Page 2 - s550

As many of you are aware, we have explored nearly every inch of our GT in a quest to bring you some seriously awesome Mustang parts. While catch cans and oil coolers are exciting, we have a hunch that the most anticipated product is the Mustang radiator. Aluminum radiators are the staple component among our various product lines, so we were excited to show you our progress on this project.

The stock radiator is your run-of-the-mill OEM unit equipped with plastic end tanks. While there is nothing wrong with this setup for the average GT, we still see some room for improvement. First, Ford was on the right track when it equipped it's performance-pack version of the GT with a larger radiator. The performance-pack boasts a 36mm core, compared to the standard GT radiator that comes in at 25mm. We plan to offer our own version, which will have more capacity than either the standard or performance-pack options.

Last time we took a look at what went into creating the jig for our Mustang H-pipe. This same process will be applied to create a jig for our Mustang X-pipe designs. We have plans laid out to create three different X-pipe designs to test on the Mustang GT.

It is interesting that the same jig will be used for each of the three X-pipe designs. This is possible because the section that is changing between each X-pipe is the actual X in the center of the pipe. The jig's job is to ensure that the piping coming both into and out of the X itself will fit with the rest of the Mustang GT exhaust system. The center design is unrestricted by the jig, and therefore we have some room to play with the design.

We plan to create different degree bends for the X part of the pipe: a 60° X-pipe, a 45° X-pipe, and a 20° X-pipe. We will test these three designs to see if there is any benefit to using these various X designs on our GT.

But first fabrication! After the piping was laid

What a unique and exciting project this has been! We don't want to simply develop neat products; we want to understand how and why they function. This is why our team has been working to develop test protocols for our S550 Mustang strut tower brace evaluations. This segment shows our final testing process and the very surprising results.

Final Testing Rig

After experimenting with a setup designed to record pressure, we noticed that measuring travel distance between the two strut towers would provide identical results if we used a much more adaptable testing device.

Our team acquired a few linear-displacement gauges to modify our strut brace for testing. We started by hacking apart one of our prototype bars.

Last time we wrapped up our first attempt at creating an accurate gauge for measuring strut tower flex. Our initial tests showed some inconsistencies, which have been attributed to the method by which we mounted our gauge.

These inconsistencies occurred most likely because of the difference in materials. Our strut bar is steel, whereas the gauge assembly is aluminum. Welding these materials together is not possible, so we used alternate methods.

We need to eliminate any adverse variables for this test. Measurements of movement are small, so even a seemingly insignificant issue could cause skewed data. We decided to work up a full aluminum prototype modeled after our first design.

All-Aluminum Strut Bar Testing Prototype

In addition to new machining tools, we have a new high-pressure Waterjet cutter here at Mishimoto. We decided to flex its muscles a bit and use it to cut out our strut bar brackets. These were then welded to the bar itself

It has been quite some time since our last update on this project, but for good reason. Our engineering team has immersed themselves into suspension research and determining the impact of stiffening on handling. Chassis bracing is a new market for our team, and we want to ensure we provide ideal solutions. In addition, we needed to develop a method for testing our components properly.

Not much information is available about the effectiveness of strut bracing. Would bracing have an impact on handling or on chassis flex? Do only sloppy, old chassis benefit from bracing? The Mustang is a great first test subject because it has a new chassis and an option for additional chassis stiffening. Let's get to work!

Pressure Gauge Fabrication

The first testing device we wanted to explore was a pressure gauge. Ideally, this would be installed within the strut brace to measure any pressure occurring as the strut towers flex toward each other.

With some

Last time we covered the basic fabrication process needed to design our first mock-up prototype. This provided the basic dimensions of the brace so we could transplant our measurements into SolidWorks.

After some computer modeling work, we were able to construct an initial prototype of both design ideas presented in our first segment.

Prototype 1

Mishimoto prototype 2015 Mustang parts

Our first prototype is a simple yet effective way to stiffen the front end of the S550. The material is thick wall steel, used for optimal rigidity. The bar is simply welded to the brackets, which attach to each strut tower. The brace is finished in a black powder coat with a small Mishimoto

Nothing beats taking a tight, responsive vehicle over some curvy roads on a beautiful fall day. The S550 is a nice chassis, track-applicable right out of the box, especially if "Performance Package" is on the build sheet. We've been pleased with our shop car, but we are always seeking improvements. We've completed our product development of cooling components and performance products, and now we are turning our attention to the suspension on this fantastic chassis. To further enhance the stiffness of the suspension and improve response, we decided that an appropriate front strut brace would be a wise addition.

Stock Bracing and Strut Tower

Under the hood of your Mustang you might find (or not) a stock strut brace. For GT and PP EcoBoost owners, a K-shaped brace links both strut towers to the cowl of the vehicle. Below is a look at this stock piece equipped on our shop EcoBoost Mustang.