OLD CROW 3V Mustang: Pypes X Pipe, MGW Short shifter and Billetworkz Shift Knob

 Ok, a few more mods to share. Last Friday I installed the Pypes after cat X pipe. This is a $190 piece that actually replaces the back half of the OEM cat pipe. It essentially replaces the H section with an X section. It's the same 2.5" diameter piping but has a better flowing X pipe connection which takes advantage of the exhaust pulses for improved flow. 

Measure twice, or 6 times and cut once. The marker lines were to tell me where the new X pipe will meet up with the cat pipe (the right line) and the other mark is where I was intending to cut the stock pipe. I gave myself 2" and really wanted some good overlap. This was the first pipe I cut. I missed the mark more than I wanted to. I blame the tight quarters under the car while trying to have a solid grip on the sawzall. haha

Here's the post cut comparison. The Pypes X pipe came with these exhaust hangers. I don't know what for as the stock car doesn't have anything to hang it to. I guess you could add hangers to the car somehow. These hangers are right near the transmission support bracket. 

Here's the X pipe installed and clamped in. LMR.com forgot to include a clamp with my SVE axle back mufflers. I told them about it and they shipped me 2 new clamps. That worked out well because the clamps that came with the Pypes X pipe were not very good at all. I didn't even try and use them. 

The MGW shifter arrived on Saturday while I was at 4 baseball games! LOL I was able to install it tonight (the following Monday). Here is a comparison of the OEM shifter vs the MGW Shifter for the 2005-10 Mustang GT.

First up was to remove the center console and gain access to the shifter boot and sound deadening material.

There were a few pain in the butt moments on this install. The biggest tip is to follow MGW's instruction to lower the transmission support bracket about an inch or so. If you don't do that step, I don't know how you remove or re-install the shifter unit. It's a tight fit in there and the shifter is an odd shape. 

I think the entire install took about 3 hours, including jacking up the car and putting everything away. Here's a picture of the front support bolt. This took some time but fairly simple step. Getting the bolt started with the tight squeeze for my hand took a few attempts.

Here's a view of the MGW shifter before I lowered the trans bracket. It was not going. I had to go under the car so I could better see how to maneuver it through the hole. 

Here's a view of the rear bracket and alignment pins. You can see the blue bracket has slots in the mounting holes. When I was inside the car, the shifter was wanting to sit toward the driver side more and I felt like it was going to be tight so I moved the shifter to the passenger side all the way. You can see the slot peeking through as I pushed the bracket/shifter to the one side for more clearance.

Once the shifter was all bolted in underneath, I moved back into the interior to reassemble the finishing touches. Here's the important boot which seals off the gaping hole in the trans tunnel. The earlier models don't have a sound deadening piece so MGW provides some dynamat and a NVH pad. Mine, being a 2008, did have the OEM sound deadening piece and I also installed the pad but not the dynamat. 

The finishing touch was the matt black "lightbulb" shaped Billetworkz shift knob and gloss black boot retainer. The instructions say to flip the shifter boot around 180 degrees since the shifter locates the shift knob further back than stock apparently.

I think it looks really sharp!

I put all the tools away and went for a test drive. The first time I went to shift into 2nd gear, I put it in 4th. The shifter is tighter and takes more effort to select the gears. It feels solid and the weighted knob feels good in the hand. I adjusted the throw about 5 turns out of the max of 10 turns allowed. If you put the shifter at its longest, its about 15% shorter than stock. So, its probably about 40-50% shorter than stock. 

I leave you with this photo at the parking lot at Viewmont High School from Saturday where I watched Josh play baseball. I can't help myself from taking pictures every time I get out of the car! It looks killer! I am loving the car! I have modified every aspect of the car so far, Interior, Exterior, Suspension, Wheels/tires, brakes and engine. It's been a very satisfying process! That's it for now! I need to find an autox event to sign up for!

OLD CROW 3V Mustang: JLT V3 CAI + SCT BDX Brenspeed customer 91oct Tune

 The fun continues! A week or 2 after getting the suspension installed, I ordered up the next round of parts for the Old Crow 3V Mustang Project!

Brenspeed is known for being one of the top 3V Mustang tuners and aftermarket providers. I ordered up their Intake + Tuner Combo kit. They have a few options and I chose to go for their most affordable set up, which includes the JLT Performance V3 Cold Air Kit and the SCT BDX programmer device. The out the door and shipped cost was $807 for the kit. After ordering, they send you an email and request some details about your car. I sent them all my mods along with rear gear ratio and tire diameter. 

