With the Power Pack 3 software uploaded with Ford’s ProCal tool, we were not only eager to see what our gains are compared to Ford’s claim of 37hp and 5lb-ft of torque over stock, but to truly see the effects that the GT350 Intake Manifold has on the torque curve of our engine.
PP3 vs Stock
At first glance, the PP3 is virtually identical to the stock curve up to 4,000rpm where the PP3 starts to notice a significant gain before annihilating the stock curve above 5,750rpm. PP3 results in a 37.3whp and 6.83lb-ft of torque increase over stock, which is right on Ford’s HP claims while being close to 2lb-ft of torque more with a redline of 7,450rpm.
A common internet misconception is that adding the GT350 Intake Manifold to a stock 5.0L Coyote will make it have WORSE low-end torque than the stock. The dyno above shows this to be false. From idle to 3,300rpm, Power Pack 3 actually makes more torque than stock with a maximum increase of 11.78lb-ft at 2,700rpm. There is a 6lb-ft loss between 3,300-4,000rpm but above that, the PP3 blows the stock car out of the water.
It’s interesting to see the GT350 manifold’s shorter runners shifted the HP peak from 6,500rpm to 7,150rpm while the torque peak had an even greater shift from 3,900rpm to 5,000rpm. The general trend is a flatter torque curve due to the increased bottom-end, flattened out mid-range, and a greatly improved top-end.
PP3 vs PP1
PP3 and PP1 are essentially the same with a little back and forth trade-off up to 2,900rpm where PP1 has significantly more midrange with a maximum 21.15whp and 16.91lb-ft torque advantage at 4,300rpm. However above 5,800rpm, PP3 destroys PP1 with a peak power advantage of 18.18whp and making a substantial 44.14whp and 32.76lb-ft of torque more than PP1 at PP1’s 7,100rpm redline.
It’s more appropriate to compare the Power Pack 3 to PP1 which is also tuned for 91+ octane. In this apples:apples comparison, PP3 has an almost identical bottom-end to PP1 before losing out in the mid-range from 2,900-5,800rpm which is in the fat of the rev range when driving on the street. However, above 5,800rpm, PP3 comes into its own and stretches its legs with a flat and rising HP curve all the way to its higher 7,450rpm redline, where the stock manifold is gasping for air.
Now the stock intake manifold’s best variant is in the form of Power Pack 2. Here’s how it compares to PP3.
PP3 vs PP2
PP2 is essentially PP1 bumped up across the board by 6lb-ft of torque. This makes for a 25.94whp and 31.81lb-ft tq advantage over PP3 at 4,300rpm. PP3 (Green) actually makes slightly more torque than PP2 (Blue) below 2,000rpm and from 2,600-2,800. However, PP2 has a torque spike at 2,250rpm and there is an even more prominent torque advantage in the midrange from 2,900-6,000rpm.
PP3 comes into its own by shifting the entire powerband to the right by 300rpm, where it’s 11.23whp peak power advantage is flanked by a flat power curve rather than dropping significantly over the last 5-600rpm past its peak power like stock, PP1, and PP2 suffer from. At PP2’s redline, PP3 is making an impressive 40.35whp and 29.75lb-ft of torque more before carrying that power a few hundred rpm longer to its 7,450rpm redline.
Power Pack 2 represents Ford’s best effort at making power with the stock Mustang GT intake manifold. However, in a general sense, it’s impressive that the GT350’s intake manifold in PP3 really didn’t give up low-end torque despite having such significant high-rpm gains. Realistically, PP3 only lost out to PP2 in the mid-range from 3,000-6,000rpm where at worst, PP3 makes the same power as PP2 but 500rpm later.
So how does PP2 compare to PP3 in terms of real-world performance?
First you need to look at what ‘real-world’ conditions you will be operating the car in. On a racetrack or drag strip, the goal is to optimize performance, speed, and lap times. Thus, it is necessary to make every shift at redline. On the street, redline shifts are not possible in every gear from a practical and legal standpoint, so more time is spent at lower and mid-range RPM.
Since most street driving is done between 2,000-5,000rpm, the higher torque and power in this range from Power Pack 2 would make more “Area Under the Curve” (AUC) and a no-brainer choice for a daily driver.
On the racetrack where shifts happen at redline, it’s a little more complicated to analyze PP3 vs PP2 when there is a 300rpm redline difference and different powerbands. In order to do this properly, we need to look at the car’s gear ratios and torque curves for each package. So, let’s look at a 3.73:1 equipped Mustang GT Performance Package on 275/40-19s:
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