GTR High Performance is the site of our turbo transformation on this high-mile, lightly modded, '92 Mustang GT. Ricardo Topete (left), Chris Balster (right), and Jimmy Hittle of HP Performance got together on the install. It can be accomplished in two days when working at a normal pace with air tools.
For years, centrifugal supercharging has been the way of the street-Mustang world when it comes to bolting power adders on '86-'93 versions of our favorite ride. Sure, nitrous oxide ranks a close second to the blowers-it's first in some enthusiasts' opinion based on its less expensive initial cost and excellent performance gains. For this tech venture, we're focusing on exactly where a bolt-on turbo setup for a 5.0-powered EFI 'Stang fits in the best-bang-for-the-buck mix.
The turbo system we're working with ('79-'95 Intercooled Stage 1; $4,495) comes from HP Performance of Roswell, New Mexico. Jimmy Hittle and Nathan Paige co-own HP and readily admit that developing turbocharger applications for all three genres of popular late-model 'Stangs has always been one of their main priorities. For example, WFCX Wild Street winner Frank Varela uses an HP system on his eight-second street/strip '91 Fox; Mike Palugi's '05 King of the Street-winning '03 Terminator sports HP's twins; and Matt Snow's S197 GT ("Snow Stormer," July '07, p. 122) benefits from the rush of an HP turbo kit's wind.
In our search for the right candidate for this project, we stood firm about finding and using a bone-stock Mustang. We also decided to include nearly stock LX or GT Mustangs. They were only allowed basic bolt-ons so we could get a true understanding of what-if any-influence HP's turbo and intercooler has on a 5.0's power output at the rear tires of a street 'Stang.
You'd think a 'Stang owned by the co-owner of one of the Inland Empire's largest 'Stang shops would already be tricked out with the latest and greatest in 5.0 performance goodies. That's not the case with this car, which Ricardo has owned since the day it rolled off the lot. This engine has so little done to it-with only a cold-air, a 76mm mass air housing, a 70mm throttle body, pulleys, and a set of short-tube headers-we're tempted to categorize it as stock. Despite the high miles, Ricardo's meticulous maintenance regimen makes it a perfect test bed for HP's 60mm turbocharger.
Our up-close interactivity with turbo-chargers is largely relegated to hearing the 106mm, 94mm, or 88mm hairdryers whoosh by us when Pro 5.0, Super Street Outlaw, or Drag Radial Mustangs make their way down the dragstrip during NMRA race weekends. A turbocharged race Mustang in action is a sight to behold. It leaves a lot to the imagination when thoughts of applying a turbocharger on a milder Mustang enter the brain.
Through a process of elimination, we selected the Mustang GT of GTR High Performance's co-owner Ricardo Topete to be the recipient of HP's Fox system. Ricardo purchased his Pony new in 1992, and it's in great shape despite its 150,000 miles. The car is equipped with short-tube headers/catted X-shape crossover exhaust, underdrive pulleys, a cold-air system, a 76mm MAF, a 70mm throttle body, lowering springs, and 3.90 gears. Although it's also equipped with a stock automatic transmission, we think it best represents the type of '86-'93 'Stang this kind of power adder will thrive on. We're keenly aware that whatever remaining life there is on our test 'Stang's stock automatic will more than likely be shortened if power gains eclipse 360 rwhp and Ricardo lets those horses run every time he leaves a stoplight.
Power adders are often touted as bolt-on ready and applicable to stock Mustangs without any mention of additional equipment or accessories. HP Performance bills its Fox kit as an everything-included, bolt-on, no-weld experience needed. Determining whether or not the claim is true is something we had to do. The system is highlighted by a 60mm Garrett turbocharger and HP's own 3.5-core intercooler. The kit also features ceramic-coated, 131/44-inch mild-steel tubular headers; a massive 311/42-inch down-pipe; 3-inch exhaust tubing with a Y-pipe, a T-bolt, and V-band clamps; a Walbro 255-lph fuel pump and new 42-lb/hr injectors; a TiAL 44mm wastegate; a Spal electric cooling fan; and every fastener you can think of needing for this type of install. Materials for an oil change (FL-300 filter is recommended), fresh spark plugs, and a new, shorter serpentine belt are the only parts that must be purchased separately.
While it's not mandatory, removing the front bumper cover is recommended. Complete this step before getting deeper into the project, as doing so creates a lot more working space in the front of the 'Stang.
There's also no need to reinvent the 'Stang as occasionally must be done in order to achieve proper fitment of its components. On our application, we used a 75-inch belt, underdrive pulleys on a crank and water pump, and we removed the smog pump.
We always enjoy having company owners or their representatives visit us to personally take part in a tech project. Such is the case this time, as we were fortunate to have Jimmy Hittle with us to provide expert assistance with the turbo installation. Of course, he was also there to get a first-hand look at how his company's Fox 'Stang turbo system performed in our evaluation on the chassis dyno at GTR.
"This system was designed for Fox owners who are looking for a bolt-on turbo kit that will easily bring 550 hp to the rear tires of a street car, but is capable of making up to 1,000 rwhp, providing all the variables to do so are in place-the engine, transmission, and so on," says Jimmy. "All a 'Stang's accessories are retained with this base kit, and with its CNC-bent down-pipe and tubing, fitment in a stock Fox is spot-on perfect."
We're not going to spoil the suspense. Look at the photos and captions first, then see what HP Performance's turbo does to our high-miles/low-mods Mustang. Keep your credit card nearby.