How did you do the ride height calibration? The early GT350/GT350R's had different calibration processes. The GT350 calibration was at static ride height (car sitting on level ground) and the R was at full droop (car on a lift in the air). That may have changed in later model years.The...

Have you checked to see if the rear ride height sensors are correctly installed and connected after the work was complete? If not, they might have put the VDM module into some kind of confused state and blocked the function of the magride shocks. I've never touched my rear sensors, so I'm...

And, 206 degrees F at full tilt is might be perfect but it sounds a little low. Did Bill say anything about that? Is that because you're measuring the temperature where the oil goes into the engine rather than after it comes out and collects in the sump on a regular engine?

Sounds good, looks good, it's got it all. Maybe have a look at oil pressure - looks like it's topping out at around 75 PSI (5.2 bar) at 7K+ RPM. Maybe check to make sure the sensor's calibrated correctly.

Exactly. We agree.What I was talking about with pressure at the gauge and at the engine is that while the layout drawing in Post 12 shows the sender on the engine, in Post 18 the OP says "My oil pressure sender is located in the small port of the M-6881-M50A Ford Racing Remote Oil Filter...

I'd expect that if the check valve was both working and installed backwards, he'd have lots of oil pressure at the sensor which is upstream of the valve and none in the engine which is downstream. As you say, though, if the pan has enough oil, he shouldn't need the Accusump. Maybe a test drive...

I looked at the oil pressure trace and RPM again with the thought of the Accusump in mind. Whatever is dropping the oil pressure has to run the Accusump out of oil in the process. If the Accusump is static-pressurized with 10PSI air, then at 90 PSI, a 2.5 quart unit will hold about 2.2 quarts...

The current theory is that when he had narrower tires on narrower wheels with a different offset, he could tip the knuckle and tire assembly further in using the slotted holes in the strut. Tipping it in gave him more negative camber. Wider rims and tires had to be tipped outward so the tires...

Maybe an Accusump? It's only just a little bit more money.

I just picked up a set of 305/30x19 Trofeo R's for this track season. I ran them a few years ago and liked them A LOT. They handle and they live through a lot more heat cycles than anything else I've driven. My experience is that they're the most expensive street-legal track tire to buy and...

I might be missing something obvious, but the oil pressure doesn't make any sense in respect of the RPM profile. Yes, it's low on braking and cornering in T1, but then as you bring the revs up onto the T2 straight, it's flat for a while and then when the revs drop as you're shifting, the oil...

My thought was that if you have to keep the top of the tire away from the strut to make room for the spring and its perch, the tire has to stand up straighter (less negative camber) than it would if the top of the tire could be angled in closer to the strut body. I had coilovers on a couple of...

It does seem odd. Does the lower spring perch on the Ohlins kit sit above the top of the tire? If not, it could be part of the problem.

Your bearing is fine. And the parking brake is more than adequate to take the torque of the wheel nuts. As I said, the GT350 parking brake is totally different than any other Mustang. It's a BMW-style drum brake located inside the rear brake rotor hat.I borrowed this picture of a GT350...

The parking brakes on GT350's are completely different than parking brakes on other Mustangs. Owners of other Mustangs will provide guidance that does not apply to your car. This thread is full of it.What you're seeing is normal on GT350's. The parking brake is designed to stop the car from...