S197 Ford Mustang Buyer’s Guide: The best ba...

Choose Your Automotive by Powertrain

For this story, we’re going to concentrate on the non-Shelby editions of the S197. Surprisingly, that doesn’t slim the sphere down a lot. There’s the three.7-liter V6, 4.6-liter V6, 4.6-liter V8, and the 5.0-liter V8.

“Ignore the V6 automobiles,” Terry interjects. “It’s horrible in each manner–considerably down on energy, comes with terrible suspension, tires and brakes. You might have to take action a lot to make a V6 carry out.”

Okay, we’ve halved the variety of selections. How concerning the 4.6-liter V8?

“The 4.6 is suitable provided that you’re constructing for a category, similar to NASA American Iron,” says Terry. “It’s a bit underwhelming by right this moment’s V8 pony automotive requirements, however it’s a minimum of dependable They by no means make greater than 352 horsepower, and that’s with a whole lot of work. It’s fairly laborious to justify because it’s not that huge of a financial savings when in comparison with a 5.0.”

There’s one thing a few 5.0 in a Ford, isn’t there? That holds true with the S197.

{Photograph} Courtesy Vorshlag Motorsports

The Coyote 5.0 got here within the GT (2011-’14) and Boss 302 fashions (2012-2013). Relying on which one you get, Ford charges the 5.0 for 412 to 444 horses, and that’s inventory.

So far as transmissions, go for the six-speed Getrag/Ford MT82 handbook. “We are likely to keep away from the six-speed automatics of that period,” as Terry says, “they have a tendency to run sizzling on a street course if you get quick, and are geared considerably poorly.”

The MT82 isn’t precisely indestructible, although. “So long as you’re not making an attempt to tug race or powershift all the things, the MT82 is suitable for that energy stage that it got here with,” provides Terry, “however not much more.”

To sum it up, “I solely push folks towards the Coyote, 5.0-liter V8, six-speed handbook automobiles,” he says. “I do know that’s narrowing out 80% of the automobiles on the market, however you’re saving your self a great deal of hassles.”

What to Search for in Used Automobiles

Maybe you’re perusing Fb Market for a 2011-’14 GT or a 2012-’13 Boss 302 with a 5.0 and a six-speed as we communicate. Earlier than you attain out to that vendor, there are just a few different issues you need to know.

Regardless of being a 10-year-plus-old automotive, the S197 ages properly. With correct care, Terry says they need to final 200,000 miles no downside. If you wish to take part in motorsports, clearly, keep away from the convertibles.

Now, let’s speak particulars. “The 2011 mannequin 12 months was the primary that Ford put in electrical energy steering,” says Terry. “It will possibly have some issues should you do modifications that confuse it. For instance, after we modified our entrance decrease management arm bushings to polyurethane, it induced a bizarre steering shutter. To repair it, you must get an EPS reprogrammed by Ford. We now have since discovered that should you substitute the rack with one from a 2012 to 2014, it is going to clear up this.”

Ford provided completely different brake packages for the S197.

“Search for a automotive with Brembo brakes,” he says. “For 2011 to 2012, it was an possibility. Then, they made a Monitor Pack Mustang for 2013 to 2014, and it additionally got here on the Boss 302. The package deal consists of 14-inch rotors, with four-piston Brembo calipers. It’s a giant improve over the bottom rotors and calipers, and the 14-inch Brembo setup is the naked minimal you need for observe use. However these brakes are very simple so as to add. When you discover a non-Brembo automotive, simply funds for this improve earlier than you get to the observe.”

The truth is, the Boss 302 and Monitor Pack Mustangs produce other perks.

{Photograph} Courtesy Ford

“All of them got here with a Torsen differential,” Terry says. “It turns into required after a sure level. The common GT and early Brembo automobiles got here with a clutch-style differential, and people put on rapidly. We acquired to the place we had been operating 315-inch-wide Hoosier tires and had slightly extra energy, and we couldn’t get a weekend out of a set of clutch plates, even the upgraded carbon ones. They simply ran tremendous sizzling.”

