The Mustang 5.0 possesses the qualities to guarantee its place in history: light weight, manual trans and, most importantly, a high-output V-8 replete with dual exhaust (with real headers!). When Ford introduced the 5.0-liter Mustang GT in 1982, it offered spirited performance and marked the end of a dreary era of American automobile manufacturing. The little Mustang looked the part, sounded healthy, and could actually smoke the hides when the clutch was sidestepped. Performance was back!
Despite it's diminutive horsepower rating, the little five-oh was the fastest thing on the road, bar none. Every year saw improvements culminating in the '87 through '93 5.0, which boasted 225 horses of fuel-injected, roller-cammed, forged-pistoned thoroughbred. While these figures may not seem impressive when examining muscle-car era horsepower numbers, it is generally agreed that the earlier figures were exaggerated and represented gross ratings under perfect conditions. 5.0 Mustangs, on the other hand, generated a real 225 eager horses.
Fast-forwarding to the new millennium shows the Mustang 5.0 enjoying a cult-like following and boasting a large aftermarket to support the high-performance enthusiast. One such company, Performance Distributors (a subsidiary of DUI--Davis Unified Ignitions) is based in Memphis, Tennessee.
When all ignition components are functioning properly on a late-model stocker, stepping up to a higher-output ignition may not net any significant horsepower gains. But what happens when you lean on your engine by adding power-producing components? A reliable ignition with optimum spark becomes paramount.
The Product
We got our mitts on a "5.0 Firepower Ignition Kit" and were eager to put the system through its paces. This ignition system features Performance Distributor's 5.0 Dyna-Module, Screamin' Demon Coil, distributor cap and rotor, and a set of "LiveWires" sparkplug wires.
Performance Distributors says that its Dyna-Module "...has more electronic dwell time in it to provide you with more coil saturation time [allowing] the coil to produce a more intense spark." Use of the Screamin' Demon coil requires opening the sparkplug gaps to .060" for optimum results (the factory calls for a .044" gap). The new distributor cap boasts high-quality brass terminals, and the LiveWires come equipped with heat-protective sleeving made of "heat-treated glass braid," which is both non-corrosive and non-flammable. Fit and finish of all components is excellent.
The Patient
Jim Campbell, a student by trade, was searching for the ultimate expression of high-performance "bang for the buck". When the opportunity to purchase an ex-Washington State Highway Patrol Mustang (see sidebar) presented itself, Jim jumped at the chance. The '89 notch-back had seen better times, but the price was right and the foundation was there to build a solid street-and-strip terror. Fortunately, the previous owner had upgraded the suspension and driveline in anticipation of a huge horsepower infusion. Jim slowly added some components to help his pony breathe, including an aftermarket throttle body and mass-air meter, and a set of long-tube headers and a corresponding exhaust system. Otherwise, the engine remained stock.
Off to the Lab
We used the immaculate facilities of Extreme Performance, located in Grand Terrace, CA, where Jim's Mustang was strapped to the Dynojet (see Dyno Results table) for a baseline pull. The LX roared to its 5,500-rpm limit and spit out 225 horses and 282.9 ft-lbs of torque. Jim was a bit disappointed by the results.
After a brief cooling down, Jim and partner in crime Ken Haines, set out to switch the stock ignition gear for the Performance Distributor parts. This included gapping the sparkplugs at .060 per the instructions provided with the ignition system. John Ferguson, lead technician at Bob Wondries Ford (Alhambra, CA), kindly lent us the tool (resembling a short nut-driver) necessary to change out the modules on the distributor. Within 45 minutes, Jim had the 5.0 fired up and ready for another run on the Dynojet.
Before the next pull was made, Extreme Performance owner, Allan Nimmo, set the timing at it's optimum, 12 degrees BTDC. Now the pony was ready. Allan ran it up to 5,500 rpm. The little grey Ford mustered 228.3 horsepower at 5,100 rpm and managed an almost identical 282.8 ft. lbs. of torque. Upon examining the dyno results it was evident that the 5.0 held a torque advantage in the upper rpm ranges despite nearly identical peaks to the stock ignition.
Conclusions
Performance Distributors matched "systems approach" to electronic ignitions offers a high-quality replacement for the consumer who wants a reliable high-performance ignition. Also keep in mind that if you plan to perform significant modifications to your 5.0 Mustang--or any other vehicle for that matter--an eventual ignition upgrade will be necessary to provide your engine with enough spark.
Would the stock ignition be up to the task of providing adequate and reliable spark on a high-horsepower mill? Probably not. This ignition upgrade fits well into Jim's plans for further modifying his pony car. He has already procured a hotter cam, 1.7 rockers and an aftermarket intake for the next round of modifications. But peak dyno numbers don't tell the entire story.
Jim has long complained of a stumble that occurred around the 4,000-rpm mark while at wide open throttle. The stumble disappeared with the installation of the new ignition. Jim's Mustang now pulls cleanly to it's 5,500-rpm redline.
A big horsepower gain should not necessarily be expected. Reliability, on the other hand, should. Judging by the quality of Performance Distributors' ignition components, the latter has been more than adequately addressed. All too often we would like to see performance improvements but neglect the all-important issue of dependability. Ignition failure under a high dose of boost or nitrous oxide can lead to disastrous consequences. Forget peak numbers and be satisfied with the peace of mind offered by a quality ignition by Performance Distributors. It could be the best money spent.
