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

Choose Your Automotive by Powertrain

For this story, we’re going to give attention to the non-Shelby editions of the S197. Surprisingly, that doesn’t slender 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 means–considerably down on energy, comes with terrible suspension, tires and brakes. You may have to take action a lot to make a V6 carry out.”

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

“The 4.6 is acceptable provided that you’re constructing for a category, similar to NASA American Iron,” says Terry. “It’s a bit underwhelming by at present’s V8 pony automobile requirements, however it’s at the very least dependable They by no means make greater than 352 horsepower, and that’s with loads of work. It’s fairly exhausting to justify because it’s not that large 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 an inclination to run scorching on a highway course if you get quick, and are geared considerably poorly.”

The MT82 isn’t precisely indestructible, although. “So long as you’re not attempting to pull race or powershift all the things, the MT82 is acceptable for that energy degree 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 Vehicles

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 converse. Earlier than you attain out to that vendor, there are a couple of different issues you need to know.

Regardless of being a 10-year-plus-old automobile, the S197 ages nicely. 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 yr was the primary that Ford put in electrical energy steering,” says Terry. “It may have some issues should you do modifications that confuse it. For instance, after we modified our entrance decrease management arm bushings to polyurethane, it brought about a bizarre steering shutter. To repair it, you need to get an EPS reprogrammed by Ford. We’ve since discovered that should you substitute the rack with one from a 2012 to 2014, it would remedy this.”

Ford provided completely different brake packages for the S197.

“Search for a automobile 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 monitor use. However these brakes are very straightforward so as to add. When you discover a non-Brembo automobile, simply funds for this improve earlier than you get to the monitor.”

In truth, 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 shortly. We received to the place we have been working 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 scorching.”

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 monitor, you need to use third, fourth and fifth lots. 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 straightforward to alter. However, know what you’re working with.”

The Boss 302 gives one other bonus.

“The Boss 302 was the primary Mustang that Ford licensed in a 12-hour endurance check on monitor,” 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 monitor day.

On the naked minimal, aka part 1, Terry recommends camber plates, tires, brake pads and fluids. There isn’t a manufacturing unit camber adjustment, so including entrance camber goes a good distance, says Terry. Respectable efficiency brake pads are a should for monitor use, because the mushy and quiet OEM variations put on down shortly on monitor. However, in the end, should you’re on the lookout for straightforward 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 loads 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, nevertheless it appears to be like 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 large improve over the inventory 255. We typically 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 need to monitor your automobile typically, then that you must begin at part 2. This focuses on making the dealing with extra appropriate for motorsport reasonably than simply on a regular basis cruising. Step one is to deal with the journey peak. Terry strongly advises people to not go together with simply any decreasing equipment, although.

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

Remember that if you decrease any automobile, it adjustments the suspension geometry. Meaning that you must make extra adjustments 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 that you must lower the axle-mounted rear bump stops. Reduce them in half, to begin with, or the rear will backside out on larger bumps.

“You additionally ought to set up an adjustable-length rear Panhard bar, or the whole axle shifts to at least one aspect if you decrease the rear journey peak. 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 elements, Terry says watch out of which struts you substitute the inventory ones with.

“Whenever 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 sort of 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 selection of reasonable decreasing springs, and this explicit shorter Bilstein strut and shock. It’s at present $1950 for the whole package deal, preassembled and able to set up.”

Don’t neglect the rear, both.

“Whenever you decrease these automobiles, it adjustments 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 alteration doesn’t adequately tackle the spring charge subject, nevertheless it 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.

“The whole lot 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 automobile–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 carried out so already, and provides brake cooling measures.

Part 3 Mods

Okay, now you need a critical monitor automobile. 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 monitor, 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 automobile 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 automobile and get sprayed with water and grime–and they put on out shortly 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 appreciated, and weren’t noisy, have been dual-durometer elastomer bushings. In any other case, we inform folks simply go away 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 received a rear rotor that’s larger, nevertheless it’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 typically thermally shock the small OEM rear rotors if you come off monitor, they usually can cut 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 the most effective 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 sooner. Terry recommends going with one of many many aftermarket radiators, which promote for a couple of hundred {dollars} and provide a lot larger 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 automobile.

“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 eliminates 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 automobile, 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 carried out another mods, but.

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

In truth, Terry strongly discourages inside engine work.

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

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

“The manufacturing unit airbox is restrictive–add a chilly air consumption, and with a tune that’s 10 to fifteen extra peak horsepower,” says Terry. “The manufacturing unit exhaust header could be very restrictive. A free-flowing 1-7/8-inch main lengthy tube exhaust header and mid exhaust picks up lots, 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 a larger, 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 sort 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 highway 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 truth does the other,” he says. “Excessive inlet air temperatures, plus elevated coolant and oil temps, will considerably shorten your monitor periods–and presumably the engine’s lifespan. It’s simply physics.”

When you’re making extra energy, as soon as once more, don’t neglect to improve the cooling. Additionally, you may need to think about going with an aftermarket transmission, too. Tremec gives a equipment that’s a bit extra strong than the OEM model.

Modifications To not Make

“The aftermarket is stuffed with wallet-lightening components, and lots of merely don’t do something useful,” says Terry. “I’m not saying you can purchase solely from our firm. There are loads of good suppliers on the market, however there’s additionally loads of unhealthy actors.”

First instance, torque arms.

“Why?” asks Terry. “This can be a Nineteen Sixties resolution for a twenty first century automobile. The S197 already has the perfect trendy solid-axle rear suspension ever constructed, with an efficient three-link plus Panhard design. A torque arm simply provides loads of its personal issues”

Suppose that you must stiffen the S197? Suppose once more.

{Photograph} Courtesy Ford

“These automobiles don’t want any extra 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 straightforward.

“Typically, after we lighten these automobiles to cage them, we will 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 is just not that large of a deal. You may sustain with a lighter automobile with an identical tire-to-weight ratio, and also you’ve possible received higher brakes and extra energy to go them on the straights.”

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