small element of "fight," but the overall effort can be accomplished in about five hours.
The American Racing Headers...
The American Racing Headers 3-inch X-shaped crossover tube slip-fits over the header collectors and is secured with clamps that are provided with the tubes. Wire extensions for the O2 sensors are not necessary, as bungs for both the front and rear sensors are placed perfectly on the headers and X-tube.
For a brand-new system on...
For a brand-new system on a brand-new Mustang, the headers are impressive from a look-and-feel standpoint. With this leg of the project completed, we headed off once again to the chassis dyno to record results of the upgrade.