Hi All,
Just wanted to take a moment and introduce myself. I’ve lurked around here for years, but mainly been deep in the fox body/SN scene (Corral member since 2002). A couple of months ago I pulled the trigger on a 2013 301A M6 Sterling Gray GT. After giving the first couple years of the Coyote production a rest to work out the kinks, I feel like I couldn’t have made a better decision. These are truly remarkable cars. I daily drive this car 6000-8000 miles a month all over the southwest (West TX to LA), and the car has been flawless the past 20k (zero oil consumption, zero MT-82 issues, zero ticks, etc). Although refined, there’s something nostalgic about these cars that brings it back to the mid-90’s fox bolt-on days – on a completely higher level.
I plan to retire the car in three years after 200k or so, but as we all are……what fun is driving something you love……un-modded. Ultimately this car will be a light HCI/Built Block/Deep 9’s/9K shifted NA car, but main goals for now were simple – smart, reliable N/A power modifications and weight reduction without sacrificing refinement, NVH, and DD creature comforts. I had a HCI/Paxton/Tremec Smoke Gray LX Hatch than ran low 11’s at 122-124 mph and I want this car’s performance to mimic ol’ fox with new car refinement and reliability.
450 rwhp SAE on 91 and 3500 lb w/driver is the goal (E85 and FTW E85 on tap if needed)
Where we are today:
• MGW Shifter – great mod.
• Ford Racing Stainless Clutch Line – Tilton Fluid
• JLT Oil Separator – Might remove and put an EV-289/stock line in. Or just do the Peterson deal.
• Cat Deletes, Borla X-Pipe, Borla OAP, Borla ATAK Mufflers – Best exhaust combo I have ever heard…..countless compliments and it is LOUD
• AED 91 Octane Tuned 391rwhp 389rwtq SAE
What’s in store over the next few weeks:
• Ported Cobra Jet Intake (runner welds smoothed)
o These are currently recalled for those who aren’t aware. I just received mine the day they announced. Under high vacuum (deceleration) the three top bolt bases can break the epoxy on the lower half and separate. My new unit should be here the 1st-2nd week in June.
• SCJ Monoblade Throttle Body
• Custom JLT 110mm 4.25” Intake
o I have researched this until I’m blue in the face. The Ford Racing unit won’t be out until Q3 (or later). They have a picture of the 3D printed tube and AIRAID remaining components in the instructions. The GT500, Dual 65mm, and SCJ all take a 5 inch diameter hose. This is why the 123mm and 5 inch tubing was used on the CJ race car. There appears to be low speed air stability/noise issues with that big of a unit from tuners’ experiences. This is also why Ford Racing is making theirs 105mm just like the Parnelli Jones AIRAID. The problem with using the AIRAID is that it necks down to a 4 inch at the TB opening. Thus this is why I’m pursuing a 2010 GT JLT with a 5 inch to 4.5 inch reducer and t-bolt clamps. Hopefully this will be the best compromise of drivability, power, and cost – not to mention availability. Hope this info helps some folks.
• Ford Racing 47 lb’ers (E85 and FTW E85)
o For those that don’t know FTW requires about 8-10% more fuel than regular E85 due to it’s highly oxygenated state. I’ve personally seen 20 rwhp on top of regular E85 power on an N/A coyote with no other changes. Albeit expensive, it’s nice for occasional Saturday night messing around/drag strip use.
• JPC 1 ¾” long tube headers
o The only header on the market that utilizes a merge spike, great design, and a connection to the factory h-pipe junction. These are dead even with Kooks, more torque than ARH or any 1 7/8”, and the best bang for the buck when you have a shorty X/H already.
• Dynotech D/S – rotational weight savings
• Stiffler’s D/S loop
• 3.90:1 Motive lightened and REM-treated (polished) gears - rotational weight savings
o With the MT82 ratios, stock tire height, and a 122 mph trap we should be right around 7800 in 4th. 28’’ slicks will lower this a touch.
• BMR Radiator Support for Sway Bar
• BMR Poly LCA with Relocation Brackets
• BMR Adjustable Panhard Bar
• Weld 17/15 RTS’s - rotational weight savings
Hope to have this combo dialed in within a month or so with Shaun at AED. I’ll keep this updated as I progress.
