Our factory suspension did receive a nice treatment of Energy Suspension bushings but we were craving much more performance before we hit the track in our 13 Mustang RTR. The Steeda swaybars are thicker and have much more serious mounting hardware than factory. We hope now that we are making 600whp this will retain some stability of the car under load. The new front swaybar is a 34mm for a 10% increase in roll stiffness.

 First step you need to remove plastic under trey so you can access the front sway bar for removal. This can be removed by first lifting and securing the vehicle and taking out a 8mm.

With a 15mm bolt you can pull off the stock sway bar seen to the left of the brake rotor in this image. The sway bar mount to the chassis in this photograph you will need to slide off the OEM bar and install onto the Steeda sway bar to mount it back to the chassis.

 Here is a comparison of the OEM and Steeda front sway bars laying on top of each other. The installation hardware still needs to be swapped onto the Steeda bar to complete the installation.

Here is the Steeda front bar now installed with the factory mount (we have an aftermarket Energy Suspension bushing in place with it) back to the chassis and your installation is almost complete.

 The last step when installing the front sway bar is to get the mount swapped onto the Steeda bar and then attached to the coilover system. This will complete the front sway bar installation on your Ford Mustang. Also keep in mind this bar features three adjustment positions for fine tuning of handling balance. Coming soon is our Steeda Pan Hard Bar, Steeda Rear Sway Bar, and Steeda Coilover system to complete the Steeda Suspension overhaul.

Sadly right after we did this burnout our gears ripped apart and the factory driveshaft busted at the split and twisted itself all up on the differential end. After sitting through a few moments of horrendous sounds that felt like hours the car rolled to a stop and was stuck in the middle of our hoonage marks. After several hours a tow truck came back and rescued the Mustang RTR project and it went back into the shop. We used this opportunity to do some major reconstructive surgery to the driveline components of our brand new Mustang.

We added the Tremec T56 Magnum XL swap kit with a Abbott Enterprises speedo conversion box, ACT Clutch disc #3000905, Dynotech Driveshaft, and some Ford Racing 3.77 Gears. Check out what our damaged stock driveshaft looked like below

Tremec understands that no true driving enthusiasts wants to deal with the remote shifter on a stock MT-82 transmission. The Magnum XL swap kit is made perfect for a S197 swap with a redesigned tail shaft specifically for the S197 chassis Mustang. Included with the kit is a transmission mount that holds and bolts your T56 Magnum into place. The icing on the cake for this swap is a SFI bellhousing made to bolt right up to your Mustang engine.

The three other items you will need to purchase allowing you to complete this swap will be a new driveshaft (slip-yoke style), a new clutch disc, and a speedometer signal converter box to change your transmission from a three to a two wire speed sensor.

The Dynotech driveshaft weighted in at just 16 pounds! The product is crafted from 6061 T-6 aluminum tubing and can withstand some serious horsepower. This driveshaft is shorter than your factory Mustang piece due to the extended length of the Tremec T56 Mangum XL tail shaft. For a weight comparison we were not able to pull an accurate measurement from our stock shaft since we busted it into pieces but various media outlets and sources report a stock one to weight in at over 37 pounds. So the Dynotech Engineering driveshaft eliminates the two pieces design, is short, and is quite lighter than your stock alternative.

Once you have collected all these parts this Tremec T56 swap really isn’t much more advanced than a standard clutch service on a S197. We already installed an ACT Clutch (FM13-HDSS) this fall into our MT-82 transmission so we just kindly requested a 26 spline disc so it can be installed with our T56 Magnum. The disc ACT sent us is part number #3000905 for those who are interested.

Mounting up the new Magnum XL kit is just like replacing a stock transmission after a clutch swap. Our new 26-spline ACT disc popped right on and with the help of a transmission jack we worked to place the new bellhousing in line with our coyote engine.

Once all the new items are secured you can see the provided transmission mount bolts right into the factory location and requires no cutting of any kind. The blue tape towards the front right side of the transmission is where our Abbott Enterprises speedo converter box was wired in. We secured the box next to the transmission up in the corner to avoid any damage or pulled wires in the future.

