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2015+ Shelby GT350 Mustang
Shelby GT350 Performance Parts
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<blockquote data-quote="Tob" data-source="post: 15246852" data-attributes="member: 83412"><p>As always Steve - good stuff. You do a great job of working with what you have available and I know in this case you had to dig as best you could. It's early in the aftermarket parts cycle for the GT350 but if this model is indeed going to be short-lived, momentum is going to have to start gaining quickly before budgets are earmarked elsewhere. My thoughts on what you've touched on and some of what hasn't...</p><p></p><p><strong>Ford Racing Oil Separators</strong></p><p></p><p>Initially, I was a bit disappointed that these came without a drain. Draining them by partially disassembling each unit isn't overly difficult as they are within reach and easily accessed. I have the FR separators for both sides and the quality is first rate. I had a couple of minor issues and was contacted by FR almost immediately. They took care of me and listened to what I felt was legitimate feedback. In fact, the engineer responsible for them wrote me a couple of times (in detail) as well. I went into detail and he responded to each and every point. I shared this portion of our conversation elsewhere and I'll quote it again here.</p><p></p><p></p><p></p><p>Point being, it makes sense to use these on both sides. Great data from which to monitor accumulation.</p><p></p><p></p><p><strong>Ford Racing GT350 Shifter</strong></p><p></p><p>Having dissected the OEM TR3160 piece by piece, I came away disappointed. It matches the "airy" feel of the clutch pedal assist but is far from confidence inspiring, unless you are a fan of the way Toyota/Honda/Subaru/Nissan/etc shift mechanisms feel. I'm not. Ford Racing is in a tough spot here. They typically don't throw the baby out with the bath water and instead offer minor tweaks to the original equipment shifter mechanisms, such as small geometry changes, firmer bushings, etc. I'm fairly confident that will be the case here as well. The issue in this specific case (throw reduction) is that the OEM shifter doesn't have an overly long throw to begin with and substantial changes in throw only increase notchiness. Throw isn't the issue with the OEM unit but rather <em>precision.</em> The composite sphere/race at the pivot is a production-level compromise and the pendulum architecture lacks linearity. And once again, Ford Racing's hands will be tied. They have the engineering capability but aren't likely to start over from scratch, which is what this transmission, and this car, deserves. They really need to piggyback with an aftermarket shifter manufacturer on this one.</p><p></p><p><strong></strong></p><p><strong>Ford Racing Rear Seat Delete</strong></p><p></p><p>Sometimes screaming from the mountain tops works. Kudos to the individual that convinced the naysayers that this one was plausible, wherever you are. Not having this part is like having a cake without icing.</p><p></p><p></p><p><strong>Ford Racing TracKey</strong></p><p></p><p><em>Everybody</em> is going to want this one, especially if there are there are torque gains to be found. Warranty concerns may hold back an unprecedented number when it comes to the Voodoo 5.2 versus the Boss/Coyote or the GT500 in 5.4/5.8 form. There is fear in the air that this powerplant is a time bomb when or if traditionally modified which leaves the door wide open for Ford Racing to take the lead. If the gains/improvements are indeed substantial, this should prove to be a great seller.</p><p></p><p><strong></strong></p><p><strong>Ford Racing Throttle Bodies</strong></p><p></p><p>As long as they don't further erode torque down low and they work with the aforementioned TracKey, these will sell very well.</p><p></p><p></p><p><strong>Tough Sell?</strong></p><p></p><p>Halfshaft upgrades are not cheap. While the Ford Racing pieces will undoubtedly be robust, the fact that the GT350's demographic may not frequent the drag strip as much as other Mustang models may make moving these off the shelves somewhat of a challenge. Then again, once the internet shares the first GT350 shaft failure from coast to coast, that motivation may change.</p><p></p><p>Any Muffler consideration for the GT350 is going to take a heck of an effort. The factory knocked the original exhaust system out of the park. If Ford Racing/Borla are able to pull it off I'd be duly impressed. I'm wondering if it were possible to do a third mode - stealth/quiet mode. That would definitely catch my attention.</p><p></p><p></p><p><strong></strong></p><p><strong>Let's See It</strong></p><p></p><p>Here's a few I'd like to see.</p><p></p><p>- Ford Racing/ARP front caliper to knuckle stud/nut kit. Frequent pad changes may encourage thread damage to the aluminum knuckles. A stud kit would make pad changes <em>much</em> quicker as well as more reliable.</p><p></p><p>- Carbon Fiber driveshaft kit. Yes, we were told that CF wasn't stiff enough for this specific application. These shafts were tested in pre-production models but ultimately they didn't make the cut. If anybody can pick up where <em>Production</em> left off, it's Ford Racing. I'd really like to see them take this one on and make it happen. So would plenty of other mod-hungry GT350 owners.</p><p></p><p>- Another wheel choice. A good looking, track worthy wheel in the same size/offset as the "R" wheel should be a no brainer.</p><p></p><p>- Ford Racing/ARP stud kit for the hubs/halfshafts. No more needs be said.</p><p></p><p>- Some at Ford Racing may balk about this one - a Sync/Nav upgrade using factory parts. Ford isn't going to do it. Ford Parts and Service isn't and neither is "Ford Accessories." Pull the parts, put them in a box with a set of directions, and make it happen. Whoever at Ford that says no to this one...I'd like his/her email and cellphone number so they can hear the hordes that are somehow either unworthy or don't exist.</p></blockquote><p></p>
