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Bolt-On Dyno Test - The Main EventBattle for Bolt-On Supremacy From the October, 2012 issue of 5.0 Mustang & Super Fords By K.J. Jones Photography by Drew Phillips
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We admit the number of stories on these pages highlighting cold-air-induction systems, larger throttle bodies, exhaust pieces, and PCM calibrations may number somewhere close to the thousands at this point. However, the basic bolt-on report you're about to read is a first. We take a bone-stock V-8 Mustang from each of the popular late-model platforms and pit them against one another in a test to see which is the most receptive to entry-level upgrades. You might wonder why? That question is best answered by Editor Turner. "While reading one of KJ's Coyote bolt-on stories, I began to wonder how the average gains of the latest Mustangs stacked up to the gains on earlier Ponies," Steve says. "By testing the same bolt-on parts on each generation that we cover--on the same dyno--not only do we see how far power has come in the last 33 years, but it also reveals that Mustangs of all eras still respond to the basic, affordable bolt-ons." To pull this deal off, we turned to our friends at GTR High Performance in Rancho Cucamonga, California, for assistance locating suitable participants, and their time, expertise, and Dynojet chassis dyno.  While you'll find a complete...  While you'll find a complete breakdown of the parts we tested elsewhere in this article, we have to give props and sincere thanks to all of the aftermarket companies that participated. Improving induction and exhaust is the essence of most entry-level bolt-ons. For our study of the products' collective worth, selection was based on availability of parts. This means a piece that can be purchased for a Fox has to be available (from the same company) for an S197, and so on.  You'll note that underdrive...  You'll note that underdrive pulleys are not included. No, we didn't forget--they certainly do qualify as basic-- they're just not available on '11-'13 Ponies. And, for those of you wondering why BBK Performance's pieces weren't exclusively used? We acknowledge that BBK Performance makes 99.99 percent of the products (CAI, throttle body, exhaust systems) for each Pony in our study, but we felt mixing things up would present more real-world packages.  GTR's Eddie Zapata (left)...  GTR's Eddie Zapata (left) and co-owner Ricardo Topete handled all of the loading, testing, and unloading of Mustangs on the chassis dyno during this marathon. We made more than 100 total pulls on GTR's Dynojet over the course of three days. Whew! Using similar stock Mustangs--all with manual transmissions--is just as crucial. In referring to our test Mustangs as bone-stock, we're saying their engines are not modified in any way (an exception was made for the '91 LX's distributor cap and wires). As you'll see, some of the cars do have upgraded suspensions or cosmetic changes. Concessions also were made for such mods, as they don't in any way affect the performance-increase percentages that are our focus. Yes, our research is headlined as a bolt-on battle on the cover of this issue. However, it's important that you understand we are not comparing similar products that are produced by different aftermarket companies. We also aren't providing you with detailed installation insights or emphasizing the effects of the tested parts on an individual basis. To the contrary, the results of this unique venture will show you the differences in their collective impact on power and torque for each engine platform. Everyone we told about this project thinks it's a cool concept, and quite frankly, we find it hard to argue with them. Read on and see what our tests revealed. While Coyote is as hot as fish grease now, Mustang engines that precede the newest 5.0 are still solid bang-for-the-buck players in their own rights. Horse Sense: If we had a buck for every time we've heard "What's the best Mustang engine to modify?" and "Which engine makes the most power with basic bolt-ons?" It's a pretty good bet that we would be able to front a Mega Millons winner a sizable loan.  