Lastly, Ford provided 3.31:1, 3.55:1 and three.73:1 ultimate drives.

“The Monitor Pack and Boss 302 automobiles got here with a 3.73 ultimate drive, and it was terrible,” says Terry. “It didn’t work with the transmission ratios. In autocross, second gear runs out at 55 mph, which is horrible. On observe, you must use third, fourth and fifth so much. We took 3.55 and three.73 final-drive automobiles and put a 3.31 in it and it solved that. We may run second gear to 70 mph and used third and fourth gears at tracks as an alternative of third, fourth, fifth. It’s not a giant factor to repair, although. You will get a 3.31 ultimate drive from the aftermarket for $180 to $200, and it’s simple to vary. However, know what you’re working with.”

The Boss 302 affords one other bonus.

“The Boss 302 was the primary Mustang that Ford licensed in a 12-hour endurance check on observe,” Terry says. “The cooling system, the brakes, the transmission, the differential may final 12 hours of hardcore abuse.”

Monitor Pack automobiles are pretty uncommon, as is the Boss 302, however Terry says what they got here with is simple to copy.

Part 1 Mods

Terry says Mustangs are pretty dependable and sporty out of the field, however they nonetheless can use some enchancment, even for autocross or an occasional observe day.

On the naked minimal, aka part 1, Terry recommends camber plates, tires, brake pads and fluids. There isn’t any manufacturing facility camber adjustment, so including entrance camber goes a good distance, says Terry. Respectable efficiency brake pads are a should for observe use, because the delicate and quiet OEM variations put on down rapidly on observe. However, in the end, should you’re in search of simple pace, wider wheels and tires are your reply.

“Nothing will make for an even bigger drop in lap time than going to a wider wheel and an even bigger tire,” he says. “The Brembo and Boss 302 Mustangs didn’t include a whole lot of wheel and tire, with a 9-inch wheel up entrance and a 9-½-inch within the rear. Fortunately, they will match an amazing quantity of tire. These automobiles can match an 11-inch wheel, with completely different offsets entrance to again, or with a spacer. An 18×10 will match back and front, with none spacers, but it surely appears humorous as a result of the axle widths are completely different entrance to again. There’s an 18×10 that matches a 275 to 285 tire, which is a big improve over the inventory 255. We usually do a 19×11 with a 305/30R19 or an 18×11 with a 315/30R18.”

Part 2 Mods

When you’re a critical autocrosser or wish to observe your automotive usually, then it’s good to begin at part 2. This focuses on making the dealing with extra appropriate for motorsport slightly than simply on a regular basis cruising. Step one is to deal with the trip top. Terry strongly advises of us to not go together with simply any decreasing package, although.

“These automobiles sit up excessive from the manufacturing facility,” says Terry. “Lots of people go together with decreasing springs, which does enhance appears, however they aren’t a lot stiffer–about 10% to 30% stiffer. These delicate charges nonetheless permit a whole lot of brake dive, squat, heave and roll. The automotive strikes round so much as a result of they’ve delicate manufacturing facility springs, beginning round 110 lbs./in. on the entrance. Decreasing springs don’t repair that however they do decrease the middle of gravity.”

Remember the fact that if you decrease any automotive, it modifications the suspension geometry. Meaning it’s good to make extra modifications than simply decreasing springs.

“Over-lower the rear, with out altering the decrease management arm geometry, and it makes the automobiles skittish as they begin to have anti-squat issues,” he says. “Then it’s good to minimize the axle-mounted rear bump stops. Lower them in half, to begin with, or the rear will backside out on greater bumps.

“You additionally ought to set up an adjustable-length rear Panhard bar, or your complete axle shifts to at least one aspect if you decrease the rear trip top. Add a decrease management arm relocation bracket within the rear to repair the anti-squat geometry. So, that’s $100 to $150 for the set of brackets and about $150 for the adjustable Panhard bar. Do these items and also you decrease the rear safely an inch and a half.”

