Performance Diary

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My Mustang wasn't completely stock after the initial fixes but it was close enough to get some baseline performance measurements. The only deviations from stock spec were hollowed out front cats, while the plugged up rear cats were replaced by two new el cheapo 2.5" straight-through mufflers. I also installed an MSD cap/rotor kit and a set of Taylor 8mm Spiro Pro spark plug wires to replace the worn out stock items. A baseline run on a Dynojet chassis dyno yielded 168rwhp @ 4500rpm and 218rwtq @ 3400rpm so that was nothing to get excited about!
Most of us can relate to 0-60mph acceleration times and the 1/4 mile ET / trap speed but I chose a real-world performance measurement; the 30-70mph acceleration time in kickdown. The 30-70 time reflects the ability of a vehicle to accelerate from the on-ramp onto the highway, is a very good measure of overtaking ability, and is close to the 0-60 time for most vehicles. It's easy to measure and doesn't require a tire-smoking standing start so the results are more accurate and reproducible.

1. Stock baseline: 30-70 = 7.5secs, 1/4 mile 16.03 @ 89.4
2. Free mods: 30-70 = 7.2secs, 1/4 mile 15.83 @ 90.6
3. Intake mods: 30-70 = 6.8secs, 1/4 mile 15.61 @ 92.3
4. 3.73:1 ring & pinion: 30-70 = 6.7secs, 1/4 mile 15.54 @ 92.7
5. ASP crank pulley, mufflers: 30-70 = 6.5secs, 1/4 mile 15.36 @ 93.8
6. Ported factory E7TE heads/lower intake manifold: 30-70 = 6.1secs, 1/4 mile 15.04 @ 95.0
7. Shift kit, aluminium driveshaft: 30-70 = 5.6secs, 1/4 mile 14.70 @ 97.7 (O/D off)
8. MAC long tube headers, modified H-pipe, 190lph fuel pump: 30-70 = 5.2secs, 1/4 mile 14.37 @ 100.3 (O/D off)
9. Crane 1.7 roller rockers, BBK adjustable FPR: 30-70 = 5.1secs, 1/4 mile 14.36 @ 100.6 (O/D off)
10. MM rear lower control arms, Bridgestone Turanza tires: 30-70 = 5.1secs, 1/4 mile 13.98 @ 101.3 (O/D off)
11. Replacement 4R70W transmission: 30-70 = 5.1secs, 1/4 mile 13.88 @ 101.2 (O/D off)
12. 111lb weight reduction: 30-70 = 4.9secs, 1/4 mile 13.66 @ 102.8 (O/D off)

My modifications transformed the Mustang from a car that could barely pull the skin off a rice pudding into a true muscle car, being faster than an original 1967 Shelby GT 500. In this configuration, it put down 229rwhp @ 5000rpm and 277rwtq @ 3800rpm on the Dynojet. A big improvement over stock and equivalent to 301hp and 357lbft at the flywheel when the 23-24% drivetrain loss through the automatic transmission and heavy stock torque converter is factored in. The engine itself was stock except for DIY-ported OEM heads/intake manifold and 1.7 ratio roller rockers so there was still plenty more performance potential left hidden under the table. With basic bolt-on mods already completed, my attention turned to the heads/cam/intake or "H/C/I" to improve engine breathing.

13. Edelbrock Performer intake manifold: 30-70 = 4.7secs, 1/4 mile 13.46 @ 104.5 (O/D off)

With the Edelbrock Performer intake manifold installed, the Mustang put down 244rwhp @ 5150rpm and 284rwtq @ 3950rpm on the Dynojet (see below), equivalent to 320hp and 365lbft at the flywheel.

Edelbrock Performer intake manifold

I found a good used upper/lower manifold from ebay but it looked oxidized and really needed sprucing up. After cleaning it and painting it with heat-resistant aluminium paint it looked much better. In order to use this manifold in a '94-'95 5.0L Mustang, a throttle body adapter elbow is required so I bought the Trick Flow 75mm elbow to match the throttle body size. Since the inlet to the Edelbrock upper manifold is only 70mm in diameter, I had to enlarge it to 75mm to smoothen the transition from the adapter elbow.
The manifold swap was easy and apart from replacing a couple of frayed rubber vacuum hoses, installation went without a hitch. Upon start-up the engine idled smoothly and there were no oil/coolant leaks. Throttle response was noticeably improved and the engine felt stronger at all speeds but especially above 3000rpm. It was definitely worth the effort and I was very happy with the 15rwhp/7rwtq gain on the Dynojet.

Dyno Runs

Baseline: 168rwhp @ 4500rpm, 218rwtq @ 3400rpm
(218hp/283lbft crank)

Mods 2-12: 229rwhp @ 5000rpm, 277rwtq @ 3800rpm
(301hp/357lbft crank)

Mod 13: 244rwhp @ 5150rpm, 284rwtq @ 3950rpm
(320hp/365lbft crank)

Future Mods

Two options: Keep the engine naturally-aspirated or add forced induction.

N/A: AFR 165cc pedestal-mount heads, Ford Racing 24lb/hr injectors, MAF calibration tube, 3000rpm stall torque converter, and Baumannator TCS. The useable rpm range will be extended to 6000rpm without losing low rpm torque, and a potential high 12-sec. 1/4 mile ET.

Forced Induction: Vortech V2-SQ trim centrifugal supercharger 8psi kit, dyno tune, and 3000rpm stall torque converter. Better bang-per-buck option than N/A and potential low 12-sec. 1/4 mile ET.