Oil levels were checked on...  Oil levels were checked on each Mustang before it was run on the dyno (baseline and after parts were installed).  Maintaining consistent air...  Maintaining consistent air pressure (manufacturer's recommended) in the rear tires is critical for accurate performance data. After each Mustang is loaded on the Dynojet, Ricardo verifies air pressure is 32-33 psi and adjusts it accordingly.  Although all of the parts...  Although all of the parts we're using are technically no-tune-required bolt-ons, such groups are typically optimized by making timing, fuel, and other changes in a Mustang's PCM. SCT's hand-held programmer is used for the OBD-II processors that are standard in '96-up Ponies. EEC-IV (OBD I) computers in Fox Mustangs are similarly manipulated with SCT multi-program switch chips, which connect directly into the PCM. For all of our dyno work--non-tuning and tuning--the Mustangs were filled with 91-octane pump fuel. (That's the best pump gas Cali has to offer.--Ed.)  Although all of the parts...  Although all of the parts we're using are technically no-tune-required bolt-ons, such groups are typically optimized by making timing, fuel, and other changes in a Mustang's PCM. SCT's hand-held programmer is used for the OBD-II processors that are standard in '96-up Ponies. EEC-IV (OBD I) computers in Fox Mustangs are similarly manipulated with SCT multi-program switch chips, which connect directly into the PCM. For all of our dyno work--non-tuning and tuning--the Mustangs were filled with 91-octane pump fuel. (That's the best pump gas Cali has to offer.--Ed.)  With an intent to keep all...  With an intent to keep all controllable variables--such as engine temperature--consistent for each test, Ricardo uses a fan to dissipate heat between dyno runs. It was interesting to see the differences in how all of the engines performed with the same base coolant temp of 190 degrees.  SCT tuning for the New Edge,...  SCT tuning for the New Edge, S197, and Coyote Mustangs was done by way of email between Ricardo and our friend Chris Jones of Blow-By Racing in Margate, Florida. Chris has a large database of calibrations that optimize the performance of each engine when equipped with the same upgrades we're testing. Ricardo's initial email typically includes the strategy code and serial number of the SCT handheld flash tuner, as well as the mods that have been made on the Mustang being tuned.
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BASELINE |
CAI |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 156.01 | 273.13 | 12.96 | 158.54 | 277.56 | 13.12 |
| 3,000 | 183.52 | 275.39 | 13.11 | 184.92 | 277.50 | 13.32 |
| 3,500 | 200.57 | 263.35 | 13.35 | 202.96 | 266.50 | 13.56 |
| 4,000 | 205.43 | 239.76 | 13.34 | 207.53 | 242.22 | 13.50 |
| 4,500 | 205.58 | 215.90 | 13.33 | 206.95 | 217.39 | 13.48 |
| 5,000 | 203.60 | 209.60 | 13.32 | 205.67 | 211.80 | 13.49 |
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TB |
AFTER-CAT |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 163.52 | 286.28 | 13.16 | 155.62 | 272.44 | 12.99 |
| 3,000 | 191.29 | 287.05 | 13.35 | 185.42 | 278.25 | 13.26 |
| 3,500 | 207.17 | 272.02 | 13.55 | 203.18 | 266.79 | 13.44 |
| 4,000 | 210.91 | 246.16 | 13.39 | 209.91 | 245.00 | 13.35 |
| 4,500 | 210.01 | 220.61 | 13.40 | 210.73 | 221.36 | 13.33 |
| 5,000 | 207.12 | 213.30 | 13.43 | 210.13 | 216.41 | 13.33 |
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X |
