Project Budget 400WHP S197 Mustang Track Car: Part 2 – Finding out what it takes to make 400WHP

With the carbon fiber airbox lid on, we were ready to make our next pull.

Stock 2014 Mustang GT VS K&N Intake No Tune

The K&N “RACE” Performance Air Intake System increased peak power by 7.47 HP at 6,700 RPM and a peak torque increase of 7.06 LB-FT at 4,300 RPM.  There’s a nice 5 HP average increase from 3,900-5,600 RPM, right in the middle of the rev range but we lost a little below 3,500 RPM.

Overall, this wasn’t the most power increase we’ve seen from K&N, but it was pretty good given that we didn’t tune it other than a quick and simple airflow scaling change.  There would likely have been greater gains from tuning this intake system over a stock tuned car.

We are now less than 12 WHP away from our 400 WHP target.  Next up we are going to put a 2018+ (Gen-3) Mustang intake manifold on our Gen-1 to see what happens.

The 2018+ Mustang intake manifold took what was learned from the 8,250 RPM Shelby GT350 intake manifold, and tuned it for the 7,500 RPM (Gen-3) Coyote, giving it a broader torque curve for street use.  This manifold is an extremely popular upgrade for the 2015-2017 (Gen-2) Mustang GTs, which see pretty impressive gains from the swap.

We tested Ford’s Power Packs 1-3, including their “PP3” that uses the GT350 intake manifold.  Due to the significantly lower cost, and the fact that most Gen-2 Coyotes don’t rev over 8,000 RPM, the 2018+ manifold is a far more popular choice.

The most common upgrade for the Gen-1 S197 cars is the high-rise BOSS 302 intake manifold.  This was designed for the S197 BOSS 302, and it’s proven to be a great performer.  To shake things up a little and retain a stock look, we decided to be one of the few people to post dyno results of a 2018+ manifold on a Gen-1.

Before installing the 2018+ intake manifold, we have to delete the factory Charge Motion Control Valves (CMCV) since our old Gen-1 is not equipped to control them.

Quick Reference:

Page 1 – Baseline Dyno
Page 2 – K&N Performance Air Intake System
Page 3 – K&N Intake Install
Page 4 – K&N Intake Dyno & 2018+ Intake Manifold
Page 5 – 2018+ Intake Manifold CMCV Delete and Stock Manifold Removal
Page 6 – Stock Gen 1 vs Gen 3 (2018+) Manifold Comparison
Page 7 – 2018+ Manifold Install
Page 8 – 2018+ Manifold Dyno & Tune


  1. Would it make sense to attempt a bit of port matching to accommodate for the larger ports on the manifold. It doesn’t appear to be a huge difference, but hitting that hard edge on the heads is definitely disturbing air flow.

  2. I guess the big unanswered question is would the same tune time get you 400hp with the old manifold minus the torque loss. Doubt you would get a peak that matches, but the area under the curve might be more useful on a track car.

  3. Awesome testing! Based on what I saw on Project S2000 with testing of the airbox lid on vs off, I mean, you and I know you’ll see similar on the Mustang. But it’s always great to see the real data, so I’m excited to see it! I always love seeing the data you present.

    1. I just looked into it and it doesn’t seem like a cam and exhaust can make 400whp on an F-body. Even if it does, this is “Budget 400whp TRACK CAR” and it would cost far more to make an F-body competent on road courses 😉

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