BradyPPC

The new driveshaft is in the car. I am still waiting on the safety loop for it though. http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00408.jpg

No it basically just twisted and when it twisted, it shortened the front half of the shaft which caused the carrier bearing assembly to seperate. I dont know if you can tell from the pictures but everything was pulled forward slightly. I would imagine that there would be a little gain from there being less driveline loss through the carrier bearing and the fact that the 1 piece aluminum shafts are roughly half the weight of the stock 2 piece unit. I too like to see the changes so as soon as I get a chance, I will throw it back up on the rollers and see where it is compared to the last time it was on there. Prior to the last track day, I made a set of cat delete pipes and did no changes to the tune at all. The car actually dropped power from 2k-4k but picked up 8hp peak. A pretty good trade off actually as at the track, the car is never below 5k. I then added a Steeda cai and the corrected for a/f only. The cai picked up 3hp and 1 lb-ft over the stock airbox. Not much of a gain for the money. With the two combined mods, the car was trapping around 117.5 where previously the highest trap speed I had seen was 114.85. I am sure Ford is monitoring failures however I doubt they will change the driveshaft before 2012. I could be wrong though. The primary reason for the 2 piece driveshaft is noise and vibration reduction. Everything is a compromise and the 2 piece driveshaft is exactly that. The GT500's even come with a 2 piece driveshaft for the same reason. For 90-95% of vehicle owners out there, the stock driveshaft would be fine. If my car had stock suspension and was not running drag radials, the stock unit would still be in one piece. I will probably get flamed for saying this but why should Ford cover me beating the living day lights out of this car or any one else doing it to their car? In my opinion, the twisted/snapped driveshaft falls strictly under the category of "abuse" and should not be considered a Ford problem. I think what a lot of people dont realise is that every time Ford warranties a non warranty item, the cost of that gets put into the next model year and so on. In the short term, the individual doesnt have to pay for it but in the long term we all pay for it with higher prices on domestic products and with manufacturers making it harder and harder for for the vehicles to get modded. This year the diesel trucks got encrypted pcm's. Wonder why? Cause people were modding the snot out of them and then when parts failed, they wanted Ford to warranty it. In the end Ford needs to be profitable and people need to be responsible for what they do with their vehicles. Yeah the driveshaft is a weak link, so what. I knew the car was going to have some when I bought it and I knew that more than likely I was going to find a few and have to foot the bill to put better parts in the car. Its the nature of the game. I think you are pretty much dead on with those values.

I would never try to turn something like that in under warranty. I understand the risks involved and if I break something that is my fault, I take care of it. I don't want to pass the cost of my abuse onto the next guy trying to buy a mustang. People complain enough about what they cost now. Besides, if it broke, it nees a stronger better piece. The fix is to go with a 1 piece aluminum drivreshaft and a safety loop. I believe retail is around 799 or so.

Exactly! At this point, we are just working our way down the line of weakest links.

Went to the track day on saturday. Got a few good runs in before the driveshaft failed. This is why you run a one piece drive shaft if you plan to drag race a car!! http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00381.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00379.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00385.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00384.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00388.jpg

I was standing right next to Scott when that thing went off. It was pointed right at my face but luckily I wasnt close enough to get hit by it. It didnt look bad that morning at all. Amazing how that bubbled up throughout the day! Glad your okay Scott.

Had a fun time yesterday. I was able to get the car to go 12.07 on a 1.77 60'. The previous best was a 12.06 on a 1.63 (iirc). On the next pass, I snapped the driveshaft in two though. Oh well.......things happen.

We can probably help you. Please feel free to pm me the details of what you are looking for or what you are needing done. Brady

Just wanted to let everyone know that PPC is now an official CMR custom tuning dealer for Ford hardware. We have been doing CMR tuning with Mopar's for a while now and we have recently added support for Ford and GM as well. So now whether you are using SCT hardware or Diablo hardware, PPC has you covered!

Ati Procharger is offering up to $250 mail in rebates on select Procharger systems. If you have been holding off on buying a supercharger for your car, now may be the time to buy. We also have a 6 months same as cash program and for a limited time any purchase over $799 using the 6 months same as cash program will receive 12 months same as cash! For more information or pricing, please contact our Lewis Center sales staff at (740)549-2828 or feel free to send me a pm. http://i548.photobucket.com/albums/ii353/brady/Sales/rebate_page.jpg

Yeah, I wouldnt be happy with the base model at all either. The 4.6 is way underpowered compared to the 5.4 and in stock form even it is not quick. The base model interiors suck but they pretty much suck in base form no matter what manufacturer. The upper trim level packages are much nicer on the inside. Fuel mileage has been improved in the 2009+ trucks as well and the 2011 lineup should be even better. There are obviously still things they could do to improve but they keep getting better every year. I wouldnt judge the entire truck lineup by the base model though as Ford does have a lot to offer that you wont see with the base vehicle.

What dont you like about your company truck? I have an 05 that I bought brand new. It has over 100k miles on the clock (has been supercharged for 80k or so of them) and still works and runs like it has 25k on it. I love it, as of right now, no plans to get rid of it at all. It has been the best truck I have owned and out of all of our shop trucks, it has held up the best and taken the most abuse.

