The Mustang Forum for Track & Racing Enthusiasts

Taking your Mustang to an open track/HPDE event for the first time? Do you race competitively? This forum is for you! Log in to remove most ads.

  • Welcome to the Ford Mustang forum built for owners of the Mustang GT350, BOSS 302, GT500, and all other S550, S197, SN95, Fox Body and older Mustangs set up for open track days, road racing, and/or autocross. Join our forum, interact with others, share your build, and help us strengthen this community!

S197 A Canadian Mustang in Texas Build Thread Profile - S197 Mustangs

37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
What, did you think you could slip this one in and no one would notice? Come now. Why did you decide to go this route? Not knocking, just always curious.
I'm starting to look at doing time trials and a lot of the class guides don't differentiate between the 05-09 and the 11-14 mustangs and some of them make me step up to classes with much more powerful cars because of my wheel and tire combo. My car is in a weird spot - it's heavy and has a large displacement engine so it ends up getting classed with modern muscle cars with a lot more power. I also want to start adding COTA to my regular HPDEs and all the people I've talked to say it really favors faster cars and in current form mine maxes out about 110mph

As I went through the long list of power adders for the 3v, it looked to me like a supercharger is the easiest way to add a lot of torque and HP in a predictable fashion. I've read a few articles and watched some youtubes of people trying to get a 3V with bolt-ons alone and it looks like if you manage to get the right combination you can add about 100 but that looked expensive, complicated and failure prone and some things like LTHs might make getting state inspections difficult. Supercharger and turbocharger builds get good numbers by default and are mostly dealing with the aftermath of too much heat or power.

DOB has really good cooling options that were recommended by some of the local engine builders. I like that their kit is made up of GT500 parts with upgraded components where needed and their cooling solutions are detailed really well and well thought out. DoB has really good articles and Jason's been really helpful in answering all my questions. I'm going with their lowest HP solution with their strongest intercooler option (30GPM). I may regret it but I'll only find out by trying it. I've never owned or built a forced induction vehicle so no matter what I'll learn a lot along the way.
 
254
196
Exp. Type
HPDE
Exp. Level
3-5 Years
25 min. to 1½ hrs. from Sonoma (ugh... traffic!)
DOB has really good cooling options that were recommended by some of the local engine builders. I like that their kit is made up of GT500 parts with upgraded components where needed and their cooling solutions are detailed really well and well thought out. DoB has really good articles and Jason's been really helpful in answering all my questions. I'm going with their lowest HP solution with their strongest intercooler option (30GPM). I may regret it but I'll only find out by trying it. I've never owned or built a forced induction vehicle so no matter what I'll learn a lot along the way.
Nice! That's the large coolant port manifold with heat barrier? I'm interested in hearing how your 30GPM controls heat. I just installed D.O.B's Titanic H/E and POWA pump with 1-1/4" plumbing throughout, but I went with a VMP intercooler because it's got a C.A.R B. EO number. I recently posted some details in my build thread if your interested.
 
Last edited:
254
196
Exp. Type
HPDE
Exp. Level
3-5 Years
25 min. to 1½ hrs. from Sonoma (ugh... traffic!)
... I've read a few articles and watched some youtubes of people trying to get a 3V with bolt-ons alone and it looks like if you manage to get the right combination you can add about 100 but that looked expensive, complicated and failure prone and some things like LTHs might make getting state inspections difficult. Supercharger and turbocharger builds get good numbers by default and are mostly dealing with the aftermath of too much heat or power.
I don't know what the inspection standards are like where you are, but here in CA I think that D.O.B. intake manifold would get flagged too.
 
37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
I don't know what the inspection standards are like where you are, but here in CA I think that D.O.B. intake manifold would get flagged too.
In Texas it's just an OBD2 test. Your build thread rocks - lots of great solutions in there I'm going to have to use. The 30GPM is the Titanic Triple with 1.25 lines, partial bypass mod and the POWA pump, so it'll probably be close to what you have.
 
Last edited:
37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
I spent some time this weekend knocking out some long overdue projects. I finally swapped the door and fenders and put on some new headlight buckets and LED bulbs. The Trufiber fenders fit reasonably well (at least as good as the factory ones did). There were a couple minor scratches in the finish that were there before they packaged them for shipping but they look like they'll buff out and I'm going to wrap it anyways. The door was a huge PITA and I still have some electrical gremlins to chase down but at least it's installed.

My rollbar finally came in so I'll need to make a decision on the harnesses soon. I also ordered an EPAS rack and wiring from Race Car Specialties so my to do list got a bit longer.

I'm headed to ECR tomorrow so I can give it a proper shakedown.

6785583B-82E2-4D9D-93E8-A46E051A7C18_1_201_a.jpg

IMG_0680.jpg
 

Bill Pemberton

0ld Ford Automotive Racing Terror
6,837
5,901
Exp. Type
Time Attack
Exp. Level
20+ Years
Blair, Nebraska
Great write up and we will look forward to hearing your feelings after the " Shakedown." I think you might want to consider , living in Texas, removing your foglight in the grill to get more airflow to the radiator. It seems many drivers end up removing them as the air flow does seem impeded enough in warm or high altitude areas that once removed the temps do drop some. Just an idea and who knows the new fenders may help pull air through there plenty with the side vents. Car looks great!
 
