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2011 Ford Mustang GT Zex Blackout Kit - Feed For SpeedZex Nitrous Oxide Highlights A Hearty Plate Of Bolt-Ons For '11 5.0s From the April, 2011 issue of 5.0 Mustang & Super Fords By KJ Jones Photography by KJ Jones
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Jesse Allen of AMP Performance... Jesse Allen of AMP Performance cracks open the 10-pound Blackout nitrous bottle on Dana Allen's '11 Mustang GT California Special. Blackout (PN 82390B, $679.95), developed by engineers at Zex, is the first no-muss, no-fuss nitrous system for Coyote 5.0-powered 'Stangs. Horse Sense: OK, we admit to there being a trend, of sorts, with regard to a few of our recent nitrous-oxide tests. While we have called on AMP Performance for assistance with the juice squeezing, we want all of you to clearly understand that the crew at AMP's talents go far beyond those of simply being able to install a nitrous unit and fill the bottle. Trust us when we tell you, AMP Performance definitely has proven itself as one of the go-to Mustang shops in our arsenal of support facilities for all sorts of cool tech projects. At this point, we've done more than enough pontificating about the greatness of the '11 Mustang GT and its vaunted Coyote 5.0-liter engine. Individually and as a combination that makes up the new GT-model Pony, there are few negative words to utter about the duo. This is especially true when the discussion focuses on crankshaft, rear-wheel, and dragstrip performance before a barrage of aftermarket parts are installed. Bolt-ons are taking new 'Stangs to the next level. As we've demonstrated in all of the tests we've done thus far, basic and elaborate bolt-ons dramatically improve '11 Ponies in all of these categories. While our research hasn't yet shown us a breaking point for the OEM 5.0s, the proverbial sky seems to be the only thing limiting the Coyote from firmly establishing itself as the baddest factory-produced Mustang engine-ever. It may even eclipse the '07-'11 Shelby GT500's supercharged, 5.4-liter bullet! You may recall seeing our... You may recall seeing our test of JLT's Carbon Fiber Cold-Air-Intake Kit (PN CFCAIX3-FMG-11, $699) in the Tech Inspection area of a past issue. While all of the pieces in that system basically are the same as those shown in this photo (110mm mass air, heat shield, S&B Powerstack filter, 4-inch carbon-fiber tube), it's important for us to reiterate that the earlier version we tested was a prototype kit that required custom tuning, as the final plug-and-play SCT calibration was not completed. For this particular tech effort, we're evaluating yet another '11 Mustang GT performance package, this time featuring the production version of JLT's SCT-calibrated cold-air system (PN CFCAIX3-FMG-11, $699) and a set of short-tube headers with an x-shaped crossover tube (PN 16320, $449.99; PN 1460, $169.99) from BBK Performance. Throughout the years, tests have proven that late-model 'Stangs' rear-wheel power and torque thrive by simply adding CAIs and exhaust to otherwise bone-stock cars. We aim to find out just how much steam these particular pieces will add at the feet of Dana Allen's brand-new rag-top '11 California Special. And after the naturally aspirated numbers are logged, our power mission goes a few steps further, as we top off the upgrades with a nitrous Blackout-a new '11 5.0-Mustang-specific nitrous system from Zex (PN 82390B, $679.95). Yes, we're back at AMP Performance in Phoenix, Arizona, for another nitrous-influenced project (see Horse Sense) that includes test rips on the quarter-mile at Firebird Raceway, as well. Our test Mustang has the six-speed... Our test Mustang has the six-speed automatic transmission, which requires adding a