Christened the car today:

Looks great Nick.
Reason CPC is being used in the GT4 cars is simplicity and durability. The FPC is a great concept but has proven troublesome in high stress use not only to the engines themselves but the ancillary components such as alternators, starters and water pumps (!?!). Power in GT4 is restricted by the rules and IMSA has clamped down hard on the Mustang, Porsche and BMW were walking away from the Mustangs on the oval at Daytona so hopefully a little relief is coming. The cars were handling and braking extremely well and were in fact the quickest through the infield section. Scott Maxwell drove the hell out of the 15 car in the last stint to grab third but the straightaway disadvantage was too much to overcome.

Nick will prove that 525-530 reliable RWHP is available from his combination which will also need to either be ballasted or detuned for ST2.
Steve

Mustangs were carrying silly high corner speed through the bus-stop and pit exit chicane. It was laughable and quite painful to watch the potential of so much engineering be minimized. IMSA will adjust things... no choice...

Scott wheeled the 15 car for sure... but big congrats and thanks also to Multimatic for developing and building those things.

More importantly, THANKS and congrats to Nick and Fred (in advance) for investing and committing to demonstrate the true capabilities of a near-GT4 type S550 to our track-rat friends who were satisfied with the outcome of last weekend’s GT4 race.

Cannot WAIT to see the in-car video .

Wait the FPC has been troublesome?

RES_22 said:

Mustangs were carrying silly high corner speed through the bus-stop and pit exit chicane. It was laughable and quite painful to watch the potential of so much engineering be minimized. IMSA will adjust things... no choice...

Scott wheeled the 15 car for sure... but big congrats and thanks also to Multimatic for developing and building those things.

More importantly, THANKS and congrats to Nick and Fred (in advance) for investing and committing to demonstrate the true capabilities of a near-GT4 type S550 to our track-rat friends who were satisfied with the outcome of last weekend’s GT4 race.

Cannot WAIT to see the in-car video .

Click to expand...

I’m glad I can contribute somewhat to the mustang community. I appreciate the compliment but I’m intermediate when it comes to track time and Nick is far beyond advanced. These are truly wonderful cars and I have enjoyed the learning process.


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Fabricated a Dead Pedal support and attached to Floor Heat Shield:

Installed:

Black Boss said:

Fabricated a Dead Pedal support and attached to Floor Heat Shield:
View attachment 3449
Installed:
View attachment 3448

Click to expand...

Looks great. Is that ABS or aluminum with textured paint?

Heat shield is Aluminium (Watson part). Dead pedal/Bracket is Steel.

steveespo said:

Looks great Nick.
Reason CPC is being used in the GT4 cars is simplicity and durability. The FPC is a great concept but has proven troublesome in high stress use not only to the engines themselves but the ancillary components such as alternators, starters and water pumps (!?!). Power in GT4 is restricted by the rules and IMSA has clamped down hard on the Mustang, Porsche and BMW were walking away from the Mustangs on the oval at Daytona so hopefully a little relief is coming. The cars were handling and braking extremely well and were in fact the quickest through the infield section. Scott Maxwell drove the hell out of the 15 car in the last stint to grab third but the straightaway disadvantage was too much to overcome.

Nick will prove that 525-530 reliable RWHP is available from his combination which will also need to either be ballasted or detuned for ST2.
Steve

Click to expand...

525-530 rwhp?
With a 5.2?
GT 5.0 intake?
CPC?
stock tune?
Stock headers?
Race gas....
No way.

My 2016 gt350 with ARH long tubes, catless x pipe, stock mufflers, Lund tune and 100 octane race gas is at 535 rwhp.
I’m going to add a cobra jet and mono blade which will add an additional 30-35 rwhp over the stock GT350 intake.

My car 100% stock on 93 was 454 rwhp.


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I'm not looking for max power. Minimum weight and a flat torque curve has a lot more payback on a road course -- better braking, cornering and acceleration from weight reduction.

I'll need to tune out power to meet Power/Weight limits. But with the 350 intake, no cats, improved cold air intake, headers, a few internal tweaks, a tune, lower rotating mass from power train, wheels and brakes, 500+ rwhp is easily attainable (The stock 5.2 CPC Aluminator makes 580hp at the crank).

BTW, the cobra jet intake is good for power, but not torque lower down. I'd use it if I was Drag racing, but not on a road course. You also need to lower the engine or raise the hood for clearance.

Black Boss said:

I'm not looking for max power. Minimum weight and a flat torque curve has a lot more payback on a road course -- better braking, cornering and acceleration from weight reduction.

I'll need to tune out power to meet Power/Weight limits. But with the 350 intake, no cats, improved cold air intake, headers, a few internal tweaks, a tune, lower rotating mass from power train, wheels and brakes, 500+ rwhp is easily attainable (The stock 5.2 CPC Aluminator makes 580hp at the crank).

BTW, the cobra jet intake is good for power, but not torque lower down. I'd use it if I was Drag racing, but not on a road course. You also need to lower the engine or raise the hood for clearance.

Click to expand...

The stock 5.2xs is rated at 580 at the crank with that cobra jet intake. Take that off and say bye bye to the extra 25-30 Hp. You won’t be 530 at the wheels with that setup


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Black Boss said:

I'm not looking for max power. Minimum weight and a flat torque curve has a lot more payback on a road course -- better braking, cornering and acceleration from weight reduction.

