under 2k?? clutch is atleast 1k, DS is another 6-800.00 and headers and H or X is 1400-2k.... did i miss something?
UPR's 2011 Mustang 11.90 @ 117.57!
It's been a while since our last post about our 2011 Mustang GT but we took some time to make changes to the car and get the most out of them. We also fought through the now notorious clutch issues that the 6 speed cars seem to have. Jeremy had experienced the pedal sticking to the floor on wide open throttle shifts and eventually some clutch slippage. Before that was addressed we wanted to change out the 1 ¾ American Racing Headers for the 1 7/8 headers to truly see if you need such a big header. Prior race experience has shown going with such a large header on a small cubic inch engine just wasn't justified but we wanted proof.
Soon as we got the headers changed out it was right back to the dyno with no changes to the tune at first. The results were surprising to say the least. Our peak power dropped 4RWHP down to 440RWHP BUT we picked up as much as 30RWHP in the mid range of the power band. From just above idle till just before peak power the 1 7/8 headers picked up over the 1 ¾. The average power was up about 15RWHP throughout the power band. Ken Bjonnes of Diablosport massaged the tune to see if anything could be improved over his previous tune for the 1 ¾ headers but very little was picked up. The curve was a little rough and we tried going to an adapter and conical filter instead of the drop in K&N filter. This helped smooth out the power curve but didn't really pick up power.
With the headers tested it was time to get back to the track but first the clutch had to be addressed. We chose the Mcleod RXT, as they sponsored Jeremy throughout his racing career. At the same time we also switched out the two piece driveshaft for to one piece aluminum driveshaft from Axle Exchange. 200 miles were put on the new clutch to give it some break in before taking it out to the track.
For testing at the track we are running 18" factory Shelby wheels all around with Mickey Thompson 265/40/18 Drag Radials. Hot lapping the car, never took the helmet off, the first three passes resulted in 12.17, 12.05 and an 11.92 @ 117.92 in fact all the passes were at 117 MPH. On the 11.92 pass we had a 60 foot of 1.77, the same as our previous best at 12.16 @ 115.37 but a solid 2 tenths and 2 MPH faster. We let the car cool for 45 minutes and made two more back to back passes playing with launch RPM to get some better 60fts out of it. The last two pass resulted in an 11.91 @ 117.75 with a 1.76 60ft and an 11.90 @ 117.57 with a 1.71 60ft giving us a new best for this combination. The last pass was odd in the fact that the 60 foot was 5 hundredths quicker than the last pass but only picked up 1.5 hundredths on the top end.
Jeremy feels that the slower 60ft times had slight wheel spin and did not bog the engine. On the 1.71 pass the car "dead hooked" and bogged the engine. By doing double duty, driving both the UPR car and the Lethal Performance 2011, Jeremy has been able to help us learn what works best for the 2011 without wasting time or money. The evolution of UPR's 2011 has proved to be an interesting learning experience, as we have spent under $2,000 and now have a solid 11 second Mustang.
The weather at the time of the last pass was 76.8*, 30.02 barometer and 84% humidity giving us a DA of 1,378'. With some cooler weather not far down the road and better 60fts we could easily see some mid 11's in the near future with a stock weight car (well only an Aluminum driveshaft) and a couple bolt ons.
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Soon as we got the headers changed out it was right back to the dyno with no changes to the tune at first. The results were surprising to say the least. Our peak power dropped 4RWHP down to 440RWHP BUT we picked up as much as 30RWHP in the mid range of the power band. From just above idle till just before peak power the 1 7/8 headers picked up over the 1 ¾. The average power was up about 15RWHP throughout the power band. Ken Bjonnes of Diablosport massaged the tune to see if anything could be improved over his previous tune for the 1 ¾ headers but very little was picked up. The curve was a little rough and we tried going to an adapter and conical filter instead of the drop in K&N filter. This helped smooth out the power curve but didn't really pick up power.
With the headers tested it was time to get back to the track but first the clutch had to be addressed. We chose the Mcleod RXT, as they sponsored Jeremy throughout his racing career. At the same time we also switched out the two piece driveshaft for to one piece aluminum driveshaft from Axle Exchange. 200 miles were put on the new clutch to give it some break in before taking it out to the track.
For testing at the track we are running 18" factory Shelby wheels all around with Mickey Thompson 265/40/18 Drag Radials. Hot lapping the car, never took the helmet off, the first three passes resulted in 12.17, 12.05 and an 11.92 @ 117.92 in fact all the passes were at 117 MPH. On the 11.92 pass we had a 60 foot of 1.77, the same as our previous best at 12.16 @ 115.37 but a solid 2 tenths and 2 MPH faster. We let the car cool for 45 minutes and made two more back to back passes playing with launch RPM to get some better 60fts out of it. The last two pass resulted in an 11.91 @ 117.75 with a 1.76 60ft and an 11.90 @ 117.57 with a 1.71 60ft giving us a new best for this combination. The last pass was odd in the fact that the 60 foot was 5 hundredths quicker than the last pass but only picked up 1.5 hundredths on the top end.
Jeremy feels that the slower 60ft times had slight wheel spin and did not bog the engine. On the 1.71 pass the car "dead hooked" and bogged the engine. By doing double duty, driving both the UPR car and the Lethal Performance 2011, Jeremy has been able to help us learn what works best for the 2011 without wasting time or money. The evolution of UPR's 2011 has proved to be an interesting learning experience, as we have spent under $2,000 and now have a solid 11 second Mustang.
The weather at the time of the last pass was 76.8*, 30.02 barometer and 84% humidity giving us a DA of 1,378'. With some cooler weather not far down the road and better 60fts we could easily see some mid 11's in the near future with a stock weight car (well only an Aluminum driveshaft) and a couple bolt ons.
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