Tech: 2015 Mustang Header Dyno

0 2015 Mustang Header Dyno Featured

The Long Way

SCT Performance tunes up an S550 with a JLT CAI and Kooks long-tubes

By Steve Turner
Photos by Steve Turner and courtesy of Kooks Headers & Exhaust

The more things change, the more they say the same. That’s how the saying goes. In the case of the 2015 Mustang, the truism is definitely true. As modern as the latest Mustang is, its Twin Independent Variable Cam Timing-equipped Coyote 5.0-liter engine still responds to traditional hot-rodding techniques, like opening up the intake and exhaust.

Matt selected Kooks Headers & Exhaust’s 1 7/8-inch, stainless-steel long-tube headers with 3-inch catted connection pipes (PN 1151H420; $1,830.21) for his 2015 Mustang GT. The kit comes complete with everything you need to replace the factory manifolds and mid-pipe, including oxygen-sensor wiring extension harnesses and hardware.
Matt selected Kooks Headers & Exhaust’s 1 7/8-inch, stainless-steel long-tube headers with 3-inch catted connection pipes (PN 1151H420; $1,830.21) for his 2015 Mustang GT. The kit comes complete with everything you need to replace the factory manifolds and mid-pipe, including oxygen-sensor wiring extension harnesses and hardware.

However, what’s necessary to make those modifications work on a modern Mustang is tuning. That’s how we found ourselves back at SCT Performance to watch the company’s head calibrator, Matt Alderman, create a new preload calibration for his new GT’s latest addition—a set of Kooks Headers & Exhaust 1 7/8-inch, stainless-steel long-tube headers (PN 1151H420; $1,830.21).

It didn’t take long for Matt to dial in a new calibration for the JLT Performance CAI and Kooks exhaust combo, and the results were quite good. Keep in mind that this is just with the CAI, headers, and catted mid-pipes.

“I changed some of the temp loss for the O2 sensors,” Matt explained. “I also adjusted the variable cam timing.”

Matt had the cat-back to test out next, but then he got the call to install a supercharger. That’s a test story for another day, but for this round the car was significantly improved.

“The car felt strong with more torque and horsepower while maintaining drivability,” Matt said.

It also sounds pretty good with the new exhaust. For the sights and sounds of Matt’s combo, you can watch this vid…

Of course, the best news is that the same calibration that produced these results will be one of the available preload tunes that you can select from your own SCT handheld device. So, you can install these parts in your garage like Matt did, upload this tune, and you are set.

Matt had previously installed a JLT Performance cold-air intake on his GT, so our visit offered the opportunity to see how a naturally aspirated Coyote responds to a free-flowing inlet and exhaust.
Matt had previously installed a JLT Performance cold-air intake on his GT, so our visit offered the opportunity to see how a naturally aspirated Coyote responds to a free-flowing inlet and exhaust.
The idea behind installing and testing these parts is so Matt can create preloaded calibrations for various aftermarket parts for SCT’s handheld tuners.
The idea behind installing and testing these parts is so Matt can create calibrations for various aftermarket parts that can be preloaded onto SCT’s handheld tuners.
Matt installed the exhaust system in his home garage and brought the car in for calibration and testing on SCT’s in-house Dynojet chassis dyno.
Matt installed the exhaust system in his home garage and brought the car in for calibration and testing on SCT’s in-house Dynojet chassis dyno.
In stock form, Matt’s GT put down 378.27 horsepower and 351.69 lb-ft of torque on the SCT Dynojet. With the JLT intake and the Kooks exhaust, the car laid down 414.14 horsepower and 379.35 lb-ft of torque, which accounts for a peak-to-peak gains of 35.87 horsepower and 27.66 lb-ft of torque.
In stock form, Matt’s GT put down 378.27 horsepower and 351.69 lb-ft of torque on the SCT Dynojet. With the JLT intake and the Kooks exhaust, the car laid down 414.14 horsepower and 379.35 lb-ft of torque, which accounts for a peak-to-peak gains of 35.87 horsepower and 27.66 lb-ft of torque.
Regular readers know that we like to look beyond the peak numbers on the graph by examining a sampling of the data in chart form. In the case of these mods, the gains under the curve are significant, highlighted by those horsepower and torque gains of over 39 each at 5,250 rpm!
Regular readers know that we like to look beyond the peak numbers on the graph by examining a sampling of the data in chart form. In the case of these mods, the gains under the curve are significant, highlighted by those horsepower and torque gains of over 39 each at 5,250 rpm!

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