We had another one in this week getting a tune and a few other minor things. The aftermarket is starting to grow for them and I think it will continue to grow. These trucks are nice. They really move for how big they are as well. http://i548.photobucket.com/albums/ii353/brady/F150/Jay%202010%20Raptor/DSC00252.jpg

One of our customers picked up a new 6.2L Raptor a few months back. After putting some miles on it he decided to give us a call to add a Magnaflow exhaust and do a custom tune in the truck. This is easily one of the funnest trucks out to drive. The thing actually handles really well and gets up and moves out of the hole with the factory 4.10 gears. I was actually impressed with how quick and nimble the truck felt for how big it was. http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00166.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00168.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00193.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00190.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00192.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00189.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00167.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/DSC00183.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/F150/Bruce%20Raptor/62RAPTOR.jpg

http://i548.photobucket.com/albums/ii353/brady/Sales/October2010Torco.png Please call or pm for pricing.

The new pedal assembly is the same as the GT500 assembly but with 1 extra spring. Removing the extra spring basically makes it a GT500 assembly. It does help and seems to fix the cars with stock rev limiters. While it has worked on a few cars with raised limiters it is not a sure fire fix for cars with raised limiters that are shifted above 7k. Several cars have already reported still having the problem with the new pedal assembly above 7k. Ford isnt going to do anything for the cars having the issue above the stock rev limiter, nor should they. The only real fix for the cars that go this route is a new clutch assembly. Part of the problem lies in the pressure plate design.

The tsb is for a replacement pedal assembly. There are two different pedal assemblies for the car. Mine has the upgraded version and still had the clutch sticking above 7k. Keep in mind that the factory rev limiter is set at 7k from Ford and the tsb is inteded to solve problems up to that rpm. For those with tunes that bump the limiter, the tsb may or may not solve the issue. If it doesnt, the only fix is an entire new clutch assembly.

Here is my impression of the car. For the pro's, the car is probably the funnest Mustang to drive ever built and it is not all in the power of the 5.0 motor. The electric power steering is really good in my opinion. It is very progressive and provides a lot of driver feedback. You always feel like you are in control of the car. The car has a really "light" feel which makes the car feel smaller than it is. The Brembo brakes feel really good on hard stops and the car feels really well balanced. Power is very good right from the factory and the higher in the rpm range, the harder it pulls, especially between 5k-7k. Ford put a lot of technology into the motor that was not available previously. Twin independant variable cam timing, piston oil squirters, and factory widebands are some of the major additions. Ford got it right on the gear spacing with the transmission. The car pulls really hard and evenly in every gear. If you opted to go auto, the new auto is a 6spd and the auto transmission cars actually seem to have an edge on the manual cars in the 1/4. Fuel mileage is great for the power the car makes. With the 3.73 gears and driving 75mph, I got an average of 23.7 mpg going to Indianapolis a few weeks back. The interior feels years ahead of the previous generation. The seats are really comfortable and the interior layout is decent. The sync system is really nice and will actually do turn by turn directions right on the radio display. My car has the Shaker 500 system and it sounds really good as well. Plug the Ipod right into the center console and you are ready to roll. Cons so far for me are the clutch. In my opinion, not really a Ford a problem. If used as the car was intended to be used from Ford, the stock unit would probably hold up fine. If you go standard and plan to drive it hard, the clutch will eventually need addressed and the McLeod units are not cheap. There are plenty of guys already having issues with the pedal sticking to the floor above 7k and so far the only real solution has been to go with an aftermarket clutch. I only know of one other person that has sheared the dowel pins off of the flywheel and he also has been beating the snot out of the car, so that seems to be a much rarer issue and only related to high rpm abuse. The good news on the clutch is that the McLeod unit is very, very nice and easily streetable while giving plenty of room to grow int he power department. My only other complaint so far is in the noise department. When the car was stock, it was fine. Once it was lowered and the lower control arm relocation brackets were installed, rear diff noise started being transmitted through the floor. Not a huge issue but I am picky and it does annoy me. I think the internals may actually be a little bit stronger than people were originally speculating. There are a few cars out there in the 580 rwhp range on stock internals that seem to be doing fine so far. Only time will tell how well the rods will actually hold up and no body will know for sure what the threshold is until people actually start crossing it.

Just drove the car. The clutch feels great. There is a bit more pedal than stock which is part of the new pressure plate design. The pedal pressure feels very similar to stock. The stock pedal has a vertical spring on it that eases in on pressing the clutch in and also slows the return from the floor. Removing the spring increases the stock pedal effort a decent amount, I think I have heard about 12lbs is the estimate but I could be wrong. This spring has already been removed from my car. Best way to describe the way the RST feels with the spring removed from the pedal assembly is that it is firmer than the stock pedal with the spring but a bit less effor than the stock pedal with the spring removed.

I havent put the trans back in yet. Hopefully I will get it done today or tomorrow.

Im cool with that.

You gonna go to D42? I plan on trying to make it. We can have a rematch there!

Actually, I have changed it twice already. I am a bit particular about maintenance even if I do run the snot out of the car! I have heard of a few other cars doing the same thing. So far the RST/RXT clutches have been holding up well. I guess only time will tell. Atleast now with a clutch that should hold, I can quit babying it!!! Lol!

We were able to get the factory clutch removed this evening. The car has 4k miles on it at this point. After NHRA Unleashed, the clutch began to not want to fully disengage. After tearing it apart, we now know why. The bolts holding the pressure plate to the flywheel had worked themselves loose. Once loose the pressure plate was allowed to move slightly which ended up shearing off one of the alignment pins and severely bending the other two. In the pic, the arrow points to the missing dowel pin and the one on the pin on the left is bent the worst. http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00067.jpg The sheared off dowel was actually stuck in the pressure plate. http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00071.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00070.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00068.jpg http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00069.jpg And finally, the new McLeod RST Twin Disk that is replacing the factory unit. http://i548.photobucket.com/albums/ii353/brady/Ford/Mustang/2011%20Mustang/Brady%202011%20GT/DSC00074.jpg

Wagner did get the run on video!