Going again to particular parts, Terry says watch out of which struts you substitute the inventory ones with.

“If you decrease the entrance of those automobiles, you lose all of that quantity in bump journey, should you’re utilizing the stock-length struts,” says Terry. “Something that isn’t an aftermarket coil-over is nearly all the time the OEM size. We discovered a sure Bilstein monotube housing that’s an inch shorter than inventory. So, we couple our camber plates, a alternative of reasonable decreasing springs, and this specific shorter Bilstein strut and shock. It’s at the moment $1950 for your complete package deal, preassembled and able to set up.”

Don’t overlook the rear, both.

“If you decrease these automobiles, it modifications the pinion angle,” Terry says. “Adjustable higher and decrease management arms can get the pinion angle again to a 2- to 3-degree down angle, and it helps with off-the-line traction and slow-speed nook exit, particularly in autocross.”

Admittedly, this transformation doesn’t adequately deal with the spring fee problem, but it surely does assist with the stance and heart of gravity.

Additionally, should you don’t have a Torsen diff, it’s time to put in one. An aftermarket one is comparatively cheap and so are the gears.

“Every little thing is so plentiful with these automobiles,” says Terry. “You spend $200 on gears and $300 to $400 on a differential. That’s tremendous cheap in comparison with nearly another automotive–a Corvette, Subaru, BMW–the place you spend 1000’s of {dollars} to do what you are able to do with a Mustang for a whole bunch.”

Lastly, Terry strikes as much as an 11-inch wheel, should you hadn’t accomplished so already, and provides brake cooling measures.

Part 3 Mods

Okay, now you desire a critical observe automotive. It’s time to deal with these spring charges.

“Coil-overs are the largest change you can also make, lap time-wise,” Terry says. “On a two-minute observe, you normally see a 2.5 second drop. We usually begin at 450 lbs./in. springs on the entrance, 175 lbs./in. springs on the rear.”

Then check out the bushings. “We begin with coil-overs and decrease management arm bushings, as a result of they’re squishy,” he says. “Lots of people put polyurethane bushings within the higher and decrease management arms. Nonetheless, as a result of it’s a three-link rear, because the axle articulates, particularly if you go over curbing on one aspect, the entire axle has to pivot relative to the automotive and poly bushings don’t pivot. It makes the rear suspension bind and unstable.

“Folks will go straight to spherical bearings. That’s horrible for the road. They’re on the backside of the automotive and get sprayed with water and grime–and they put on out rapidly and clunk and bang round. You will get away with spherical bearings on the higher arm, as a result of they’re additional away from the spray of grime and grit.

“There should not many good options. The one bushings that we’ve preferred, and weren’t noisy, had been dual-durometer elastomer bushings. In any other case, we inform folks simply depart the inventory stuff in there.”

Rethink your rear brakes, too.

“At this stage we want to improve the 11.25-inch-diameter rear rotor to the 13.8-inch GT500 model, which makes use of the identical single-piston sliding caliper because the GT. The caliper must be remounted with the longer GT500 brackets, or one of many aftermarket choices,” says Terry. “You’ve now acquired a rear rotor that’s greater, but it surely’s not essentially so as to add extra stopping energy, however extra thermal capability. What we’ve discovered is on a chilly day you’ll be able to usually thermally shock the small OEM rear rotors if you come off observe, and so they can break up. The bigger GT500 rears final for much longer and don’t appear to pop from thermal shock.”

{Photograph} Courtesy Ford

However don’t contact the anti-lock brakes.

“The S197 has top-of-the-line ABS programs we’ve seen,” Terry says. “That 2011-’14 system is what we swap on different automobiles.”

Cooling, not solely the brakes, however the engine turns into an even bigger issue as you go quicker. Terry recommends going with one of many many aftermarket radiators, which promote for just a few hundred {dollars} and provide a lot higher cooling.

An exterior oil cooler is likely to be a good suggestion, too, however don’t hold the one which got here with the Boss 302 Monitor Pack automotive.