Thanks,
-Matt
Dyno:
http://img713.imageshack.us/img713/5643/y9ngyqfdzvqixcyoonizmi.mp4
Just wanted to take a moment and introduce myself. I’ve lurked around here for years, but mainly been deep in the fox body/SN scene (Corral member since 2002). A couple of months ago I pulled the trigger on a 2013 301A M6 Sterling Gray GT. After giving the first couple years of the Coyote production a rest to work out the kinks, I feel like I couldn’t have made a better decision. These are truly remarkable cars. I daily drive this car 6000-8000 miles a month all over the southwest (West TX to LA), and the car has been flawless the past 20k (zero oil consumption, zero MT-82 issues, zero ticks, etc). Although refined, there’s something nostalgic about these cars that brings it back to the mid-90’s fox bolt-on days – on a completely higher level.
I plan to retire the car in three years after 200k or so, but as we all are……what fun is driving something you love……un-modded. Ultimately this car will be a light HCI/Built Block/Deep 9’s/9K shifted NA car, but main goals for now were simple – smart, reliable N/A power modifications and weight reduction without sacrificing refinement, NVH, and DD creature comforts. I had a HCI/Paxton/Tremec Smoke Gray LX Hatch than ran low 11’s at 122-124 mph and I want this car’s performance to mimic ol’ fox with new car refinement and reliability.
450 rwhp SAE on 91 and 3500 lb w/driver is the goal (E85 and FTW E85 on tap if needed)
Where we are today:
• MGW Shifter – great mod.
• Ford Racing Stainless Clutch Line – Tilton Fluid
• JLT Oil Separator – Might remove and put an EV-289/stock line in. Or just do the Peterson deal.
• Cat Deletes, Borla X-Pipe, Borla OAP, Borla ATAK Mufflers – Best exhaust combo I have ever heard…..countless compliments and it is LOUD
• AED 91 Octane Tuned 391rwhp 389rwtq SAE
What’s in store over the next few weeks:
• Ported Cobra Jet Intake (runner welds smoothed)
o These are currently recalled for those who aren’t aware. I just received mine the day they announced. Under high vacuum (deceleration) the three top bolt bases can break the epoxy on the lower half and separate. My new unit should be here the 1st-2nd week in June.
• SCJ Monoblade Throttle Body
• Custom JLT 110mm 4.25” Intake
o I have researched this until I’m blue in the face. The Ford Racing unit won’t be out until Q3 (or later). They have a picture of the 3D printed tube and AIRAID remaining components in the instructions. The GT500, Dual 65mm, and SCJ all take a 5 inch diameter hose. This is why the 123mm and 5 inch tubing was used on the CJ race car. There appears to be low speed air stability/noise issues with that big of a unit from tuners’ experiences. This is also why Ford Racing is making theirs 105mm just like the Parnelli Jones AIRAID. The problem with using the AIRAID is that it necks down to a 4 inch at the TB opening. Thus this is why I’m pursuing a 2010 GT JLT with a 5 inch to 4.5 inch reducer and t-bolt clamps. Hopefully this will be the best compromise of drivability, power, and cost – not to mention availability. Hope this info helps some folks.
• Ford Racing 47 lb’ers (E85 and FTW E85)
o For those that don’t know FTW requires about 8-10% more fuel than regular E85 due to it’s highly oxygenated state. I’ve personally seen 20 rwhp on top of regular E85 power on an N/A coyote with no other changes. Albeit expensive, it’s nice for occasional Saturday night messing around/drag strip use.
• JPC 1 ¾” long tube headers
o The only header on the market that utilizes a merge spike, great design, and a connection to the factory h-pipe junction. These are dead even with Kooks, more torque than ARH or any 1 7/8”, and the best bang for the buck when you have a shorty X/H already.
• Dynotech D/S – rotational weight savings
• Stiffler’s D/S loop
• 3.90:1 Motive lightened and REM-treated (polished) gears - rotational weight savings
o With the MT82 ratios, stock tire height, and a 122 mph trap we should be right around 7800 in 4th. 28’’ slicks will lower this a touch.
• BMR Radiator Support for Sway Bar
• BMR Poly LCA with Relocation Brackets
• BMR Adjustable Panhard Bar
• Weld 17/15 RTS’s - rotational weight savings
Hope to have this combo dialed in within a month or so with Shaun at AED. I’ll keep this updated as I progress.
Thanks,
-Matt
Dyno:
http://img713.imageshack.us/img713/5643/y9ngyqfdzvqixcyoonizmi.mp4
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