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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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Aerodynamics
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The Mustang had two main shapes between 1994 and 2004, the rounded ’94-’98 shape, and of course, the sharp-edged ’99-2004 models. Both these schools of design are attractive, and the overall shape of the car is more a function of aesthetics than aerodynamics. The shape was dictated by the desired styling, not a particular aerodynamic value. There are a couple of exceptions, primarily the 2000 Cobra R model. The 2000 Cobra R came from the factory with a high- mounted rear wing and a front splitter. The stock SN95 Mustang generates up to 300 lbs of lift on the front end of the car at 160 mph. The Cobra R aerodynamic parts take car of that.
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The 2000 Cobra R incorporates a front splitter and high-mounted rear wing to add downforce while racing. There’s a difference between parts engineered for performance, and those designed just for looks.
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The Grand Am Cup cars racing at Daytona without any additional aerodynamic aids are so light in the front that at 165 mph, the steering gets pretty light as the front end lifts. The Cobra R was designed as a competition car and spent time in the wind tunnel. Its front splitter eliminates almost all the front-end lift inherent in the stock Mustang. Ford adjusted the overall balance to suit high- speed handling, which usually covers the critical corners of a circuit. The rear wing on the R model is stuck way up in the air, so it has some real effect. The rear wing is really there to balance the effect of the front spoiler. If Ford only added the front splitter, the back end would have been quite twitchy and nervous in some circumstances. The airflow over the roof detaches itself from the rear window as it flows over, meaning the short little factory rear spoiler would not provide any significant downforce. In fact, the rear of the production Mustang actually generates a small amount of lift. By sticking the rear wing up in the air, the airfoil operates in clean air and produces effective downforce. The endplates on the rear wing aren’t just there for show either. They prevent air from spilling over the edge of the airfoil, making it effective even when traveling slightly sideways. Overall, Ford did a pretty good job on the Cobra R, adding significant downforce, while only reducing the top speed of the car by five mph with the increased drag of the aerodynamic add-ons.
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This diagram illustrates how an airplane uses an airfoil to provide lift. Racecars use the same principles, only inverted, to provide downforce.
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Okay, so much for the history lesson, let’s talk about what we can do to specifically improve the aerodynamics of our Mustang.
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The objective with any aerodynamic device that we add, front splitter or rear wing, is to add downforce, improving the overall grip of the car without adding more drag than is necessary. The aerodynamic drag of a car is expressed as a coefficient of drag or Cd figure. The Mustang has a Cd of .36. By way of comparison, a C5 Corvette has a Cd of .29, and a Hummer has a Cd of .57! The higher the Cd number, the more power is required to achieve a given speed, all other things being equal. With a front splitter, our objective is to separate the air, limiting the amount of air going under the car, reducing drag and using the airflow over the top of the car to create downforce. To create downforce, we need to shape the front of the spoiler like an airfoil. An airfoil or wing creates lift in the case of an airplane, or downforce in the case of an automobile. It does this by accelerating the speed of the air over one surface, creating a low-pressure area, and maintaining the speed of the air over the opposite surface, creating a high-pressure area. The difference in air pressure at both surfaces creates lift or downforce as the case may be.
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You can see the aluminum-clad board added on the lower surface of the splitter to add strength and reduce deflection.
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Combining an aluminum sheet exterior with a lightweight plastic core makes for a rigid splitter material.
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Aluminum bars attach to the bumper for reinforcement, further adding strength to splitter assembly.
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Previous | Next
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This has been a sample page from
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High-Performance Mustang Builder's Guide 1994-2004 by Sean Hyland
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High-performance ‘94-‘04 Mustangs represent the high-water mark for late- model Mustang enthusiasts. From the ’94-’95s with the 5.0L, through the ‘96-‘04 models with the 2- and 4-valve 4.6 Ls, to the Bullitt, Mach 1, and factory supercharged ’03-‘04 Cobras – never before has such a range of highly modifiable performance cars been available. These Mustangs were amazing performers straight from the factory, but they can be even better with the right combination of performance parts. Regardless of which ’94-’04 Mustang you start with, the availability of high- performance parts is unparalleled. You can build your Mustang for drag racing, road racing, or improved street performance – and High- Performance Mustang Builder’s Guide 1994-2004 will show you how! Author Sean Hyland uses over 300 photos to explain how to upgrade your Mustang’s engine, suspension, chassis, transmission, rear end, brakes, and body. There’s even a special chapter on getting active in various forms of organized racing.
Sean Hyland is the proprietor of Sean Hyland Motorsport, which builds and supports internationally competitive Mustangs for road racing, drag racing, and everything in between. Sean recently did a complete Mustang build-up for Speed Channel’s Sports Car Revolution and is also the author of the bestselling title How to Build Max-Performance 4.6-Liter Ford Engines.
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Click below to view sample pages from each chapter.
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Chap. 1 - Chassis Chap. 2 - Wheels and Tires Chap. 3 - Suspension Chap. 4 - Brakes Chap. 5 - 3.8 Engines Chap. 6 - 4.6 Modular Engines Chap. 7 - Transmissions Chap. 8 - Rear Axles Chap. 9 - Aerodynamics Chap. 10 - Safety Equipment Chap. 11 - Get Involved! Chap. 12 - Project Cars
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8-1/2 x 11" Sftbd. 144 pgs. 300+ color photos Item: SA106 Price: $22.95
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Click here to buy now!
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This is a great book that any Mustang enthusiast will enjoy!
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Other items you might be interested in
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How To Build Max Performance 4.6 Liter Ford Engines With Mustang buy-in prices dropping and aftermarket support booming, there has never been a better time take your 4.6-liter’s performance to the next level. In How To Build Max-Performance 4.6-Liter Ford Engines, renowned engine builder and tuner Sean Hyland gives you a comprehensive guide to building and modifying Ford’s 2- and 4-valve 4.6/5.4-liter engines.
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Price:
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Building 4.6/5.4L Ford Horsepower on the Dyno Building 4.6/5.4L Ford Horsepower on the Dyno takes the guesswork out of modification and parts selection by showing you the types of horsepower and torque gains expected by each modification. More than 340 photos & 185 dyno graphs show you which parts increase horsepower and torque, and which parts don’t deliver on their promises.
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Price:
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The Metal Fabricators Handbook How to build structurally sound, good looking metal parts for custom street rods, race cars or restorations. Over 350 step- by-step photos and instructions illustrate proper welding, metal shaping and design techniques. Learn to fabricate metal like a professional. This book is for the reader who already has more than a passing interest in automotive fabrication. Master metal craftsman Ron Fournier shares the tips, techniques and secrets necessary for fabricating metal components for race, custom or restoration use.
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Price: $18.95
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Shipping is combined and discounted for multiple item purchases! Buy more and save on shipping! We ship Worldwide! See International Shipping for more information!
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