“It’s actually a preheater for the oil,” Terry says of the OEM oil cooler. “Take that off and put an aftermarket one on. That removes the coolant-based preheating and has a thermostat-controlled exterior oil cooler, which makes these automobiles bulletproof.

Properly, What About Energy?

If it’s a muscle automotive, it ought to have some muscle, proper? Properly, the Mustang comes with loads, so don’t contact the 5.0, particularly should you haven’t accomplished another mods, but.

“Folks wish to modify engines and add energy first once they include a 255 tire and with 380 horsepower to the wheels,” he says. “That’ll simply fry the tire.”

The truth is, Terry strongly discourages inner engine work.

“We beat the snot out of an S197 for 5 years,” Terry says. “It had 19,000 miles, all on observe or autocross. When you don’t overrev it past 7000 rpm or do inner engine mods, the engine lasts eternally.”

Nonetheless, bolt-on mods, similar to a cold-air consumption and headers, can present some sizable beneficial properties and shouldn’t harm the engine.

“The manufacturing facility airbox is restrictive–add a chilly air consumption, and with a tune that’s 10 to fifteen extra peak horsepower,” says Terry. “The manufacturing facility exhaust header could be very restrictive. A free-flowing 1-7/8-inch major lengthy tube exhaust header and mid exhaust picks up so much, even with catalysts. On my 2011 GT, the headers picked up 35 peak horsepower, and 60 to 70 wheel horsepower within the center rpm vary. There isn’t any greater, safer energy addition than the exhaust.”

In fact, if you add headers and a cold-air consumption, you bought to retune it, however take care in who you convey your S197 to.

“Work with a tuner who is aware of the type of driving you’re doing,” Terry says. “We needed to prepare drag racing retailers to tune these conservatively and never run an excessive amount of timing. On a street course you’re spending 60% to 70% of the time full throttle, and that’s far more abuse than a drag racer will do in a weekend. We do a progressive throttle map so a small foot change doesn’t make a giant change at throttle.”

When you’re pondering of supercharging, Terry says to cease proper there.

“Including a supercharger doesn’t make these engines extra dependable, however in actual fact does the other,” he says. “Excessive inlet air temperatures, plus elevated coolant and oil temps, will considerably shorten your observe classes–and probably the engine’s lifespan. It’s simply physics.”

When you’re making extra energy, as soon as once more, don’t overlook to improve the cooling. Additionally, you may wish to think about going with an aftermarket transmission, too. Tremec affords a package that’s a bit extra sturdy than the OEM model.

Modifications To not Make

“The aftermarket is filled with wallet-lightening components, and plenty of merely don’t do something helpful,” says Terry. “I’m not saying you can purchase solely from our firm. There are a whole lot of good suppliers on the market, however there’s additionally a whole lot of dangerous actors.”

First instance, torque arms.

“Why?” asks Terry. “It is a Sixties resolution for a twenty first century automotive. The S197 already has one of the best fashionable solid-axle rear suspension ever constructed, with an efficient three-link plus Panhard design. A torque arm simply provides a whole lot of its personal issues”

Suppose it’s good to stiffen the S197? Suppose once more.

{Photograph} Courtesy Ford

“These automobiles don’t want any further chassis bracing, in any type,” he says. “They’re already a rolling tank. It’s one of many stiffest, most torsionally inflexible automobiles Ford had ever constructed, solely to be surpassed by the S550.”

Many view Mustangs as heavy machines. Nonetheless, getting them lighter doesn’t come simple.

“Typically, after we lighten these automobiles to cage them, we are able to get about 250 kilos out,” says Terry. “Slightly below 3500 kilos is the place they get earlier than you intestine them. So long as you’ll be able to run a 315 to 305 tire, weight shouldn’t be that huge of a deal. You possibly can sustain with a lighter automotive with an identical tire-to-weight ratio, and also you’ve possible acquired higher brakes and extra energy to go them on the straights.”

Finally, in the case of the S197 Ford Mustang, Terry reminds you to not take huge swings. “It’s all these little issues we do this add as much as a giant distinction,” Terry says.