If you didn't know, the 3V 4.6L Mustang GT absolutely requires a tune if you install a cold air kit on it. There are all kinds of warnings in the paperwork that came with the intake to ensure a tune is uploaded before running it. 

Here's a pic of the JLT intake installed along with some in-process pictures of the tune upload.

The intake install was fairly straight forward. The hardest part was mounting the heat shield bolt between the radiator and fan shroud. The PCV hose was easy as well. I took my time getting the intake mounted to the throttle body right. I wanted to make sure the seal was done well so there were no air leaks and so it won't move or fall off over time. Because the intake tube is plastic, the instructions said to not over tighten the clamps. The heat shield fits snug against the hood when you close the hood. I'll keep an eye on it over time to see if its wearing the underside of the hood at all. The overall look of the engine bay is much improved by installing the intake compared to the clunky and dirty/grungy stock airbox. I need to get those valve covers painted at some point in a nice bright Ford Blue!

So, I was a little nervous about the upload process. The instructions weren't actually very helpful. SCT provides a fold out map like page and it talks about like 6 different general processes. But, I followed the screen and clicked through and turned the key on and off when it told me and SUCCESS!!! Brent did instruct me to have a charger going on the car battery just in case. He said if the car battery doesn't have enough power during the upload and if something happens mid upload, you could brick the ECU or at least, put yourself in a difficult situation LOL. So I borrowed Corey's battery charge (again!) and the upload completed with no issues.

I went for a quick test drive when I finished at like 10pm. I could feel the car was snappier and more responsive and that it definitely had more power. The intake noise when you do a quick down shift blip or really dig into the throttle gives a sucking/whooshing sound now that wasn't there before.

So, here's the parts I bought, in addition to the Intake and tuner. I ordered up the LMR.com SVE branded axle back exhaust and the Pypes after cat X-pipe. This x pipe is clamped into place behind the factory cats. You have to cut the pipes behind the cats and clamp the x pipe on and connect it to the rest of the catback piping. So, its a hopped up version of the factory 2.5" exhaust system. 

I also picked up the MGW short shifter. It is supposed to arrive on Saturday. The shifter has adjustable throw. I've matched that up with a Billetworkz matte black weight shift knob in the "lightbulb" shape (Brent really wanted me to do the sphere shape but I felt it was too bulky). I also ordered the boot retainer piece, which comes in gloss black to help it look factory with the shift boot held in the proper position. It did cost $30 but hey, there's some showcar boi in me too! haha

Here's some pics of the SVE axle back mufflers from LMR.com. Here's a comparison of the 16 year old OEM mufflers. The SVE mufflers save 7 lbs each side. So far, the parts I've added have lost some weight overall. I need to find the weight of the GT500 arms because they are heavier than the OEM GT arms, but besides that, I've removed 60 lbs from the car but then added back in 8lbs of heavier wheel/tire combo (2lbs per corner).

I love the look of the new SVE mufflers. More aggressive, sporty look with the 4" tips and a nice shiny polished SS. 

You can see from these under car pictures that the smaller size of the mufflers give you more room underneath to work. 

While I was under the car, I took the time to wipe down with a soapy wash rag the underside. 

I also picked up this 8" short antenna. It only cost $15 and I think improves the look more than you'd think. That big tall antenna screamed 80's!

OLD CROW 3V Mustang: Suspension and Brake Upgrade and Test Drive!

 What a transformation!!! I'm so excited to share pictures of Old Crow all finished up! First, a beauty shot!

The car looks killerrrrrr!!!!! I just love it! It's exactly what I was hoping for and what I imagined in my head it could look like! The Vapor Silver is contrasted by the Gloss Graphite SVE R357 wheels and Gloss Black Front NuGeon (Brembo replacement calipers from Rockauto.com) 4 piston calipers with the 14" steel blank rotors (also from Rockauto). The brakes were fitted with PowerStop stainless steel brake lines which have a nice teflon outer layer that is a cool red textured color filled with Dot4 fluid and PowerStop "Track Day" pads up front. All of the brake parts were purchased from Rockauto.com, or as I like to call it, "Rockauto Speed Shop"! Ok, I'm getting ahead of ourselves...

Let's start by showing where we started with the front suspension.

