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It seems almost criminal to... It seems almost criminal to remove the works of art that are the factory Tri-Y manifolds after the Coyote engineers battled the accountants to spare our 5.0-liter from cast-iron manifolds. However, some things must be changed in the name of maximum performance. With big boost, a built engine, and more in the cards for this car, long-tubes were the next logical step. On The DynoYou might just breeze through the dyno numbers and think, OK, they made some good power. That’s how jaded we’ve become, but stop back and think about it for a moment. Sure we’re used to seeing 700-rwhp from upgraded GT500s, but this is a Mustang GT with a stock long-block. Sure it has a blower and some bolt-ons, but the engine is just the way the Coyote Team designed it. The potential of these engines is simply staggering. For now we can only imagine what wonders a built engine, larger cams, and more boost will bring. At this rate, we won’t have to imagine long, however.
| Whipple 2.9 | Pulley, Exhaust, & Fuel Upgrades | Difference |
| RPM | HP | TQ | HP | TQ | HP | TQ |
| 3,200 | 261.01 | 428.40 | 288.94 | 474.24 | 27.93 | 45.84 |
| 3,300 | 272.18 | 433.19 | 301.66 | 480.11 | 29.48 | 46.92 |
| 3,400 | 284.81 | 439.96 | 317.64 | 490.66 | 32.83 | 50.70 |
| 3,500 | 297.20 | 445.98 | 328.30 | 492.65 | 31.10 | 46.67 |
| 3,600 | 309.95 | 452.20 | 341.88 | 498.78 | 31.93 | 46.58 |
| 3,700 | 317.77 | 451.08 | 355.87 | 505.16 | 38.10 | 54.08 |
| 3,800 | 330.69 | 457.05 | 367.09 | 507.36 | 36.40 | 50.31 |
| 3,900 | 341.85 | 460.36 | 379.95 | 511.68 | 38.10 | 51.32 |
| 4,000 | 350.54 | 460.27 | 391.46 | 514.00 | 40.92 | 53.73 |
| 4,100 | 361.90 | 463.59 | 403.67 | 517.10 | 41.77 | 53.51 |
| 4,200 | 374.15 | 467.87 | 414.43 | 518.24 | 40.28 | 50.37 |
| 4,300 | 384.89 | 470.11 | 425.60 | 519.83 | 40.71 | 49.72 |
| 4,400 | 395.43 | 472.01 | 437.40 | 522.10 | 41.97 | 50.09 |
| 4,500 | 404.97 | 472.66 | 449.22 | 524.30 | 44.25 | 51.64 |
| 4,600 | 416.44 | 475.48 | 460.97 | 526.31 | 44.53 | 50.83 |
| 4,700 | 426.22 | 476.29 | 472.59 | 528.11 | 46.37 | 51.82 |
| 4,800 | 436.35 | 477.45 | 485.39 | 531.11 | 49.04 | 53.66 |
| 4,900 | 446.04 | 478.09 | 496.75 | 532.45 | 50.71 | 54.36 |
| 5,000 | 456.31 | 479.32 | 506.72 | 532.27 | 50.41 | 52.95 |
| 5,100 | 467.71 | 481.66 | 521.11 | 536.65 | 53.40 | 54.99 |
| 5,200 | 477.69 | 482.48 | 531.24 | 536.57 | 53.55 | 54.09 |
| 5,300 | 488.06 | 483.65 | 541.20 | 536.31 | 53.14 | 52.66 |
| 5,400 | 497.02 | 483.41 | 554.04 | 538.86 | 57.02 | 55.45 |
| 5,500 | 507.70 | 484.82 | 564.96 | 539.49 | 57.26 | 54.67 |
| 5,600 | 516.46 | 484.37 | 574.72 | 539.02 | 58.26 | 54.65 |
| 5,700 | 525.27 | 484.00 | 585.95 | 539.91 | 60.68 | 55.91 |
| 5,800 | 528.24 | 478.34 | 596.93 | 540.54 | 68.69 | 62.20 |
| 5,900 | 537.52 | 478.49 | 605.31 | 538.84 | 67.79 | 60.35 |
| 6,000 | 545.80 | 477.76 | 616.29 | 539.47 | 70.49 | 61.71 |
| 6,100 | 551.82 | 475.12 | 623.63 | 536.95 | 71.81 | 61.83 |
| 6,200 | 558.95 | 473.49 | 632.55 | 535.85 | 73.60 | 62.36 |
| 6,300 | 560.98 | 467.67 | 641.79 | 535.04 | 80.81 | 67.37 |
| 6,400 | 569.50 | 467.36 | 645.27 | 529.54 | 75.77 | 62.18 |
| 6,500 | 574.70 | 464.37 | 653.28 | 527.86 | 78.58 | 63.49 |
| 6,600 | 578.16 | 460.08 | 661.51 | 526.42 | 83.35 | 66.34 |
| 6,700 | 584.55 | 458.23 | 664.53 | 520.92 | 79.98 | 62.69 |
| 6,800 | 588.01 | 454.16 | 672.76 | 519.62 | 84.75 | 65.46 |
| 6,900 | 589.13 | 448.43 | 677.74 | 515.88 | 88.61 | 67.45 |
| 7,000 | 594.54 | 446.09 | 679.66 | 509.95 | 85.12 | 63.86 |
| 7,100 | 589.27 | 435.90 | 685.47 | 507.07 | 96.20 | 71.17 |
| 7,200 | 590.30 | 430.60 | 678.18 | 494.71 | 87.88 | 64.11 |
| 7,300 | 595.07 | 428.13 | 680.26 | 489.43 | 85.19 | 61.30 |
| 7,400 | 601.26 | 426.74 | 689.08 | 489.07 | 87.82 | 62.33 |
| 7,500 | 603.42 | 422.57 | 692.01 | 484.60 | 88.59 | 62.03 |
| 7,600 | 604.94 | 418.05 | 695.72 | 480.79 | 90.78 | 62.74 |
 Looking quite modest next...  Looking quite modest next to American Racing Headers 17?8-inch headers (PN ARH-MST-CY78NC; $1,484.90) and the stock manifolds. While they are available in 13?4-inch version as well, Jared spec'd the big ones in keeping with the plans for this car.  Installing the headers is...  Installing the headers is straightforward. On the driver side you need to disconnect the steering shaft. It's also helpful to remove the motor mount and its support bracket and slightly lower the K-member. To accomplish all this, it's obviously crucial to have access to a lift, and properly support the engine and transmission. As you get them into place, ARH recommends that you re-use the factory gaskets, which are top shelf.  Behind the big-tube ARH headers,...  Behind the big-tube ARH headers, Jesse installed the matching 3-inch X-pipe, which joins with the preexisting 3-inch Magnaflow system out back. It installs with factory-style band clamps.
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