 Photo Credit: Stangtv.com Feature by Mark Gearhart The direct shift feel of the Magnum transmission is such a great feeling flying through the gears compared to the slop of a MT-82. One big change you will have to adjust when doing this swap is the Reverse gear will move to the right of the 5th gear lever and up as opposed to the factory left of 1st gear and up. Tremec provides a shift knob with the swap kit you can run that will accurately represent the change.
Photo Credit: Stangtv.com Feature by Mark Gearhart
After putting 1,500 miles on the new transmission I truly believe this is something any long term owner of a S197 should invest in. Regardless if they are a daily driving street cruiser or track rat this swap can really change the way you feel connected to your Mustang. The swap isn’t super advanced if you can handle a clutch swap along with some basic wiring off of a diagram.
The direct shift will increase the DB inside your Mustang cabin but it is really hard to notice. The gears and driveshaft tend to make some excess noise compared to stock when going at very slow speeds or on deceleration in some gears. This is taking the bad with the good but any performance oriented owner I think can easily tolerate and overlook the extra ambient noise in the cabin.  The transmission does come with a 2.66 or 2.97 gear ratio option with the swap kit and both are rated to hold 700 lb-ft. of torque.

he factory suspension from the Hyundai Genesis coupe R-Spec gives the coupe some performance DNA but the aftermarket really helps convert this coupe into a street monster/track warrior. The Genesis coupe sway bars are the same part numbers for the 2013 since the car came to market in 2009. Whiteline Suspension offers two options and we selected the less aggressive setup.

 Our front sway bar is part number (BHF89Z) and the rear sway bar is part number (BHR88Z) putting us one step in right the direction for a perfect suspension setup. This sway bar for the Genesis coupe allows its rate to be altered by increasing or reducing the length of the lever arms. This permits the roll stiffness to be tuned for different situations without replacing the entire bar.

With the mounts provided by Whiteline this 27mm front sway bar is a breeze to install and with some adequate tools and a way safely under your car this project can be done in less than one hour. Above you can see the Whiteline product sitting snug with no clearance issues in the front of our Genesis coupe.

Here is a look at the rear sway bar which is a two way adjustable 24mm bar and are another quick installation. You can see we probably applied some grease to the bushing and just need to secure it in place with these two bolts.

Now the front sway bar is completely installed and we are prepared to test out our 27mm/24mm sway bar combination on the streets with our Genesis coupe. The fitment was nearly OEM spec putting it a step ahead of the other aftermarket options.

1 - anti-oxidant additives.
2 - Extras sealing foam.
3 - Extras corrosion-proof.
4 - Extras improve viscosity coefficient.
5 - Extras cleaning.
6 - Extras rust-proof.

Moving parts that require lubrication: -
 - Attached chairs axes.
 - Benz piston.
 - The walls of the cylinders.
 - Chairs camshaft.
 - Leverages column valves.
 - Evidence valves.
 - Timing gears.

Lubrication method:
The method oiling forced most common way and will talk about it in detail and the pump is used to take their movement through the pinion particular problem on the camshaft These pump to withdraw oil from the pot of oil (cover crankcase) through strainer wire and then you pay by pressing a certain prescribed pressure regulator to pass to the candidate and from oil to the main tube subdivided into several branches up to the corridors of oil to lubricate moving parts engine and these branches are:

- Branch to set the oil pressure in the circuit while the engine is running.
- Branch to chairs fulcrum column annex.
- Branch to chairs camshaft.
- Branch to Jacks valves column top cover cylinders and then stalks pay valves.
- Pass a special chair front of the facility or column chair camshaft timing gear lubrication.
Oil and flaking after passing these branches to the crankcase (oil tank) again.

A lubricating components:

1 -  Oil pan

 It receptacle that accumulates the lubricating oil engine and purpose that works reservoir for a certain amount of oil depending on the requirements of the engine and maintain the oil level so that it is consistent and appropriate for the pump during landing or the rise of heights so be base with two different levels also contains stopper unloading at the lowest point where can even dump the engine oil after the lifting or decode this plug.

2 - oil refinery:

 Is a wire mesh metal minute gaps placed in casing linking the bottom of the oil pump so that a suitable bottom pot oil to avoid capture mineral deposits generated during operation of the engine and that accumulate inside the container and thus operate the refinery to purify oil from exotic materials relatively large access to stream across the engine with oil.

3- Oil Pump

 Using several types of oil pumps in the group of lubrication for engine parts such as pump with feathers - pump rotor - pump with leg immersion - pump with gears which derive their movement usually on different kinds of camshaft engine and sometimes column annex and the purpose of the pump is pulling oil from container and then pay in lubricating distributor circle under particular pressure fits the necessary pressure for the oil to reach different parts of the motor and pump is supplied and fed into a pressure safety valve installed with oil at the exit hole.

The purpose of the oiling process:

Is to put a thin film of oil between the two surfaces adnexus moving one for the last so prevents oil without Tlameshma during movement and less resistance friction arising between them in order to avoid erosion that occurs inevitably if there is contact metal directly without membrane or layer of oil between them and leads to Tfahma preferably oil toolfor lubrication because property Tasgah with surfaces and property to his wife and consists membrane oil located between surfaces of several layers stick classes with external metal surface adjacent feature adhesion - while consolidating classes internal to each feature viscosity and preventing separation or cut or crack these layers from eachwhen sliding on top of each other under pressure during the movement of the moving parts also prevent his escape from between the surfaces as in other liquids.

