Introduction
We've finally taken the plunge into the mad world of modular
Mustangs. Ford introduced the 4.6L 2V and 4V modular engines
to the Mustang in 1996 (although it first showed up in
the '91 Town Car.) Naturally, this generated
heavy skepticism, particularly amongst enthusiasts who
were just coming of age to the 5.0L technology. Of course
this was understandable. It took veteran carbed die-hards
nearly a decade to embrace the computer controlled engines
as viable performance engines. What was initially thought
as the end of hot-rodding proved to be the beginning of
the greatest boom in domestic V8's since the Chevy 350.
If the change from carburetion to fuel injection was a
big step in the evolution of small block Fords, then the
modular engine has to be akin to an alien species jumping
head first into the gene pool. It shares nothing in common
with its' pushrod predecessor. The overhead cam engine
is based on over a billion dollars and five years of R&D
into producing a smaller yet more efficient and more powerful
V8. The term "modular" refers to design characteristics
which make the fundamental parts of the engine assembly
distinct components which can be configured to make a
variety of engine combinations. To complicate matters
even more the new engine came with a new processor version,
EEC-V as a result of federally mandated OBD-II (on board
diagnostics) standards.
Fortunately, there are always those up for a challenge.
Not to mention an untold number of aftermarket manufacturers
worn of the saturated 5.0L scene and ready to jump into
a virgin market of performance and aesthetic upgrades.
Eight years later the modular motor scene is thriving
and showing as much promise as its' predecessors. We're
excited about jumping into the frenzy with our 2001 Mustang
GT project horse.
First Days
Our '01 starts out as a bone stock lease-return vehicle
with abut 30,000 miles. It's a five-speed car with the
Tremec T45 transmission, at some point in the 2001 model
year Ford switched to the T-3650 model. With the majority
of our staffs collective experience being on 5.0L Mustangs,
we felt like total newbies when it came to the 4.6L pony.
What to do and where to start? We figured the sanest approach
would be to stick to fundamentals. The factory rates the
engine at 260 Horsepower at 5250 rpm, and Torque at 302
lb.-ft. at 4000 rpm. We've seen rear wheel dyno numbers
for '00-'04 GT's at around 230 horsepower stock. With
selective bolt-on engine and exhaust modifications the
cars are pushing beyond 260 horsepower to the wheels.
We'll go through these popular modifications in upcoming
articles and perform dyno and track testing to measure
their worthiness. We'll also plan out handling and braking
modifications to make this Mustang into an all-around
performer.
In the mean time, we just had to make some visual enhancements.
Ford left something to be desired on the GT- beginning
with the nose of the vehicle. Fortunately the design team
had their act together when they designed the Mach 1 Mustang
front end. The dark gray plastic chin spoiler and black-out
grill delete are Mach 1 styling cues that are available
through Ford parts dealers. We picked up our parts online
from Sunset
Ford in Waterloo, IL (1-800-939-6303) for about $80
each. Installation was simple and took nothing more than
hand tools and a spare hour. Check out the step y step
instructions below.
| Face
Lift - Installing a Mach1 chin spoiler and grill
delete. |
Before: Aside from
the faux hood scoop, the front of a GT is no different
than the V6 99-04 Mustangs. |
After:
Borrowing from Mach 1 styling cues we installed
a chin spoiler and grill delete kit. Both are OEM
Ford parts. |
The Mach 1 chin installs
in about thirty minutes to the factory bumper cover. |
Position the chin into place
using masking tape. We recommend aligning the end
of the chin with the edge of the fender.
|
Once you are content with
the chin placement drill 1/4" holes through
the bumper cover. The chin comes pre-drilled with
about 10 holes. |
Insert all the supplied "christmas
tree" push-in
fasteners and press in the expander tab.
|
The Mach 1 grill delete kit comes complete with
new corral-less pony.
|
Remove the plastic screw fasteners along the top
of the original grill. |
Gently pull back the grill and use a 1/4" wrench
to remove the four retaining screws.
|
With all fasteners removed, pull out the stock grill
face. |
Remove the two fasteners securing the remaining
grill portion and pull it out. |
The new grill insert slips into place and is secured
with two of the stock fasteners. |
The most difficult part is getting these clips over
the black plastic studs which will be protruding
through the bumper. Good luck.
|
The finishing touch is bolting on the free running
Mustang to the pedestal.  |
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Posted by wmc98, 11/05/11 07:37pm:
I just bought a stock 2001 GT Mustang Premium in Silver. Can you guys help me spend my first $500-$700 on upgrades? That short shifter looks great, maybe a cold air intake? I just don't know brand names well. Thanks for any help! Will (wmc1982@gmail.com)
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In
This Article:
The first in many parts to come about our
2001 Mustang GT 4.6L 2V modular motor project
car. |
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Over the next year we'll subject this 4.6L 2V "Modular"
motor to a variety of modifications. |
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Initial
Mods
The aftermarket has responded with a host
of 5-10HP upgrades. Look for upcoming installation
articles and dyno/track testing on these fairly
simple bolt on engine modifications. |
Ignition
upgrade
We've tested the Plasma Booster for COP ignitions
before and shown consistent gains across the rpm
band. We'll see how it fares on our new project. |
Intake
plenum
We'll bolt on this easy upgrade and test for gains
over the factory unit. We'll also compare several
popular brands and designs. |
Cold Air Induction
 Once
again cool, dense air leads the pack of fast and
affordable bolt-ons. The time old question is
what effect do they have, if any, on power. We'll
find out. |
Underdrive
Pulleys
 Reducing
parasitic drag off the crankshaft still yields
cheap performance gains. We'll install a set of
March pulleys. |
Short
Throw Shifter
 Replacing
the factory T45/T5 wet-noodle shifter is simply
a no brainer. We've been sold on the B&M Pro-Ripper
for quite some time. In fact Ford selected B&M
for the 2005 GT supercar. |
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