I'll need to tune out power to meet Power/Weight limits. But with the 350 intake, no cats, improved cold air intake, headers, a few internal tweaks, a tune, lower rotating mass from power train, wheels and brakes, 500+ rwhp is easily attainable (The stock 5.2 CPC Aluminator makes 580hp at the crank).

BTW, the cobra jet intake is good for power, but not torque lower down. I'd use it if I was Drag racing, but not on a road course. You also need to lower the engine or raise the hood for clearance.

Click to expand...

I understand what you mean by weight and lower rotating mass.
I have a 2016 track pack, although I’m keeping mine a street / track car I have removed 260 pounds from my car and retained full interior.
I run forgeline GA1R wheels, AP front and rear brakes, QA1 driveshaft etc.
The 5.2 aluminator makes 500+ crank hp with cpc, headers, cobra jet intake, 100 octane race gas.
All the dyno test I seen on a 5.2 voodoo comparing a 5.0 intake, voodoo intake and a Cj intake show the Cj intake makes equal hp /tq in the low RPM range and destroys them in the higher rpm range. The CJ does not cost hardly any tq or hp. In fact it’s still the best intake.

I’ve tried the CJ intake on my GT350 2 years ago when I was prototyping the headers for ARH, you car correct that the engine needs to be lowered 1/2”. I didn’t lower the engine because I didn’t want to effect the header fitment during the prototype stages. Also at the time I did not want to use urethane motor mounts. Now BMR makes adjustable lowering motor mounts that replace the aluminum motor mount brackets and retain the oem rubber mount. The new BMR bracket allows stock, 1/4” lower and 1/2” lower adjustments all while keeping the stock mount.

http://m.bmrsuspension.com/?page=products&productid=1798

https://www.svtperformance.com/2016/02/05/tech-gt350-vs-cobra-jet-intake-test/

Comparing the aluminator to a voodoo and all things being equal minus the crank, the voodoo still makes more power.


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Kevin Guzniczak said:

The stock 5.2xs is rated at 580 at the crank with that cobra jet intake. Take that off and say bye bye to the extra 25-30 Hp. You won’t be 530 at the wheels with that setup


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Click to expand...

Kevin
I don't believe the CJ is 25-30 HP better than the GT350 mani, maybe 15-20 so I stick with my 525-530 RWHP estimate for Nick's combo. (You guys have to understand who Nick has access to, his car was painted that color long before Multimatic showed their GT4 race cars) I do agree with 8250RPM that the CJ is the best all around intake right now, torque loss is not that great against base GT manifolds and the high RPM gains are the greatest. whatever the outcome the 58 car will very fast and competitive with Black Boss behind the wheel.
Steve

steveespo said:

Kevin
I don't believe the CJ is 25-30 HP better than the GT350 mani, maybe 15-20 so I stick with my 525-530 RWHP estimate for Nick's combo. (You guys have to understand who Nick has access to, his car was painted that color long before Multimatic showed their GT4 race cars) I do agree with 8250RPM that the CJ is the best all around intake right now, torque loss is not that great against base GT manifolds and the high RPM gains are the greatest. whatever the outcome the 58 car will very fast and competitive with Black Boss behind the wheel.
Steve

Click to expand...

Your still off even if you say only worth 20 hp. Take 560 crank and take out 10 percent for drive line loss (most likely more) and your at 504. More likely max out at 500 or a little less with that GT intake. The lighter wheels or driveshaft aren’t adding HP. They increase acceleration due to less rotational mass. You still have the friction loss through the trans and rear diff.


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@8250RPM Those BMR mounts are interesting. I may look at them for improved access and slightly lower c of g. However, I believe the RHS bracket will need modification to mount the (unique) FPC starter motor.

Kevin Guzniczak said:

Your still off even if you say only worth 20 hp. Take 560 crank and take out 10 percent for drive line loss (most likely more) and your at 504. More likely max out at 500 or a little less with that GT intake. The lighter wheels or driveshaft aren’t adding HP. They increase acceleration due to less rotational mass. You still have the friction loss through the trans and rear diff.


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Click to expand...

You are assuming the (conservative) Ford tune as a basis. Any race tuner will bring up a few more ponies but your logic is sound.

Those BMR mounts are pretty cool. Hmmm.....CJ in my '18 PPL2 car........................

A stock voodoo is rated at 526 crank hp. As I said on 93 and 100% stock I was at 454 rwhp.
With just headers and 93 I was 484 rwhp.
Adding a tune and still 93 I pulled 512 rwhp.
Adding 100 octane race gas I pulled 535 rwhp.
This is with ARH headers and Catless x pipe. Stock mufflers. Stock cai.
Adding a CJ intake and TB will be in the 560-570 rwhp range.

I agree 100%.
Remove the Cj intake and tb from the aluminator and say bye bye.

Take a voodoo vs aluminator with everything being equal (headers, CJ intake and TB, race gas and tune) minus crank and the voodoo would make easily 20-30 more crank hp.


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Made progress on the graphics today:



Laid out the hood and will sleep on that:

Black Boss, What are your plans for brake cooling?