KJ Jones
September 18, 2012
Photos By: K.J. Jones

On the Dyno

We were all cautiously optimistic going into the final two dyno segments of this effort (long-tube exhaust and Comp Stage 3 camshafts), as horsepower/torque seemed to sputter a bit after JLT's cold-air system added 21 extra ponies at the feet of Chuck Wrzesniewski's '12 Mustang GT.

As is common practice for bolt-on thrashes like this, the Pony was tested on Evolution's Mustang Dyno unit after each piece was installed. However, instead of doing any custom calibrating, Lund Racing's "canned" programs were loaded with each bolt-on (Jon Lund offers email programs that support all of the basic stock-5.0 upgrades) until it was time to run the 'Stang with its new camshafts. Interestingly, though, there were no tuning changes made after the Dynatech headers and X-shaped intermediate pipe were added. "It's not necessary when calibration changes are made to support induction upgrades," Jon says. "After headers are installed, the PCM is able to calculate the air change and make whatever fuel and timing changes are necessary."

Tuning changes definitely are necessary with the Comp Cams. However, our changes didn't go too far beyond the calibration established with our initially installed parts. The Stage 3 cams definitely richened the air/fuel mixture at throttle tip-in on each run. To correct this, Jon reduced fuel, but he also raised timing (from 24 degrees advance to 26 degrees), as he noted that the air/fuel ratio at the top of the rpm range--approximately 7,750 rpm--was safe enough to support the increase.

As you see in the dyno chart and graphs, the Comp cams promoted a huge positive swing in both horsepower and torque, and our collective bolt-on group brought more than 100 hp to the feet of Chuck's Mustang. As these things go, that's an impressive step up for a naturally aspirated Pony, and it definitely sets a 'Stang on the right path for monster power and torque if/when a blower or turbocharger are added.

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BASELINE JLT CAI
RPM Power Torque Power Torque
3,500230338238351
4,000277357285368
4,500318366330379
5,000351364365378
5,500370350388367
6,000376327395343
6,500381306402322
7,000370280392297
7,500n/an/an/an/a
7,550n/an/an/an/a

THROTTLE BODY BOSS INTAKE
RPM Power Torque Power Torque
3,500236347220325
4,000283365259335
4,500325374302347
5,000351364334347
5,500377357358339
6,000390338384333
6,500402322396318
7,000394299400298
7,500n/an/an/an/a
7,550n/an/an/an/a

EXHAUST COMP CAMS DIFFERENCE
RPM Power Torque Power Torque Power Torque
3,500238351211312-19-26
4,000274354250324-27-33
4,500312359301347-17-19
5,000347360344357-7-7
5,5004083543993772927
6,0004193364283715244
6,5004203134593687862
7,00041827447735510775
7,500418295477337n/an/a
7,550n/an/a476336n/an/a

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Here's a close-up of the revamped serpentine accessory-belt setup, which features a heavy-duty belt tensioner and idler pulley. The addition of a tensioner puts all accessories under the direction of a single longer belt and eliminates the independent short belt for the A/C compressor, which is near impossible to reinstall--unless you're the Incredible Hulk.