TUNE |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 156.71 | 274.36 | 13.12 | 156.96 | 274.79 | 13.07 |
| 3,000 | 187.86 | 281.90 | 13.23 | 188.18 | 282.39 | 13.26 |
| 3,500 | 210.32 | 276.15 | 13.44 | 212.62 | 279.17 | 13.48 |
| 4,000 | 218.18 | 254.65 | 13.25 | 219.56 | 256.26 | 13.34 |
| 4,500 | 219.44 | 230.51 | 13.23 | 220.83 | 231.97 | 13.32 |
| 5,000 | 216.47 | 222.92 | 13.23 | 218.82 | 225.35 | 13.35 |
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DIFF |
| RPM |
HP |
TQ |
| 2,500 | 0.95 | 1.66 |
| 3,000 | 4.66 | 7.00 |
| 3,500 | 12.05 | 15.82 |
| 4,000 | 14.13 | 16.50 |
| 4,500 | 15.25 | 16.07 |
| 5,000 | 15.22 | 15.75 |
1) K&N FIPK (PN 57-2502; $250)
2) DynoMax After-Cat Exhaust System (PN 17393; $360)
3) BBK 70mm Throttle Body w/EGR Spacer (PN 1500; $250)
4) BBK X-Shape Pipe (PN 1509; $350)
5) SCT Eliminator Multi-Program Switch Chip (PN 6600; $325)  Our pushrod Fox player belongs...  Our pushrod Fox player belongs to Rob Bieskche (pronounced Bisch-Ski). Rob's '91 LX is sinfully stock, with the exception of an MSD distributor cap and Ford Racing Performance Parts ignition wires, which are OK for this effort.  It pumped out 209.87 rear-wheel...  It pumped out 209.87 rear-wheel horsepower and 275.42 lb-ft of peak torque in its baseline run on the dyno. Not too shabby for a 21-year-old 5.0 with 198,000 miles on it.  Before making the first dyno...  Before making the first dyno pull, Ricardo verifies the timing on Rob's Fox is set at the factory 10 degrees of advance.  K&N's Fuel Injection Performance...  K&N's Fuel Injection Performance Kit is an easily installed upgrade over a Fox 'Stang's OEM airbox/silencer combination. The 12.25-inch conical filter element replaces the entire box and rests in the perfect draw area for intake air.  The diameter difference between...  The diameter difference between an '86-'93 5.0's factory throttle body (right), and the BBK replacement we're testing is 10mm larger (60mm to 70mm). While this change doesn't score a major increase alone, the increased air volume is a big contributor to power gains when all of the upgrades are installed.  The new throttle body is installed...  The new throttle body is installed with a matching (70mm) EGR spacer, but the Fox's OEM intake manifold is only 60mm. After outlining the 70mm's gasket against the manifold's throttle-body bore, Eddie carefully opens up the bore to match the new piece.  After installing the new throttle...  After installing the new throttle body, Ricardo verifies the throttle-position signal (to the PCM) is accurate at 0.99 volts.  A saw of some sort is required...  A saw of some sort is required for removing the factory exhaust on all '86-'93 5.0 LX and GT Mustangs. There's no way around it--the system really seems to be designed for lifetime residence on a Fox.  This photo shows how restricted...  This photo shows how restricted the OEM exhaust system is on Fox 'Stangs. The original tubes (right) measure 2-1/4 inches and are severely choked down by four catalytic converters.  We conducted our exhaust tests...  We conducted our exhaust tests with the converters in place and a DynoMax 2-1/2-inch after-cat system first (featuring Ultra Flo mufflers), and then replaced the converters with BBK's 2-1/2-inch X-shaped crossover tubing.  Here’s a look at the inner...  Here’s a look at the inner workings of Rob’s Pony’s PCM. Before the SCT chip is installed, you must open the processor, slightly modify its case for chip clearance, and thoroughly clean the J3 port.  Similar to the assistance...  Similar to the assistance Blow-By Racing's Chris Jones provides for tuning OBD-II Mustangs, Ken Christley of Kenne Bell is our local hero for burning OBD I chip calibrations. After all of the bolt-ons are installed and tested, Ken modified the stock tune by adding approximately 5 degrees of timing, and making a slight fuel increase to optimize air/fuel WOT at 12.8.
