With the slits cut into the rubber seal, the GT350 airbox snorkel clips on to the front grill. Notice the flat panel deep down at the end of the inlet.
That panel is this one to the right of the pony emblem on this California Special’s grill. The standard GT also has a similar block-off panel which when removed, creates a ram-air effect that makes more power on track at speed.
Compared to the stock 80mm Mustang GT throttle body (left), the larger 87mm GT350 throttle body (right) relocates the motor from the bottom to the top of the housing.
After bolting the throttle adapter and GT350 throttle to the factory GT intake manifold, the GT350 “Cold Air Intake” box fits right in. Ford includes brand new, perfectly shaped valve cover breather lines and all necessary fittings and adapters which make the install a breeze.
With the Ford Mustang GT Power Pack 2 installed and the ProCal PP2 calibration uploaded to the car, we were ready to turn the rollers again and see how much power this setup makes compared to Ford’s advertised 21hp & 24lb-ft of torque increases over stock.
Dyno PP2 vs Stock
Once again, we were pleasantly surprised to see such an impressive peak to peak gain of 26.07whp and 30.78lb/ft of torque over stock, which is 5whp more than Ford’s claims. At 5,300rpm there is a maximum gain of 42.26whp and 41.86lb-ft.
Dyno PP2 vs PP1
Compared to Power Pack 1, PP2 has a peak to peak increase of 6.95whp and 6.74lb-ft of torque. While PP2 gives a modest increase of 3-4lb-ft of torque down low from 2,250-4,000rpm; as soon as you cross 4,000rpm, the larger intake tube and throttle body create a consistent 6whp increase all the way to its slightly higher 7,150rpm redline.
On the dyno, the GT350 “Cold Air Intake” is significantly louder, with a high pitch induction wail above 5,000rpm. Needless to say, the two large resonance chambers on the stock intake system definitely does something.
For $969, this 26.07whp increase puts the Power Pack 2 at $37 per HP, continuing to beat the $100/HP standard for NA power increases and making this one heck of a value for a daily driver. Ken from PBD added that the improved flow from the larger throttle body and ‘cold air intake’ enabled Ford to add more fuel and timing to essentially shift the entire torque curve up. However, the power drop-off above 6,500rpm remains, due to the high rpm flow restriction of the stock intake manifold.
Page 1 – Power Packs
Page 2 – Baseline Dyno
Page 3 – K&N and Power Pack 1 Dynos
Page 4 – Power Pack 2 Install
Page 5 – Power Pack 2 Dynos
Page 6 – GT350 Intake Manifold Analysis
Page 7 – GT350 Intake Manifold Analysis & Install
Page 8 – Power Pack 3 Dynos
Page 9 – Thrust Analysis of PP3 vs PP2, and Bonus Dynos (M3 & GT350R)
Page 10 – Road Test Review and Overview