fitting in the JLT intake-air tube to send a vacuum signal to the brake booster. A 1/2-inch hole is required; it is the only fabricating required for this install. AMP's access to two open-year-'round dragstrips is one of the major benefits of working with company-owner Tom Thompson and his team. The 1,320 definitely is the place to quantify the performance-focused changes we make on late-model 'Stangs. As you'll see in the following photos and captions, the install players are the cats we've come to count on when we work on tech stuff at AMP. Jesse Allen handled the heavy lifting throughout, while shop lead, Chris Ciolek stepped in at dyno time. Your tech editor handled things at Firebird, closing out a test that once-again shows us how easy it is to make absolutely silly street/strip power with a new 5.0 Mustang. On The Dyno
We put Dana Allen's '11 Mustang GT California Special through a battery of evaluative runs on the Dynojet chassis dyno at AMP Performance. Using 91-octane pump fuel, JLT's CAI and dyno calibration were tested immediately after their installation, and posted the (approximately) 15-rwhp gain that is typical for such entry-level bolt-ons. Despite having a near-perfect all-motor air/fuel ratio, the CAI/dyno tune and short-tube-headers/X-crossover combination shows the importance of custom tuning for such upgrades. Obviously we needed some to bring out the best from this combo. Because of time limitations, our intent with this effort from the outset was to present the effect of these components as bolt-ons. We can't stress enough that tuning is required in almost all instances where power and torque are being enhanced on the new 5.0 engines. As expected, the addition of nitrous presented instant power and torque gains at the rear wheels of our test 'Stang. However, the important detail to note is that our 100hp and 150hp nitrous shots were made without any additional tuning. Based on air/fuel ratios that were recorded at both power levels, the fuel and timing calibrations in JLT's dyno tune proved to be more than sufficient for our bolt-on exercise.  With the intake-air tube attached...  With the intake-air tube attached to the throttle body, and the factory mass-air sensor, PCV line and Induction Sound Tube fitted in their respective places, this is the finished installation. JLT's CAI definitely is a clean setup that really complements the engine compartment of Dana's Pony.  For our test, Jay Tucker of...  For our test, Jay Tucker of JLT provided specific SCT calibrations for our test mule (when ordering this CAI system, vehicle info must be provided, such as PCM code and transmission type). For horsepower and torque reviewing, a Dyno Calibration (extends rev laimit to 7,500 rpm and locks transmission in Fourth gear) is loaded via SCT's XCalibrator 3 handheld flash tuner. A Street tune was also dialed in for our effort.  Installing short-tube headers...  Installing short-tube headers on an '11 Mustang GT is not a job that mechanically weak enthusiasts should attempt. Procedures such as removing engine mounts and disconnecting the steering gear are part of the process that really should be left in the capable hands of Mustang technicians like the guys at AMP Performance, who have hoists and tools that facilitate doing the job properly.
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BASELINE |
JLT |
BBK |
| RPM |
POWER |
TORQUE |
A/F |
POWER |
TORQUE |
A/F |
POWER |
TORQUE |
A/F |
| 3,500 |
196.56 |
294.96 |
12.95 |
197.10 |
295.78 |
12.61 |
199.64 |
299.59 |
12.40 |
| 3,600 |
206.70 |
301.57 |
12.97 |
207.13 |
302.18 |
12.57 |
209.70 |
305.93 |
12.38 |
| 3,700 |
212.96 |
302.29 |
12.89 |
215.32 |
305.65 |
12.63 |
218.74 |
310.50 |
12.38 |
| 3,800 |
219.99 |
304.06 |
12.84 |
222.90 |
308.08 |