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BASELINE |
CAI |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 117.66 | 247.19 | 14.69 | 118.14 | 248.20 | 14.95 |
| 3,000 | 142.12 | 248.80 | 13.26 | 144.74 | 253.39 | 14.44 |
| 3,500 | 175.23 | 262.94 | 13.31 | 176.94 | 265.52 | 14.44 |
| 4,000 | 202.65 | 266.08 | 12.29 | 209.88 | 275.58 | 13.46 |
| 4,500 | 224.83 | 262.41 | 12.11 | 232.42 | 271.27 | 13.23 |
| 5,000 | 230.04 | 241.65 | 12.15 | 238.73 | 250.77 | 13.14 |
| 5,500 | 223.13 | 213.07 | 12.15 | 232.91 | 222.42 | 12.84 |
| 5,700 | 220.81 | 203.46 | 12.28 | 229.93 | 211.86 | 12.73 |
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TB |
AFTER-CAT |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 119.37 | 250.78 | 14.59 | 118.46 | 248.86 | 14.42 |
| 3,000 | 145.72 | 255.12 | 14.19 | 144.51 | 253.00 | 14.19 |
| 3,500 | 180.30 | 270.56 | 14.26 | 178.39 | 267.69 | 14.01 |
| 4,000 | 210.27 | 276.09 | 13.43 | 209.57 | 275.17 | 13.45 |
| 4,500 | 233.29 | 272.28 | 13.42 | 233.18 | 272.16 | 13.34 |
| 5,000 | 239.53 | 251.61 | 13.35 | 239.66 | 251.75 | 13.08 |
| 5,500 | 232.40 | 221.93 | 13.05 | 233.72 | 223.19 | 13.10 |
| 5,700 | 228.65 | 210.68 | 12.92 | 231.15 | 212.99 | 13.17 |
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X |
TUNE |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 119.45 | 250.94 | 14.03 | 119.27 | 250.58 | 12.72 |
| 3,000 | 143.02 | 250.38 | 13.69 | 146.28 | 256.09 | 12.79 |
| 3,500 | 183.71 | 275.67 | 13.76 | 187.06 | 280.70 | 13.12 |
| 4,000 | 218.21 | 286.50 | 12.96 | 219.66 | 288.42 | 12.75 |
| 4,500 | 241.49 | 281.86 | 13.05 | 242.52 | 283.06 | 12.82 |
| 5,000 | 252.19 | 264.91 | 13.00 | 252.73 | 265.48 | 12.83 |
| 5,500 | 248.29 | 237.10 | 12.82 | 247.90 | 236.73 | 12.78 |
| 5,700 | 244.95 | 225.70 | 12.80 | 244.39 | 225.19 | 12.78 |
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DIFF |
| RPM |
HP |
TQ |
| 2,500 | 1.61 | 3.39 |
| 3,000 | 4.16 | 7.29 |
| 3,500 | 11.83 | 17.76 |
| 4,000 | 17.01 | 22.34 |
| 4,500 | 17.69 | 20.65 |
| 5,000 | 22.69 | 23.83 |
| 5,500 | 24.77 | 23.66 |
| 5,700 | 23.58 | 21.73 |
1) K&N FIPK (PN 57-2519-3; $205)
2) DynoMax After-Cat Exhaust System (PN 19311; $445)
3) BBK 70mm Throttle Body (PN 1700; $205)
4) BBK X-Shape Pipe (PN 1669; $220)
5) SCT SF3 Ford Power Flash Tuner (PN 3015; $380)  The Two-Valve 4.6 participant...  The Two-Valve 4.6 participant in our test belongs to Reyes JR De La Cruz. The '02 GT actually is new to Reyes (he acquired it just before our test date), with 91,470 miles on its virginal Two-Valve powerplant. Baseline power and torque for the New Edge came in at 231.96 hp and 268.10 lb-ft.  The Two-Valve 4.6 participant...  The Two-Valve 4.6 participant in our test belongs to Reyes JR De La Cruz. The '02 GT actually is new to Reyes (he acquired it just before our test date), with 91,470 miles on its virginal Two-Valve powerplant. Baseline power and torque for the New Edge came in at 231.96 hp and 268.10 lb-ft.  As K&N CAI's go, installation...  As K&N CAI's go, installation becomes a little more involved with each late-model Mustang platform. This New Edge system requires more assembly than the Fox piece, but its fitment is equally as clean, and it definitely promotes a much smoother air path than the restrictive OEM tube.  Two-Valve 4.6s are fitted...  Two-Valve 4.6s are fitted with 65mm throttle bodies (top). BBK enlarges the opening of its replacement piece to 70 mm (a bolt-on 75mm unit also is available).  Just as we did for the Fox...  Just as we did for the Fox throttle body, the plenum's bore on Reyes' 4.6 is enlarged to match the 70mm BBK we're installing.  As a general rule, replacing...  As a general rule, replacing both throttle body and plenum is the more-popular upgrade for stock Two-Valves. We're taking the smaller route for the sake of parts consistency. However, BBK's all-in-one 78mm unit is a direct swap that makes good steam.  Like the Fox 'Stangs, '96-'04...  Like the Fox 'Stangs, '96-'04 (SN-95/New Edge) Ponies also sport a foursome of super-restrictive catalytic converters.  Taking down the OEM exhaust...  Taking down the OEM exhaust on Reyes' '02 is also a cut-the-tails proposition. GTR's Jose Serrano handles this removal, using liberal dose of WD-40 to help dislodge the stock mufflers from their hangers.  DynoMax's Two-Valve 4.6-liter...  DynoMax's Two-Valve 4.6-liter 2-1/2-inch after-cat system features the company's polished Ultra Flo welded mufflers. The upgrades bolt on without drama and sound great.  Aligning tailpipes (polished,...  Aligning tailpipes (polished, 3-inch stainless-steel tails are included with the DynoMax Two-Valve system) is one of the final--and most challenging--aspect of an after-cat installation. While the pipes for our New Edge mimics the factory tailpipe routing, two people are necessary to set the tails perfectly in the rear-bumper cutouts.
