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The funniest part is that the massive aluminum 4 piston Brembo caliper is
lighter than the aluminum 2 piston OEM caliper, due to the steel sliding mount that the 2-pot works with. The 14" rotor is a tick heavier, of course, but that's mass you want for soaking up and shedding heat. We upgraded the front rotor to Centric's best option; this rotor comes with black coated hats, which won't be rusty looking in a week like the stockers.
We are still finalizing our brake ducting kit, which will have a specific grill and grill ducts for the '13-14 GT's and will be made to work with the CS Lower Fascia on the '10-12 GTs. I'll post up more about that kit later, when it is ready, but needless to say for serious braking on track you have got to duct the front rotors. Our '13-14 duct kit will pull air from an unused portion of the lower center grill area rather than the outboard fog light openings like some other kits (including the '13 Boss302). This inboard spot gets cleaner, higher pressure air and has a straighter shot with the brake duct hose routing when you pull from the location we did. Again - when I have more pictures and details I will share them - those two pictures above are only from my phone.
Event write-up Five Star Ford at ECR, June 29, 2013
In the section above I talk about the 2013 GT Tests 1 through 3, with the 3rd test being done at a June 29th 2013 event. I drove two other cars that day, and we worked on many more, so I will do a quick event write-up. As I've said before, the 2.7 mile course at ECR is a
brake killer, and when it is approaching 100 degrees it only gets worse. But we love ECR as a test track on Mustangs because it has a lot of tight corners, bumpy surfaces, and these brutal braking zones. There are also some decently long straights to take advantage of power.
We had both our 2011 GT (Amy in the red) and 2013 GT (Terry in the black) out running at this event. We took riders all day.
I noticed several things after driving both the '11 and '13 GT's that day. One, while the extra 50 whp from the modified exhaust/tune/cold air on the 2011 GT makes the car a little louder and more fun, the added power isn't a HUGE improvement. The stock powered '13 GT 5.0 could hold its own on the straights with virtually any car out there. Both cars had very high end monotube adjustable coilover dampers (Moton doubles with remotes on the '11, AST doubles with remotes on the '13), so the bumpy nature of this track upset neither car. And after adding the same 14" Brembo front brakes, ducting and Carbotech XP20 front pads to the '13 GT as the '11 GT, they both braked VERY well, lap after lap after lap.
No, the biggest difference between the cars was
grip.
Obviously, the '11 GT has wider wheels (12" vs 10" wide) and tires (315/30/18 R-compounds vs 295/35/18 streets), and a much softer tire compound (Hoosier R6 vs Nitto NT-05) than the '13 GT. This made for different driving lines and speeds in corners, but almost identical brake marker choices. The Turn 3-4-5 complex as well as the Turn 7-8-9-10 sequence were MUCH slower in the black '13 GT on 200 treadwear street tires than in the '11 GT on big sticky Hoosiers. In the end we only saw about 4 seconds difference in the fastest lap times from each car that day, and it was all in the turns. But, and this is important, the '13 GT could only do one TOP SPEED 10/10ths lap in a row, due to rear tire overheating. The brakes could go all session, finally, but the
street tires would only make it for one very hard lap before they got so hot the rears would start slipping and sliding like mad. And this is even with +60mm more tire than stock at each corner.
Video from the Eagles Canyon Track Day ~ Hosted by Sam Pack Ford. Video by Ben Freedman
Again, I'm kinda hard on tires
and brakes, and aggressively use the throttle, so I might be more prone to rear tire overheating than some in Mustangs. The '11 GT could just pound out lap after lap at the 2 minute mark or quicker, with the Hoosier R6 tires. It was easy to keep going and going at full tilt, as long as you didn't get stuck in traffic.
ECR Photo Gallery: http://vorshlag.smugmug.com/Racing-E...rd-ECR-062913/
I did notice the '13 GT run a bit on the warm side, late in the day. We haven't seen overheating in our 2011 GT at all, even running it for the past three years in all sorts of hot weather events (up to 105°F). But last weekend in my 2013 GT it got up
past mid-way on the stock temp gauge, to 3/4 and almost to the "H"... first time we noticed that. This was after 6-7 hard laps (15 minutes) in the last session of the day when it crept up to 99°F. The only difference in our two Mustangs is the grill... the '11 GT has no foglights and the '13 GT still has them in place. Both have completely stock cooling systems, and none of the extra coolers that come on the Boss302 or Track Pack cars. Strange. Only did it once, and after half a lap it cooled off back to normal. Never had a check engine light or loss in power, just saw it creeping up and I cooled it off. I dunno... if I was going to keep this car the fog lights would come out next to hopefully improve radiator air flow.
I had a blast driving Dave B's GTS3 BMW, too (below, right). This was formerly the gold 4-door 325i called "Goldmember" back in the day, which I helped him flare and stick 18x10" wheels with 285mm tires onto. Dave worked on the GRM E30 for a year as well. This car has come a long way and it is now gutted, caged, with an S50 motor, and he's raced in NASA GTS several times with some wins. The car was built on a tight budget, but is still fast and fun. He wanted me to take a session in it, so I climbed in, knees hitting the dash, and managed about 6 laps before I brought it in. Lots of grip, no,
mountains of grip! Those 285mm R compounds on a sub 2500 pound car WORK.
We tracked down a few issues and I told Dave I'd come out and help him debug some things at another ECR test, which I did on
July 13th. I got out there with all of my test gear, sitting on pit wall, timers going, 7:30 am, he's making a warm up lap... and of course the car broke (camshaft) on his first test lap - dumb luck. Oh well, we'll do it again soon and help him get more speed out of this car. It should run 2 minute flat times once it is sorted; he played lead-follow with me in the 2013 GT and he could keep up.
I've still never driven a '11-up GT on track with the base model 18x8" wheels and 235mm All Season tires (above left). I suspect it would be quite hilarious, but probably very frustrating after a lap or two. These tall 18" all seasons are nice for the street, but you can NOT use the gas pedal much or the rear will spin for days. I've tried in our 2013 GT on the street, but they are devoid of any usable grip. These particular wheels no longer fit over the 14" front brakes, so they are of no use to me on the 2013 GT. I'm still amazed that Ford would put a 420 hp motor in these cars and allow the base model GT to come with such skinny, crappy, low grip tires. The 13.2" brakes are also pretty much crap, and won't last two laps of hard use on a track like ECR. As I tell anyone that will listen, the MOST important option to get when ordering or looking for a '11-14 GT is the BREMBO BRAKE OPTION. This is the best bang-per-buck option on the best bang-per-buck model Mustang ever made. It only only takes you from a 13.2" front rotor with craptastic sliding 2-piston calipers to the 4-piston fixed Bembos and 14" rotors, but it nets you a one inch wider wheel as well. True, it is a 19" wheel, which is really only done for styling purposes, but at least it comes with a 255mm tire.
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