12.71 |
224.86 |
310.78 |
12.44 |
| 3,900 |
230.38 |
310.25 |
12.79 |
232.39 |
312.95 |
12.71 |
233.81 |
314.87 |
12.51 |
| 4,000 |
238.75 |
313.49 |
12.79 |
244.73 |
321.34 |
12.65 |
246.79 |
324.05 |
12.60 |
| 4,100 |
249.72 |
319.89 |
12.81 |
255.91 |
327.83 |
12.71 |
256.39 |
328.44 |
12.67 |
| 4,200 |
262.54 |
328.30 |
12.82 |
268.27 |
335.47 |
12.80 |
266.06 |
332.71 |
12.66 |
| 4,300 |
271.63 |
331.77 |
12.82 |
278.62 |
340.32 |
12.79 |
276.35 |
337.54 |
12.63 |
| 4,400 |
274.21 |
327.31 |
12.81 |
281.89 |
336.48 |
12.64 |
281.88 |
336.47 |
12.55 |
| 4,500 |
277.04 |
323.34 |
12.76 |
284.43 |
331.97 |
12.49 |
284.90 |
332.52 |
12.41 |
| 4,600 |
281.95 |
321.92 |
12.77 |
288.22 |
329.08 |
12.39 |
288.46 |
329.35 |
12.32 |
| 4,700 |
291.45 |
325.68 |
12.88 |
294.28 |
328.85 |
12.36 |
296.37 |
331.18 |
12.29 |
| 4,800 |
306.43 |
335.29 |
13.01 |
308.32 |
337.36 |
12.36 |
301.91 |
330.34 |
12.19 |
| 4,900 |
317.14 |
339.93 |
13.10 |
315.89 |
338.59 |
12.44 |
311.59 |
333.98 |
12.17 |
| 5,000 |
317.65 |
333.67 |
13.17 |
325.09 |
341.49 |
12.57 |
319.71 |
335.83 |
12.19 |
| 5,100 |
324.04 |
333.70 |
13.19 |
335.26 |
345.26 |
12.70 |
325.86 |
335.58 |
12.17 |
| 5,200 |
328.33 |
331.62 |
13.20 |
343.22 |
346.66 |
12.75 |
333.98 |
337.33 |
12.14 |
| 5,300 |
331.49 |
328.49 |
13.20 |
345.26 |
342.14 |
12.75 |
337.89 |
334.84 |
12.11 |
| 5,400 |
328.38 |
319.39 |
13.19 |
346.15 |
336.67 |
12.71 |
340.25 |
330.93 |
12.11 |
| 5,500 |
332.00 |
317.03 |
13.12 |
346.94 |
331.30 |
12.66 |
342.12 |
326.70 |
12.20 |
| 5,600 |
331.21 |
310.63 |
13.04 |
346.45 |
324.93 |
12.64 |
343.15 |
321.84 |
12.31 |
| 5,700 |
332.32 |
306.20 |
13.00 |
348.64 |
321.25 |
12.63 |
342.52 |
315.60 |
12.34 |
| 5,800 |
338.83 |
306.83 |
12.97 |
350.69 |
317.57 |
12.61 |
343.14 |
310.73 |
12.35 |
| 5,900 |
342.85 |
305.20 |
12.91 |
352.61 |
313.89 |
12.58 |
344.91 |
307.04 |
12.34 |
| 6,000 |
346.38 |
303.20 |
12.86 |
356.07 |
311.69 |
12.56 |
347.32 |
304.03 |
12.33 |
| 6,100 |
347.51 |
299.21 |
12.82 |
359.08 |
309.17 |
12.56 |
352.31 |
303.34 |
12.33 |
| 6,200 |
351.45 |
297.72 |
12.77 |
362.66 |
307.22 |
12.60 |
355.91 |
301.50 |
12.34 |
| 6,300 |
351.10 |
292.70 |
12.72 |
365.59 |
304.78 |
12.64 |
359.21 |
299.47 |
12.36 |
 The flanges on BBK's short-tubes...  The flanges on BBK's short-tubes (PN 16320, $449.99) are cut from super-thick, 3/8-inch mild steel. To help make the difficult install task a little easier, BBK adds bolt slots (instead of holes) in various places on each header.  Here's an OEM/BBK header comparison...  Here's an OEM/BBK header comparison for you. The factory's stainless-steel tubes (right) are configured in a tri-Y short-tube design, which is markedly different (shorter overall tube length) from the four-into-one-tube setup of BBK's 5.0 headers.  BBK's 23/4-inch, X-shaped...  BBK's 23/4-inch, X-shaped crossover (PN 1460, $169.99) is a direct bolt-in replacement for the OEM H-style exhaust pipe. The headers and X-shape crossover were the only exhaust mods that were done for this project. Catalytic converters and factory mufflers were both reinstalled.  As you would expect, the replacement...  As you would expect, the replacement headers are a tight fit against the Coyote engine. This shot is offered to give you a look at the nice polished-ceramic coating that's available. BBK also offers its short-tubes in chrome and stainless steel.  When installing the X-shaped...  When installing the X-shaped crossover, the OEM barrel clamps are used to connect the new tubing to the exhaust. Jesse uses a cutoff wheel to zip the clamps free of the stock pipe.  While the Blackout nitrous...  While the Blackout nitrous system shown here is new for '11 Mustang GTs, Zex's Nitrous Management Unit technology has been around for quite some time...