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BASELINE |
CAI |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 135.00 | 283.62 | 13.66 | 132.05 | 277.41 | 14.71 |
| 3,000 | 161.92 | 283.47 | 13.04 | 158.78 | 277.98 | 14.27 |
| 3,500 | 197.63 | 296.56 | 12.71 | 193.52 | 290.40 | 13.80 |
| 4,000 | 235.86 | 309.69 | 12.62 | 233.97 | 307.20 | 13.83 |
| 4,500 | 267.21 | 311.88 | 12.48 | 263.84 | 307.94 | 13.71 |
| 5,000 | 285.09 | 299.47 | 12.48 | 282.04 | 296.26 | 13.83 |
| 5,500 | 285.86 | 272.98 | 12.66 | 288.04 | 275.06 | 13.81 |
| 6,000 | 282.58 | 247.36 | 12.61 | 288.65 | 252.67 | 13.84 |
| 6,100 | 279.96 | 241.04 | 12.57 | 286.14 | 246.37 | 13.83 |
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TB |
AFTER-CAT |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 131.63 | 276.52 | 14.58 | 130.10 | 273.33 | 14.95 |
| 3,000 | 157.81 | 276.29 | 14.14 | 156.21 | 273.48 | 14.80 |
| 3,500 | 191.47 | 287.31 | 13.90 | 192.87 | 289.41 | 14.52 |
| 4,000 | 231.59 | 304.08 | 13.85 | 233.71 | 306.86 | 14.18 |
| 4,500 | 264.41 | 308.61 | 13.71 | 266.91 | 311.51 | 13.76 |
| 5,000 | 284.57 | 298.91 | 13.78 | 287.49 | 301.99 | 13.93 |
| 5,500 | 290.09 | 277.02 | 13.98 | 294.69 | 281.41 | 13.93 |
| 6,000 | 290.48 | 254.27 | 13.95 | 292.95 | 256.44 | 13.88 |
| 6,100 | 289.11 | 248.92 | 0.00 | 294.06 | 253.19 | 13.92 |
|
X |
TUNE |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 136.75 | 287.29 | 14.35 | 135.57 | 284.80 | 13.24 |
| 3,000 | 164.34 | 287.72 | 14.06 | 164.95 | 288.78 | 13.05 |
| 3,500 | 201.50 | 302.36 | 13.90 | 197.93 | 297.00 | 12.74 |
| 4,000 | 245.92 | 322.90 | 13.85 | 244.07 | 320.47 | 12.54 |
| 4,500 | 281.67 | 328.74 | 13.57 | 281.71 | 328.79 | 12.43 |
| 5,000 | 303.71 | 319.02 | 13.80 | 305.04 | 320.42 | 12.56 |
| 5,500 | 306.65 | 292.84 | 13.81 | 311.74 | 297.69 | 12.52 |
| 6,000 | 305.39 | 267.33 | 13.76 | 306.93 | 268.68 | 12.53 |
| 6,100 | 306.13 | 263.58 | 13.73 | 305.01 | 262.61 | 12.47 |
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DIFF |
| RPM |
HP |
TQ |
| 2,500 | 0.57 | 1.18 |
| 3,000 | 3.03 | 5.31 |
| 3,500 | 0.30 | 0.44 |
| 4,000 | 8.21 | 10.78 |
| 4,500 | 14.50 | 16.91 |
| 5,000 | 19.95 | 20.95 |
| 5,500 | 25.88 | 24.71 |
| 6,000 | 24.35 | 21.32 |
| 6,100 | 25.05 | 21.57 |
1) K&N FIPK (PN 57-2565; $250)
2) DynoMax After-Cat Exhaust System (PN 39460; $390)
3) BBK 62mm Throttle Body (PN 1763; $320)
4) BBK X-Shape Pipe (PN 1769; $280)