So, we started with a 16 year old (2008) totally stock OEM front suspension and brake set up with 131,700 miles. The stock GT brakes are 2 piston calipers with 12.5" diameter rotors. 

Day #1 of the front end project was Wednesday March 6. We put in about 3 hours of work and we were able to essentially remove everything from both sides of the front end, including the front sway bar.

Day #2 was Thursday and again another 3 hours. We installed all the suspension, which included assembling the Koni single adjustable shocks to the Maximum Motorsports lowering springs from their "Road and Track Grip" kit to their MM caster/camber plates. We set the camber to the most negative setting that the OEM top strut opening would allow which ended being about -2.1 degrees. Caster was set towards the rear of the opening as far as we could go without affecting camber. We also installed the Eibach 36mm front sway bar with polyurethane bushings and GT500 lower control arms with poly bushing and upgraded (larger diameter) ball joint. 

Day #3 was Friday and we spent 4 hours installing new Ford Performance front hubs with ARP extended studs (which Corey painted with some black etching primer for rust protection during his lunch break), the full brake set up from Rockauto that I noted above in the intro. We installed the front SVE R357 wheels and Continental ECF tires for the first time and stood back and enjoyed the new view! To fit the 19x11 +50mm wheels upfront, I use a 19mm Cortex Racing black anodized wheel spacer. We then flushed/bled the brake system with the Dot4 fluid. We did a quick tape measure front toe alignment set at 0. 

Here are some great shots of the finished set up from behind the action and from the outside view. We set the bump steer kit so that the steering rod was parallel with the control arm. 

Here's the outside view of the set up. I do have to point out that the yellow and red parts go with the theme of P-51D "Old Crow" which had a yellow/red checkered nose livery. Perfect! I do have the idea to paint some lettering on the calipers that says "OLD CROW" but in "BREMBO" font, which you can download off the internet by the way. Future project haha

Here we are in the middle of bleeding brakes. Corey was in the car pushing the brake pedal, while I opened and closed the brake bleeder nut to allow brake fluid to empty into the collection baggy. 

Here was the first few minutes after we got the car all put together and on the ground. Corey's 2 post lift was incredibly valuable during the 4 day project. We had the car up and down many times, especially when dialing in the alignment.

Day #4 was on Saturday and we put another 2 hours in. In total we put in 12 hours each, or about 24 total hours between the 4 days. Corey and his brother bought a string alignment set up as Corey's brother is building a 1992 Chevy Camaro resto-mod and are doing much of the work themselves. While I was enjoying baseball games on Saturday, Corey was setting up the string equipment. Before doing the final alignment, stickaxlegang guru Ashley (Tribar Racing social media handle) pointed out to me that the passenger side flag bolt for the panhard bar was on the wrong side. After measuring, we need to move the rear end like 2-3mm toward the passenger side. So, we unbolted the panahard bar, moved it just a little. It needed one more round of adjustment and we had it centered up at ride height perfectly, within probably 1/2 a mm or less. It was almost perfect. We torqued up the mounting bolt, on the correct side this time and moved on to the front alignment.

The most tedious and time consuming part of the string alignment set up is getting the strings centered and level all around the car. Then you take measurements at the front and rear of the front wheels to check toe. We went through multiple iterations, lifting the car up and making minor toe adjustments. We got the toe to be right at 0, within less than 1/2 a mm or less. 

We went for a quick test drive and it drove straight and smooth. There was no rubbing at full lock (I'm really not low enough to be rubbing). The clearance between the inside of the wheels and the struts is very small, maybe 5-10mm or so. 

After confirming no weird noises or vibrations, we did some brake pad bedding. I should have taken a picture of the wheels after I got home. They were VERY dusty haha. The car stops great and the pedal feel was very solid. 

This morning, I couldn't help myself and went out for some beauty shots and a quick drive to Kaysville on the new highway. I felt like I was Lightning McQueen in the "Cars" movie driving on the brand new smooth road in my fully rebuilt Mustang. 

I'm just so happy with the results. The car looks incredible! The driving so far is proving to be very flat and the steering feels very sharp and responsive to inputs. It's going to be a blast at autox and track days! 

I'll wrap this post up with this Before and After. Or as the kids like to say "How it started...How it's going..." 

