New Edge Mustang Supercharger - New Kit On The Block

Installing a Tork Tech supercharger essentially boils down to replacing the stock intake, changing the front dress, installing the heat exchanger/plumbing, and replacing the fuel pump. As far as disassembly goes, it's pretty straightforward stuff, which the Tork Tech instructions guide you through. A shop manual would be helpful as well, but in the end, we won't waste space giving you a blow-by-blow here.

With the intake off, be certain to temporarily duct tape over the intake ports to ensure nothing falls inside. With everything stripped away, this is a good time to install a fresh set of spark plugs. Torch Tech recommends NGK TR55s, though they're not included with the kit.

It'll be a happy day when the delivery man drops three Tork Tech boxes on the front step of a '99-'04 Two-Valve owner. A majority of the components are seen here, and Tork Tech packages most of them in preassembled form, meaning there's little question as to which bolt, clamp, or hose, goes where. In fact, there is little bagged hardware.

While the intercooled blower is delivered as a fully assembled unit, a disassembled intercooler/intake manifold allowed us a detailed look at what sits under the supercharger. Note the casting is a multi-piece modular design, which incorporates side manifolds, allowing for future adaptation to various cylinder head variations. Tork Tech already has billet spacers available to adapt to a 5.4 Two-Valve should a customer want to blaze a new trail.

Installing the necessary peripherals to the supercharger is done on a workbench. Here, the new 42 lb/hr injectors and stock fuel rails have been installed, and Travis Hall prepares to secure the generously sized inlet plenum. Tork Tech's Warner tells us he spent hours on the flow bench getting this piece "just right." Incidentally, this same plenum/TB combo bolts to many New Edge Saleen blowers as well, representing a substantial flow increase.

Among several items reused from the original intake manifold, in this case a service replacement, is the throttle position sensor. An impact driver is useful in removing the sometimes stubborn fasteners.

Throughout the install, we were impressed with the fit and finish of the Tork Tech components. These vacuum fittings on the back of the inlet plenum are just one example, sporting a nice OEM appearance. Note the bottom-side notch in the intercooler casting for the coolant line, which runs beneath the manifold.

Before and after pictures show the minor clearancing required at the front of the valley on Windsor-built Two-Valves only. An unused mounting boss, which isn't present on Romeo engines, was relieved as shown with a die grinder.

Charles explains that upcoming intercooler castings (likely by the time you read this) will be altered to make this step unnecessary on Windsors and Romeos alike.

A traditional rubber coolant hose replaces the factory hard line that runs from the front of the engine valley to the heater core nipples at the firewall. Depending on year, there are variations to these firewall connections, some coming straight out of the firewall, others having a 90-degree bend. Either way, the coolant line is easily routed for connection.

One of the most innovative and key players in the Tork Tech kit is this idler bracket/cross-brace assembly. Not only does it relocate and mount the alternator in a reverse position, but it also provides for the blower's dedicated eight-rib drive system. Much thought went into this design, which easily accommodates a larger crank pulley, and allows for easy accessory and blower belt servicing. Accessory belt length remains stock, so it can be reused if in good shape.

A view of the eight-rib blower drive reveals plenty of belt contact to resist slippage. The standard pulley setup (3.25 inch blower) is good for 10-11 psi at peak boost, while 3.00 and 2.85 inch blower pulleys are optional.