5) SCT SF3 Power Flash Tuner (PN 3015; $380)  Representing S197s is Tony...  Representing S197s is Tony Williams' 36,946-mile '05 Mustang GT convertible. Like all of our testers, Tony's Pony is untouched.  It laid down a robust baselines...  It laid down a robust baselines of 290.10 hp and 315.86 lb-ft of torque at the wheels.  The K&N cold-air system for...  The K&N cold-air system for '05-'10 Mustangs is another kit that requires a little construction quickly taken care of with handtools. Of all the no-tune CAIs we installed, the Three-Valve unit seemed to create the leanest air/fuel ratio. Having tested this piece in a previous effort, we know that it definitely shines independently when it's installed with a tune.  BBK Performance provides 7...  BBK Performance provides 7 mm of additional throttle-body diameter with its twin-bore replacement for the stock 55mm piece (top).  Three-Valve throttle-body...  Three-Valve throttle-body swapping requires installing the OEM throttle-activation motor and TPS on the BBK piece. As a drive-by-wire unit, throttle-position voltage must be verified before removing the stocker (Tony's is 1.20), and then duplicated (within 1.19-1.31) when the upgrade is in place. The PCM will kick into Fail Safe mode if TPS voltage falls outside the recommended parameters.  Three-Valve throttle-body...  Three-Valve throttle-body swapping requires installing the OEM throttle-activation motor and TPS on the BBK piece. As a drive-by-wire unit, throttle-position voltage must be verified before removing the stocker (Tony's is 1.20), and then duplicated (within 1.19-1.31) when the upgrade is in place. The PCM will kick into Fail Safe mode if TPS voltage falls outside the recommended parameters.  Here is a look at the Three-Valve...  Here is a look at the Three-Valve 4.6 DynoMax 3-inch after-cat system with its 4-inch stainless-steel-tipped Ultra Flo Bullet mufflers (right) and the heavier, restrictive factory tail pipes. Notice how dramatically different the curvature is between the two systems? The factory setup has far too many bends--especially in the over-the-axle tubing. Gases actually travel backward slightly (toward the front of the car) before being channeled toward to the mufflers.  Obviously, the catalytic converters...  Obviously, the catalytic converters are the biggest downfall of the stock H-pipe, as is its 2-1/2-inch diameter. Nixing the cats and increasing the tube size with BBK's X-shaped, 3-inch crossover brings a lot out of an S197's Three-Valve engine, especially on the torque side.  Final fitting of the X-shaped...  Final fitting of the X-shaped crossover tubing and exhaust pipes is an exercise in rotating, pushing, and pulling in order to find the correct positioning for the exhaust tips.  Ricardo loads Chris Jones's...  Ricardo loads Chris Jones's all-bolt-ons PCM calibration using SCT's SF3 flash device. Blow-By sets up similarly configured Three-Valves with 30 degrees of (total) timing.  While this map was effective,...  While this map was effective, it still rendered air/fuel a little too much on the lean side for our liking. To optimize air/fuel, Ricardo richens fuel by 8 percent.