The difference is night and day visually and performance wise. The S197 Mustang was the last solid rear axle version of the car. After being the same basic suspension design from 1964.5 through 2014, I consider the S197 platform the "Modern Trans Am" Mustang. It has the same look and feel as the 67-70 Mustang Fastbacks but with modern improvements, such as: overhead cam/electronic fuel injected/variable valve timing V8 power and efficiency with a 5 speed (or 6 speed) overdrive transmission, bigger 4 wheel disc brakes (with ABS) and the modern crash safety structure (which improves chassis rigidity and thus handling). I think the 2005-09 Mustang was the best rendition of the late model Mustangs achieving that Retro-Futurism look. They nailed it! 

Stay tuned, because there's more to come. I have the "Hechtspeed Aero" front canards to install. I need to order up the next round of parts, which include Brenspeed JLT V3 Intake and SCT BDX tuner (about $780 total) along with an SVE axle back exhaust (about $300). I need to replace the 3ft long radio antenna with a short stubby version ($20). I want to do an MGW short shifter as well. Then down the road, I'm contemplating a Corbeau bucket seat. That means I'll have to ditch the heated leather seats. It will certainly help me take advantage of the improved grip and handling, but I'll lose the luxury haha.

Future future upgrades will include some kind of front splitter, heat extractor vents in the hood (need to decide if I want to keep the faux hood scoop or not). 1 piece aluminum driveshaft, maybe 3.73 gears (and paint the surface rusted rear axle and maybe get a nice aluminum diff cover). 

I still need to paint the replacement passenger fender and rear bumper I got as well. Corey and I will do that in his garage during warmer months (and after baseball season). 

OLD CROW 3V Mustang: Rear Suspension and Wheels and Tires installed!

 Big update in this post! PanteraCorey and I spent 5 hours Friday night and 3 more hours Saturday morning underneath the Old Crow to install all the rear suspension. Everything went pretty smoothly except for the removal of the upper control arm. When I watched a YouTube video the guy made it look like the upper arm would just come out once unbolted. False! haha After fiddling with it for awhile, we began slowly lowering the gas tank. I found another YouTube video and that guy said you're going to have to lower the tank. So, once we lowered the tank, boom! it came right out and the new Kenny Brown piece went in. 

Big shout out to Corey for allowing me to use his lift, tools and himself! I don't know how long it would have taken me to do that on my own or with my own tools. I know I don't have all the tools so I would have needed to borrow them or go buy some. 

Here it is up on Corey's lift Friday night

Here it is at my house today as I put my new wheels and tires on the rears. I adjusted the lower control arms because the pinion angle was -3 degrees. I adjusted it to -1 degree with shortening up of the LCAs. Corey and I had adjusted them to be longer than OEM on initial install. That was the wrong direction. 

When I test drove the car after initial install I could hear some rear end gear noise. I think that was due to too much angle. After a very brief test drive today, I didn't hear the rear end noise! Boom!

I still need to adjust the panhard bar a little. It's about 1/4" to the driver side. Brent says shortening the panhard bar will move it to the passenger side. I need an 18mm socket to unbolt the panhard bar so that will wait until Corey and I get it up on the lift next week, hopefully. 

Today I went to Harbor Freight and bought a 1/2" drive 50-150 ft-lbs torque wrench, some 1/2" drive extension and some bigger adjustable crescent wrenches so I could adjust control arms and panhard bar.

Luckily I had bought a slimmer 13/16" socket because the oem lug wrench doesn't fit my wheels lug hole openings. I've always tighten lug nuts by feel. I've never torqued them. I'm feeling official!

This is a great beauty shot! I'm purposely not showing the front end because its stock ride height and wheels LOL

This is a cool pic with it jacked up! I think the 2" MM lowering springs will be great for the street and a big improvement over the stock stuff when driving it hard.

And here's the Mullet Mustang shot! LOL 

Overall I'm really loving the look of the car with the new wheels and tires! The blacked out rear trunk panel, the rear spoiler, front lip and future canards look killer!!! I'm loving it so much!!!

I ordered a couple more parts. Corey convinced me to order the control arms and install them with the rest of the suspension. He's 100% right for saying so. I was fully planning on buying them in the future. I guess I was trying to keep the budget down but it just makes more sense to install these while everything, and I mean everything, is apart up front.

And, while I was at it, I threw in these matte black OEM+ looking headlights from LMR.com. I had a 6% discount from reviewing my other parts so I figured I'd get these ordered so they're here and ready when I do the front fender and rear bumper paint.

Stay tuned...