[QUOTE="Tob, post: 15246852, member: 83412"] As always Steve - good stuff. You do a great job of working with what you have available and I know in this case you had to dig as best you could. It's early in the aftermarket parts cycle for the GT350 but if this model is indeed going to be short-lived, momentum is going to have to start gaining quickly before budgets are earmarked elsewhere. My thoughts on what you've touched on and some of what hasn't... [B]Ford Racing Oil Separators[/B] Initially, I was a bit disappointed that these came without a drain. Draining them by partially disassembling each unit isn't overly difficult as they are within reach and easily accessed. I have the FR separators for both sides and the quality is first rate. I had a couple of minor issues and was contacted by FR almost immediately. They took care of me and listened to what I felt was legitimate feedback. In fact, the engineer responsible for them wrote me a couple of times (in detail) as well. I went into detail and he responded to each and every point. I shared this portion of our conversation elsewhere and I'll quote it again here. Point being, it makes sense to use these on both sides. Great data from which to monitor accumulation. [B]Ford Racing GT350 Shifter[/B] Having dissected the OEM TR3160 piece by piece, I came away disappointed. It matches the "airy" feel of the clutch pedal assist but is far from confidence inspiring, unless you are a fan of the way Toyota/Honda/Subaru/Nissan/etc shift mechanisms feel. I'm not. Ford Racing is in a tough spot here. They typically don't throw the baby out with the bath water and instead offer minor tweaks to the original equipment shifter mechanisms, such as small geometry changes, firmer bushings, etc. I'm fairly confident that will be the case here as well. The issue in this specific case (throw reduction) is that the OEM shifter doesn't have an overly long throw to begin with and substantial changes in throw only increase notchiness. Throw isn't the issue with the OEM unit but rather [I]precision.[/I] The composite sphere/race at the pivot is a production-level compromise and the pendulum architecture lacks linearity. And once again, Ford Racing's hands will be tied. They have the engineering capability but aren't likely to start over from scratch, which is what this transmission, and this car, deserves. They really need to piggyback with an aftermarket shifter manufacturer on this one. [B] Ford Racing Rear Seat Delete[/B] Sometimes screaming from the mountain tops works. Kudos to the individual that convinced the naysayers that this one was plausible, wherever you are. Not having this part is like having a cake without icing. [B]Ford Racing TracKey[/B] [I]Everybody[/I] is going to want this one, especially if there are there are torque gains to be found. Warranty concerns may hold back an unprecedented number when it comes to the Voodoo 5.2 versus the Boss/Coyote or the GT500 in 5.4/5.8 form. There is fear in the air that this powerplant is a time bomb when or if traditionally modified which leaves the door wide open for Ford Racing to take the lead. If the gains/improvements are indeed substantial, this should prove to be a great seller. [B] Ford Racing Throttle Bodies[/B] As long as they don't further erode torque down low and they work with the aforementioned TracKey, these will sell very well. [B]Tough Sell?[/B] Halfshaft upgrades are not cheap. While the Ford Racing pieces will undoubtedly be robust, the fact that the GT350's demographic may not frequent the drag strip as much as other Mustang models may make moving these off the shelves somewhat of a challenge. Then again, once the internet shares the first GT350 shaft failure from coast to coast, that motivation may change. Any Muffler consideration for the GT350 is going to take a heck of an effort. The factory knocked the original exhaust system out of the park. If Ford Racing/Borla are able to pull it off I'd be duly impressed. I'm wondering if it were possible to do a third mode - stealth/quiet mode. That would definitely catch my attention. [B] Let's See It[/B] Here's a few I'd like to see. - Ford Racing/ARP front caliper to knuckle stud/nut kit. Frequent pad changes may encourage thread damage to the aluminum knuckles. A stud kit would make pad changes [I]much[/I] quicker as well as more reliable. - Carbon Fiber driveshaft kit. Yes, we were told that CF wasn't stiff enough for this specific application. These shafts were tested in pre-production models but ultimately they didn't make the cut. If anybody can pick up where [I]Production[/I] left off, it's Ford Racing. I'd really like to see them take this one on and make it happen. So would plenty of other mod-hungry GT350 owners. - Another wheel choice. A good looking, track worthy wheel in the same size/offset as the "R" wheel should be a no brainer. - Ford Racing/ARP stud kit for the hubs/halfshafts. No more needs be said. - Some at Ford Racing may balk about this one - a Sync/Nav upgrade using factory parts. Ford isn't going to do it. Ford Parts and Service isn't and neither is "Ford Accessories." Pull the parts, put them in a box with a set of directions, and make it happen. Whoever at Ford that says no to this one...I'd like his/her email and cellphone number so they can hear the hordes that are somehow either unworthy or don't exist. [/QUOTE]
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