|
BASELINE |
CAI |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 145.73 | 306.16 | 12.08 | 146.25 | 307.24 | 12.71 |
| 3,000 | 181.53 | 317.80 | 12.18 | 186.49 | 326.48 | 12.69 |
| 3,500 | 230.58 | 346.00 | 12.44 | 232.28 | 348.55 | 12.54 |
| 4,000 | 276.06 | 362.47 | 12.28 | 278.37 | 365.50 | 12.70 |
| 4,500 | 320.52 | 374.08 | 12.62 | 323.06 | 377.06 | 12.70 |
| 5,000 | 351.66 | 369.40 | 12.63 | 353.58 | 371.41 | 12.76 |
| 5,500 | 370.84 | 354.13 | 12.75 | 373.54 | 356.71 | 12.73 |
| 6,000 | 381.72 | 334.15 | 12.55 | 386.20 | 338.06 | 12.63 |
| 6,500 | n/a | n/a | n/a | n/a | n/a | n/a |
| 6,700 | n/a | n/a | n/a | n/a | n/a | n/a |
|
TB |
AFTER-CAT |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 146.67 | 308.10 | 12.27 | 144.78 | 304.16 | 12.07 |
| 3,000 | 189.75 | 332.19 | 12.26 | 185.22 | 324.25 | 12.17 |
| 3,500 | 235.58 | 353.51 | 12.15 | 233.23 | 349.98 | 12.27 |
| 4,000 | 281.99 | 370.26 | 12.33 | 280.96 | 368.92 | 12.37 |
| 4,500 | 322.99 | 376.98 | 12.35 | 326.13 | 380.64 | 12.65 |
| 5,000 | 354.47 | 372.34 | 12.41 | 356.90 | 374.89 | 12.73 |
| 5,500 | 379.98 | 362.86 | 12.47 | 384.68 | 367.34 | 12.72 |
| 6,000 | 388.48 | 340.06 | 12.47 | 393.33 | 344.31 | 12.63 |
| 6,500 | n/a | n/a | n/a | n/a | n/a | n/a |
| 6,700 | n/a | n/a | n/a | n/a | n/a | n/a |
|
X |
TUNE |
| RPM |
HP |
TQ |
AF |
HP |
TQ |
AF |
| 2,500 | 149.42 | 313.91 | 11.71 | 153.12 | 321.67 | 12.85 |
| 3,000 | 187.59 | 328.41 | 11.63 | 178.80 | 313.01 | 12.66 |
| 3,500 | 237.50 | 356.39 | 11.88 | 240.71 | 361.21 | 12.95 |
| 4,000 | 283.96 | 372.85 | 11.98 | 288.10 | 378.27 | 12.95 |
| 4,500 | 326.73 | 381.34 | 11.95 | 335.45 | 391.52 | 12.90 |
| 5,000 | 357.15 | 375.15 | 12.24 | 358.66 | 376.75 | 12.87 |
| 5,500 | 382.50 | 365.26 | 12.42 | 387.40 | 369.94 | 12.92 |
| 6,000 | 390.13 | 341.50 | 12.68 | 391.36 | 342.58 | 12.90 |
| 6,500 | 404.37 | 326.74 | 12.61 | 404.41 | 326.77 | 12.83 |
| 6,700 | 402.12 | 315.22 | n/a | 404.15 | 316.81 | 12.76 |
|
DIFF |
| RPM |
HP |
TQ |
| 2,500 | 7.39 | 15.51 |
| 3,000 | -2.73 | -4.79 |
| 3,500 | 10.13 | 15.21 |
| 4,000 | 12.04 | 15.80 |
| 4,500 | 14.93 | 17.44 |
| 5,000 | 7.00 | 7.35 |
| 5,500 | 16.56 | 15.81 |
| 6,000 | 9.64 | 8.43 |
| 6,500 | 404.41 | 326.77 |
| 6,700 | 404.15 | 316.81 |
1) K&N AirCharger Intake System (PN 63-2578; $340)
2) DynoMax After-Cat Exhaust System (PN 39505; $440)
3) BBK 85mm Throttle Body (PN 1821: $470)
4) BBK Cat-Delete Pipes (PN 1674; $130)
5) BBK X-Shape Pipe (PN 1460; $170)
6) SCT SF3 Power Flash Tuner (PN 3015; $380)  Coyotes are the talk of 'Stangland...  Coyotes are the talk of 'Stangland these days, and Saoud Aseeri's black '11 GT is the perfect lump of clay for an effort like this. It's still under warranty (17,285 miles) and scored 380 horsepower and 375.06 lb-ft of torque in its baseline dyno test.  Coyotes are the talk of 'Stangland...  Coyotes are the talk of 'Stangland these days, and Saoud Aseeri's black '11 GT is the perfect lump of clay for an effort like this. It's still under warranty (17,285 miles) and scored 380 horsepower and 375.06 lb-ft of torque in its baseline dyno test.  The all-new Coyote Aircharger...  The all-new Coyote Aircharger system (left) features a larger-diameter, smoother-flowing intake tube, and an enclosed airbox that's larger (wider and deeper) than the factory piece. The new box supports a free-flowing conical element versus the panel-style filter that is designed for the stock airbox.  Unlike CAI systems by other...  