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ZEX 100 |
ZEX 150 |
DIFFERENCE |
| RPM |
POWER |
TORQUE |
A/F |
POWER |
TORQUE |
A/F |
POWER |
TORQUE |
A/F |
| 3,500 |
254.61 |
382.06 |
11.01 |
314.53 |
471.98 |
12.06 |
117.97 |
177.02 |
-0.89 |
| 3,600 |
261.47 |
381.47 |
11.11 |
328.47 |
479.21 |
11.99 |
121.77 |
177.64 |
-0.98 |
| 3,700 |
254.53 |
361.30 |
11.48 |
334.70 |
475.10 |
11.85 |
121.74 |
172.81 |
-1.04 |
| 3,800 |
271.17 |
374.78 |
11.70 |
339.04 |
468.61 |
11.81 |
119.05 |
164.55 |
-1.03 |
| 3,900 |
298.29 |
401.70 |
11.82 |
330.24 |
444.73 |
11.96 |
99.86 |
134.48 |
-0.83 |
| 4,000 |
308.55 |
405.13 |
11.87 |
334.20 |
438.81 |
12.08 |
95.45 |
125.32 |
-0.71 |
| 4,100 |
314.66 |
403.08 |
11.88 |
351.86 |
450.73 |
12.18 |
102.14 |
130.84 |
-0.63 |
| 4,200 |
315.61 |
394.67 |
11.88 |
373.18 |
466.67 |
12.25 |
110.64 |
138.37 |
-0.57 |
| 4,300 |
325.34 |
397.38 |
11.88 |
378.67 |
462.52 |
12.30 |
107.04 |
130.75 |
-0.52 |
| 4,400 |
328.62 |
392.26 |
11.88 |
385.35 |
459.97 |
12.29 |
111.14 |
132.66 |
-0.52 |
| 4,500 |
323.60 |
377.68 |
11.88 |
397.65 |
464.11 |
12.21 |
120.61 |
140.77 |
-0.55 |
| 4,600 |
327.49 |
373.92 |
11.88 |
406.11 |
463.69 |
12.13 |
124.16 |
141.77 |
-0.64 |
| 4,700 |
332.66 |
371.74 |
12.01 |
410.65 |
458.89 |
12.08 |
119.20 |
133.21 |
-0.80 |
| 4,800 |
376.44 |
411.89 |
12.17 |
418.19 |
457.58 |
12.05 |
111.76 |
122.29 |
-0.96 |
| 4,900 |
370.13 |
396.73 |
12.19 |
430.14 |
461.05 |
12.01 |
113.00 |
121.12 |
-1.09 |
| 5,000 |
372.42 |
391.20 |
12.14 |
428.95 |
450.58 |
12.01 |
111.30 |
116.91 |
-1.16 |
| 5,100 |
378.02 |
389.30 |
12.11 |
430.62 |
443.47 |
12.00 |
106.58 |
109.77 |
-1.19 |
| 5,200 |
379.30 |
383.11 |
12.10 |
434.28 |
438.63 |
11.98 |
105.95 |
107.01 |
-1.22 |
| 5,300 |
380.85 |
377.41 |
12.08 |
437.39 |
433.43 |
11.95 |
105.90 |
104.94 |
-1.25 |
| 5,400 |
382.14 |
371.68 |
12.06 |
439.26 |
427.23 |
11.92 |
110.88 |
107.84 |
-1.27 |
| 5,500 |
384.77 |
367.43 |
12.04 |
445.49 |
425.42 |
11.85 |
113.49 |
108.39 |
-1.27 |
| 5,600 |
387.12 |
363.07 |
12.09 |
449.58 |
421.65 |
11.77 |
118.37 |
111.02 |
-1.27 |
| 5,700 |
393.32 |
362.42 |
12.11 |
452.85 |
417.26 |
11.70 |
120.53 |
111.06 |
-1.30 |
| 5,800 |
399.35 |
361.63 |
12.11 |
455.54 |
412.51 |
11.53 |
116.71 |
105.68 |
-1.44 |
| 5,900 |
400.09 |
356.16 |
12.09 |
459.91 |
409.41 |
11.33 |
117.06 |
104.21 |
-1.58 |
| 6,000 |
403.80 |
353.47 |
12.08 |
458.79 |
401.60 |
11.05 |
112.41 |
98.40 |
-1.81 |
| 6,100 |
407.89 |
351.20 |
12.07 |
449.21 |
386.77 |
10.95 |
101.70 |
87.56 |
-1.87 |
| 6,200 |
412.59 |
349.51 |
12.01 |
428.91 |
363.34 |
11.41 |
77.46 |
65.62 |
-1.36 |
| 6,300 |
411.40 |
342.98 |
11.94 |
408.23 |
340.33 |
11.92 |
57.13 |
47.63 |
-0.80 |
 ...This all-inclusive system...  ...This all-inclusive system is a cinch to install, and is designed to require...  ... a little custom PCM programming...  ... a little custom PCM programming for eye-opening-yet-safe power gains.  As a true plug-and-play nitrous...  As a true plug-and-play nitrous system, plumbing the '11 5.0 setup is simple, and really isn't any different from some of the OG Zex units of past Mustang platforms. Nitrous and fuel feeds and exit ports are clearly marked, and secured with AN -4 (in) and AN -3 (out) fittings throughout for leak-free operation...  ...The electronics are equally...  ...The electronics are equally as simple; a single red wire from the NMU routes into the cabin and connects to a cigarette-lighter switch for 12v power, the white wire connects to the voltage-output wire on the TPS (a resistor is wired into this circuit to prevent a Check Engine light from occurring), and naturally, the NMU's black wire is for ground.  As per usual for EFI nitrous...  As per usual for EFI nitrous systems, the nitrous nozzle is installed in the CAI tube and aimed toward the throttle body. Zex provides an 1/8-inch NPT tap that is used for the bulkhead fitting that secures the nozzle.  This Ford fuel-line adapter...  This Ford fuel-line adapter is really cool, as it facilitates simple fuel plumbing for the nitrous system. After disconnecting the OEM fuel line and releasing pressure, Jesse installs the AN -4, 90-degree NMU-fuel-feed fitting (and a plug for the open port on the adapter) in the adapter and then clocks it in place between the fuel line and inlet fitting on the fuel rail. It's not often we're able... It's not often we're able to bring you a from-the-driver's-seat view of the dragstrip. Your tech editor grabbed this shot just prior to staging Dana Allen's '11 California Special en route to an easy 12-second, straight-down-Broadway run! On the Dragstrip