 Viscosity:

Is a property express how much cohesion inner layers of liquid with each other or in other words the amount of resistance to flow and flow and friction layers medium with each when they tend to break during movement moving parts do not indicate viscosity on the good performance of the oil to functions not on the qualities but show strength incertain temperature and high viscosity oils, is borne by the high temperature without changing degree.

 Jobs lubricating oil:

 1 - Lubrication: oil prevents friction metal surfaces to each other that will prevent corrosion from surfaces or scratching them.

 2 - Cooling: absorbs heat from the oil cylinders and pistons and bearings (building) and other engine parts and transmitted to the oil tank attached mailbox and so prevents extended by and cohesion as a result of overheating.
3 - knitting and Conditions: fill the oil gap between the cylinders and between and piston seal rings and rings normalcy and thus prevent leakage of combustion gases to the outside.

 4 - Cleaning: mixed oil, soil and carbon resins and other exotic materials that formed inside the engine and carry with him to the oil tank attached mailbox where large molecules deposited in the hall and get rid of small particles suspended by the oil filter.
5 - Increase the ability learned: oil works to reduce the lost capacity to overcome the friction and due to leakage of combustion gases.
6 - deter shocks: works cushion deter votes resulting from trauma unit that occur between the moving parts from the sudden change in pressure when combustion which helps to quiet engine performance.

Types of friction: -

 1 - Dry friction:
Is the friction caused during itching between the two surfaces Javian without being separated by a membrane layer of oil or grease where overlap and cohere with each and therefore have a relatively high friction whenever touching rough surfaces at least somewhat soft whenever smooth.

 2 - Fatty friction:
This type of friction in the engine at the start of his administration, where oil may leak mostly internal layers of layers pistons and cylinders, as well as chairs surfaces pivot axles.
  * Therefore recommends engineers cars that leave the engine going on at slow speed for several minutes after the start of his administration and during the heated without load Engine RESISTANCE WELDERS movement on the road even given the opportunity to annex to the working direction of rotation to pull a layer of oil below and increasingly after working cycle lubrication to efficiently flow annex to its central position chair where there is no metal contact.

 3 - viscous friction:
 He brought up among two objects separated completely superficial membrane plenty of oil carries the moving object and therefore there is no metallic contact and friction becomes in this case arises between the layers of oil that move relative to each only called fluid friction.

 Characteristics which should be available in lubricating oils:

 1 - suitable viscosity fixed: - fixed-strength fits all the different operating conditions (high temperatures and low - wet and dry weather - running long distances and short and at high speeds and slow).

 2 - with considerable resistance to combustion: - It must be able to withstand the high temperatures that are exposed such as the degree heat walls cylinders and pistons and Aelchenibr while running the engine without burning so as not to consist a large proportion of carbon accumulating in the combustion chambers and deposited on the electrodes candle ignition.

 3 - is resistant to oxidation: - so as not to lead this oxidation to be colloidal layer resembling tar clog waterways and oil pipes in a layer resin resembling varnish impede the piston rings and valves and chemical materials to be effective they erode the moving parts.

 4 - is resistant foam: - It should not be a cause foam resembling foam egg whites when beaten bat by vibratiuncle mailbox facility and collide column came with it and mixing it with water resulting from the low temperatures as one of the combustion products or from condensation of water associated with air ventilation crankcase and workingthis foam to increase the volume of oil and thus spills from crankcase ventilation slot is less efficient process of oiling. And prevents formation of colloidal material change oil every short period of time or walk drive long distances from time to time to get rid of the water contained to the crankcase and evaporation as well as modern methods of crankcase ventilation.

The mineral oil which is to be drawn from the most suitable types of crude oil and the most common oils for use in the lubrication of motor as they change very slightly when exposed to air and no carbonization only rarely as giving speed engine management.

 And became oils now known degrees set by the Society of Automotive Engineers Society Of Automotive Engineers, a numbers (10, 20, 30, 40, 60, 90, 110) preceding each of these figures symbol SAE addition to the name of the oil that determines the type of service and indicates the number smalleroils with the viscosity coefficient is small and the largest number that the oil is the viscosity coefficient significantly.

 There are also some companies producing oils depending on the additions added to the oil as follows: -
- Standard Oil Reguler

It Oil output from the distillation of crude oil without weak additions efficiency and affected his wife high temperature and oxidized at high temperatures during operation and uses this oil on the engine with low compression ratios or old motors used for a long time before Umrah.

- Oil ad hoc Super

 He added to oil chemical additives to prevent oxidation and melt sediment combustion products and prevent the waxy resins or used on light engines (petrol) at the beginning of their use.
Oil operating hard [Heavy Duty HD]

 
This is a private oil additions for private use on diesel engines with high capacity.

Part 2

By Divani