Unlike CAI systems by other manufacturers, the OEM Induction Sound Tube cannot be used with K&N's Coyote kit, and so is discarded.  Officially, our test results...  Officially, our test results highlight the Aircharger's contribution to Saoud's '11 'Stang with its lid sealed, per the system's design. However, we also made a few unofficial dyno runs with the top removed and recorded the differences in performance.  Officially, our test results...  Officially, our test results highlight the Aircharger's contribution to Saoud's '11 'Stang with its lid sealed, per the system's design. However, we also made a few unofficial dyno runs with the top removed and recorded the differences in performance.  Changing a Coyote's throttle-body...  Changing a Coyote's throttle-body is "the simplest parts swap known to all mankind," according to GTR head wrench Ricardo Topete. The four-bolt upgrade for this project is highlighted by BBK's 85mm 'body (right), which literally plugs-and-plays directly over the stock intake manifold's 85mm throttle-body bore.  Ford gives 'Stangs a bigger-than-ever...  Ford gives 'Stangs a bigger-than-ever exhaust (2-3/4-inch) for '11-'13. However, despite its larger diameter, the OEM tubing is designed with crimps and reductions that are detrimental to good performance.  After dropping the stock catalysts,...  After dropping the stock catalysts, a cleaner and smoother 3-inch, X-shaped BBK crossover is raised into position. Not only does the exhaust look better, it also sounds much better linked to DynoMax Ultra Flo mufflers.  After dropping the stock catalysts,...  After dropping the stock catalysts, a cleaner and smoother 3-inch, X-shaped BBK crossover is raised into position. Not only does the exhaust look better, it also sounds much better linked to DynoMax Ultra Flo mufflers.  For Coyotes, Blow-By Racing's...  For Coyotes, Blow-By Racing's Chris Jones tweaks Copperhead logic to increase total timing to 29 degrees and, more importantly, raises the rev limiter to 7,000 rpm. As we explained, publishing dyno results has long been our bread-and-butter method of validating high-performance parts for late-model Mustangs. For this exercise, we decided to go a step farther with our data, quantifying total power and torque gains by their overall percentages. In a nutshell, percentage change is all about comparing old to new values. To calculate percentage (performance) increase for the bolt-on groups we tested, we used a basic math formula, plugging in each package's baseline and final power/torque numbers. Step 1: Subtract baseline power/torque value from final power/torque value Step 2: Divide the result by the baseline power/torque value (it will be a decimal number) Step 3: Convert that number into a percentage--multiply it by 100 and then add a "%" sign As you see in the chart, top performance was split across two platforms when examined in this fashion. The Coyote proved to respond best from a horsepower standpoint. Surprisingly, the Two-Valve engine rocked all players by a ton in the torque department. Despite the New Edge surprise, the data plays out the way we thought it would overall; we believe the results would be similar had components from other manufacturers been used. Now when you're shopping for your next project 'Stang, you know how it will respond to its first round of mods.
| Mustang |
Power Increase |
Torque Increase |
| Fox 5.0 | 6.38% | 3.34% |
| New Edge 2V 4.6 | 9.05% | 8.32% |
| S197 3V 4.6 | 7.49% | 4.21% |
| Coyote 5.0 | 9.20% | 4.45% |
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