37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
How is the fitment on those Trufiber fenders?
They actually fit really well with two exceptions. First - the rocker panels have a large clip that is supposed to go through a hole on the flange of the fender and the hole is missing. I just removed that clip and it all went together really well. The panel gaps are better now than they came from factory and I didn't have to shim anything. Second, the antenna on the factory fender has three nutserts or welded in nuts for the antenna base to screw through - those are missing. I'll probably mill or 3d print a bracket to fix this - for now it's just a speed hole.

Great write up and we will look forward to hearing your feelings after the " Shakedown." I think you might want to consider , living in Texas, removing your foglight in the grill to get more airflow to the radiator. It seems many drivers end up removing them as the air flow does seem impeded enough in warm or high altitude areas that once removed the temps do drop some. Just an idea and who knows the new fenders may help pull air through there plenty with the side vents. Car looks great!
Great idea. A healthy portion of the stock GT grill is blocked out honeycomb too so maybe I'll just go with a billet grill.
 
4,815
5,543
I'm starting to look at doing time trials and a lot of the class guides don't differentiate between the 05-09 and the 11-14 mustangs and some of them make me step up to classes with much more powerful cars because of my wheel and tire combo. My car is in a weird spot - it's heavy and has a large displacement engine so it ends up getting classed with modern muscle cars with a lot more power. I also want to start adding COTA to my regular HPDEs and all the people I've talked to say it really favors faster cars and in current form mine maxes out about 110mph

As I went through the long list of power adders for the 3v, it looked to me like a supercharger is the easiest way to add a lot of torque and HP in a predictable fashion. I've read a few articles and watched some youtubes of people trying to get a 3V with bolt-ons alone and it looks like if you manage to get the right combination you can add about 100 but that looked expensive, complicated and failure prone and some things like LTHs might make getting state inspections difficult. Supercharger and turbocharger builds get good numbers by default and are mostly dealing with the aftermath of too much heat or power.

DOB has really good cooling options that were recommended by some of the local engine builders. I like that their kit is made up of GT500 parts with upgraded components where needed and their cooling solutions are detailed really well and well thought out. DoB has really good articles and Jason's been really helpful in answering all my questions. I'm going with their lowest HP solution with their strongest intercooler option (30GPM). I may regret it but I'll only find out by trying it. I've never owned or built a forced induction vehicle so no matter what I'll learn a lot along the way.
The problem with blowers is the tremendous heat, after a few laps the engine will start to pull timing, @Fabman has pretty much wrote the book on blown 3valves and I would seek him out. He ended up running the car on alcohol to dump some of the heat issues.
 
37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
Last week I got out to ECR for the afternoon to see if the new fenders made any difference. While my times and speeds were just okay, I did notice some benefits to the changes:
1. On the big straightaway, I used to get a bit of front end lift. This is now all gone. I wouldn't call it downforce as much as anti-lift. I wish I had better acceleration and top speed to take advantage but that'll come in time.
2. Good lord is there a lot of tire noise on the highway. It is noticeably louder at highway speeds.
3. Air temps (at least measured by the MAF) was quite a bit lower. Prior to swapping the fenders, my IATs would ramp up to 139 degrees over a lap or two and stick there for the entire session. Now the temps were 95-130 and bouncing around throughout the session.
4. For some reason, I got very good fuel economy - somehow I only used about 1/3 of a tank on three sessions including almost 100 miles of driving to and from the track. Normally something like this would use a tank. I'll check to see if the gauge is broken or something because that's really odd.

Session 1:
Session 2:

Session 3 I forgot to record.
This weekend I'll take her out to Cresson and see if I can squeak out some better times. I'm shocked at how long I'm getting out of the pads on the Brembos - I've still got 7mm of pad left after 5 track days.

I also found that the curb I hit at Cresson back in June bent my rim fairly badly (it won't balance and doesn't spin true). Luckily I have spares and their replacement program is pretty straightforward.

Up next, rollbar and harness.
 
37
31
Exp. Type
HPDE
Exp. Level
Under 3 Years
Fort Worth
Whelp, I think I figured out why I was getting such good fuel economy. My fuel pump gave out after my second run on Saturday almost stranding me on track. I managed to limp halfway to the paddock. Weirdly no codes were thrown but the car was bucking like it ran out of gas. A local shop helped me swap the fuel filter but fuel pressure increased but was still to low to run. It sucks because it's the first time I've not been able to drive her home after an event but at least it should be an easy fix.

Important key lesson learned here - get more gauges. I've been using a cheap android tablet as a low cost data logger - I need to mount that and put some gauges up. Also I need to start upgrading some of the stressed parts that support the drive train. Alternator, water pump, radiator and so on. It's time to get proactive if I want this to be trouble free.
 

TMO Supporting Vendors

Top