2011 Ford Mustang GT SEMA Build Part 1 - The Road To Sema - Tech

Once the midpipe was removed, the stock headers came out.

Kook's designs its headers to be an improvement over the factory pipes. It uses individual primary tubes with a merge collector as opposed to the twin-T setup employed by the factory.

The mid-pipe consists of high-flow cats and an X-style crossover pipe. Factory clamps connect the mid-pipe to the rest of the exhaust, and ball flanges connect the midpipe to the headers.

The mufflers included with the Kook's exhaust are significantly smaller and lighter than the factory mufflers. They are mellow at idle and part throttle, but L-O-U-D and mean-sounding when the throttle is cracked. Although the volume is significantly greater, the exhaust is not overpowering in the driver compartment, and the tone is pleasantly aggressive.

The headers are constructed from mandrel-bent 304 stainless steel. Once the welding is complete, the openings are ground smooth for unrestricted exhaust flow.

With the motor mounts disconnected, Jones used a pole jack to lift the engine, making more room for the headers to slip into place. The driver-side header went in easily, but the passenger side offered more of a challenge. The motor mount and starter needed to be removed to make enough room for the header to slide into place. Disconnecting the transmission lines will make installing this header much easier on an automatic transmission-equipped GT.

With the headers in place, Jones shifted his attention to the rest of the exhaust. Connecting the midpipe and installing the mufflers is little more than bolting it together and aligning the tailpipes.

The finished product is super-clean and sounds great. The entire system fits as if it were designed at the factory.

After finishing the exhaust, Jones strapped the Kona Blue GT back on the dyno. Without making any changes to the computer, our Pony pumped out 376 rwhp and 346 lb-ft of torque, for a gain of 16 rwhp and 9 lb-ft of torque.

Next on our agenda was forced induction, which came in the form of a Ford Racing/Whipple twin-screw supercharger. The kit comes with everything needed for an easy installation.

Things got underway when Jones and Rob Vargo removed the hood, front fascia, factory cold-air kit, and stock intake manifold.

Next to come out is the electric fan. This is needed to gain access to the engine's front cover, which needs to be cut in a few spots to make room for new brackets.