One of the huge benefits of working with AMP Performance is the shop's close proximity to two Phoenix-area dragstrips. This affords us opportunities to take upgraded Mustangs out and see how they perform on the quarter-mile. The Friday-night grudge session at Firebird Raceway was our test venue for this effort. After the dyno session, the only change that was made to the 'Stang was the replacement of the stock 19-inch wheels and Pirelli radials with a pair of 315/35R-18 Nitto NT05R drag radials that were mounted on a spare set of Shelby GT500 rims. We learned in a previous track... We learned in a previous track outing ( "Zex-It Strategy," Oct. '10, p. 114) that a 'Stang's stock rubber is absolutely no match for 400-plus, nitrous-generated horses at the feet. To ensure we'd have spin-free traction during the drag runs, a set of Nitto's NT05R drag radials (315/40R-18) was swapped with the factory P245/45ZR-19s before we headed to the track. At this time, we also discovered that the Mustang's automatic transmission would not properly upshift under WOT, a result of our failure to remove JLT's dyno tune and replace it with the Street calibration that was included in the handheld programmer used for our project. Shifting manually proved to be a viable workaround for the transmission glitch, and your tech editor piloted Dana's Cali Special on two passes. The first pass was without nitrous, followed by a second lap with the bottle open. Unfortunately, Dana and her husband, Gregory, were not able to make it to the track with us. That being the case, we admit we were a little more reserved than we would have been if they were there and had given KJ a direct "drive-it-like-you-stole-it" blessing. Here's the timeslip for our... Here's the timeslip for our naturally aspirated pass (No. 253/left lane)... Timeslips for both runs are included. Running in Firebird's left lane and launching at 2,500 rpm both times, the 'Stang (No. 253) covered the quarter in an impressive fashion. However, had we been able to make more passes, we definitely could have lowered the Pony's e.t.s and raised mph-naturally aspirated and with nitrous-considerably. Unfortunately our NHRA rule-breaking e.t. and a 250-foot oil down by a Brand-X junkbox ended our night. ...which was immediately followed... ...which was immediately followed by this 150hp nitrous pass that put an end to our night, as 13.50 is the quickest e.t. permitted for convertibles without a rollbar. Coyote-powered, '11 Mus-tang GTs are born runners. Feed 'em a just few bolt-ons and a little nitrous, and you're on your way to owning a deceptively fast street 'Stang for a minimal investment.  This cigarette-lighter switch...  This cigarette-lighter switch serves as a super-stealth method of arming the nitrous system, and makes the overall wiring process simple. From the lighter plug, Chris added a weatherpack connector (making it fully removable) that links the plug to its 12v power wire on the NMU.  Our dyno tests were run with...  Our dyno tests were run with West Coast 91-octane pump gas and 100-150hp shots of juice. While custom PCM tuning and colder heat-range plugs such as Brisk's RR14S are recommended when using power adders on an '11 Coyote, we were not able to secure a set of the colder plugs for our project. As a workaround for not having cold plugs, the factory sparkers were gapped down to 0.030 -inch and the appropriate amounts of timing (for each horsepower level) were taken out of the JLT dyno calibration. The Blackout system is capable of injecting up to a 175hp shot of nitrous.  With the completed Blackout...  With the completed Blackout installation, you really have to look closely to see where the nitrous is on our '11 test 'Stang. The nozzle is the giveaway. Chris and Jesse shrewdly placed fuel and nitrous-feed lines coming from the NMU below the OEM radiator cover and out to the nozzle, and the fuel-supply hose into the NMU is hidden by the stock intake cover.
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