OLD CROW 3V Mustang: Suspension Parts Arrive and Wheels/Tires Mounted

 Parts have been arriving for Old Crow the last month plus. I wanted to show them off here. The plan is to start installing the rear end parts first as I'm still waiting for Maximum Motorsports to ship the last of the parts for the brake upgrade. The Stainless Steel lines are a week plus out still. MM will ship the lines, the Dot4 fluid and HP+ front brake pads all together. So, I'll do the front suspension parts and brakes all at the same time in a week or 2. 

First up are the wheels and tires. I didn't want to go to Burt Bros again for mounting and balance. Last time I went there, the balance weights fell off before they even got home. I got a recommendation from Bryce C to go to Discount Tire in Layton where he takes his Porsche track wheels and tires. 

Here's a good look at the view of the tire shoulder as it relates to the wheel lip. It's a very slight stretch to fit a 295mm (theoretical 11.61" width) to an 11.0" wide wheel. Technically the wheels are 12" wide from the outer edge of the wheel lips. The 11" width is from the inside of the wheel lip. Interesting tidbit.

Front brakes were actually the first thing to arrive. I probably didn't need to do these just yet but I shopped on Rockauto.com and the price was so good I couldn't pass it up. It was $290 for both sets of 4 piston calipers and 14" steel blank rotors shipped. The rotors were actually $13/ea. The calipers have a nice black gloss paint applied. They are remanufactured and they are one of the alternate brands for replacement parts for the S197 Boss 302, GT500 and 2011-14 Performance Pack 4 piston/14" brake set up.

Here's the box of Cortex Racing parts. 19mm black anodized spacers for the front along with open ended lug nuts, front sway bar end links and front bumper steer kit.

I ordered a set of front hubs from LMR. They are Ford Racing new units with ARP extended studs. I went this route because of the simplicity of the assembly already with pressed in studs. The car has 131k miles on the front hubs and I was looking for an easier assembly. 

As part of the Maximum Motorsports Road & Track Grip kit for the 2005-2010 GT, it comes with this Eibach adjustable front sway bar that measures 36mm in diameter. It is a beefy piece. I'm sure it adds weight haha. 

For sway bar bushings, the unit on the left is the MM supplied poly bushing. The one of the right I bought from Kenny Brown and is also poly. In my research I didn't see mention of poly bushings coming with the Eibach sway bar. I believe the bushing I bought from KB on the right is meant for a stock sway bar diameter. It may fit thicker bars with the slit you can see in the picture. Who knows. I'm going to run what MM provided.

Here are pics of the Koni single adjustable front struts and rear shocks that come with the Maximum Motorsports Road&Track Grip kit. These are spec'd out specifically by MM for the S197 with their spec'd springs, rear control arms and panhard bar. 

Springs are progressive spring rates as you can see by the shape and have the following specs:

Lowering

• 1.8"-2.0" front
• 1.9"-2.1" rear

Lowering amounts are approximate and will vary with year and model due to differences in car weight.

Spring rates

• Front: 320-360 lb/in. The rate is progressive and approximate, ramping up from 320 lb/in at ride height to 360 lb/in at 2" of spring compression (about 1.9" of wheel travel).
• Rear: 260-380 lb/in. The rate is progressive and approximate, ramping up from 260 lb/in at ride height to approximately 380 lb/in at 2" spring compression. Wheel travel is also 2" because the rear spring is on the axle.

Here's the aluminum adjustable panhard bar from MM as well. This polished aluminum panhard rod features PTFE-lined spherical bearing rod ends with machined aluminum inserts.

To supplement the MM Grip kit, I ordered up Kenny Brown rear lower relocation brackets. These drop the control arm mounting location to improve the geometry.

This is the Kenny Brown U-link, which is the rear upper control arm or the "3rd member" for the 3-link rear end Ford designed for the Mustangs solid rear axle. The KB unit changes/improves the geometry of the stock arm and adds the spherical bearing. These are nice pieces and look good in the dark grey paint. They kind of match the wheels! 

Finally, I also ordered up a new passenger front fender from LMR. This is a nice OEM replacement fender. 

Also from LMR.com is this OEM replacement rear bumper cover. 

These body pieces will be painted in a couple months after weather warms up here in Utah. I'll be doing these in Corey's garage. What a good friend! haha I'll buy the paint supplies from a local paint shop in Centerville. It should really get the Old Crow looking sharp!

Stay tuned for the install pics!