Looking like it grew there,...
Looking like it grew there, Vortech's V-3 kit for the '10 Mustang GT has an OEM appearance in its standard satin finish. Polished kits are available at extra cost.
Centrifugal superchargers and Mustangs have a long and storied history. We've been peering over the fender of Mustangs to photograph Vortech installations for more years than we care to count.
Lately positive-displacement blowers have grown in popularity, but Vortech's quiet, helically geared, self-contained-lubrication V-3 centrifugal blower is still a leader in adiabatic (heat) efficiency. As we saw in our Dec. '09 issue ("Centrifugal Horse," p. 54), Vortech's centrifugal superchargers post amazingly cool outlet temperatures, a prime contributor to their excellent power production. They are mechanically efficient as well, drawing away relatively lower engine power to turn the blower.
With a claimed 78-percent...
With a claimed 78-percent adiabatic efficiency, the V-3 supercharger leads the way in Mustang blower efficiency. A simple slinger system keeps this 52,000-rpm unit well-oiled without the complexity of a pump. Maximum boost with pulley changes is 22 psi or 775 hp worth of air, according to Vortech.
The Vortech supercharger bolts to the '10 Mustang much as it did to the '09-requiring just minor changes to accommodate differences in detail. At $5,683.95 suggested retail, it certainly holds the price line, and with a 492hp rating at the Three-Valve's flywheel, the power is rowdy good fun.
The only downside these days is smog legality. At press time, there isn't a single centrifugal supercharger for the '10 Mustang from any manufacturer with a CARB E.O. number, and it's a situation that likely won't change without a fair amount of new hardware.
Vortech's standard air-to-water...
Vortech's standard air-to-water aftercooler is used on the '10 kits, just as it was on '09 and earlier S197 applications. The dual-pass unit works with the same radiator-like heat exchanger up front and a small fill reservoir in the engine compartment. A large-mouth fill is not used to avoid the necessity of relocating the fuse box, ABS module, or battery.
The issue is a carbon trap inside the stock airbox. The carbon trap looks like little more than a square of heavy paper or felt glued to the roof of the air filter box. It soaks up hydrocarbons venting up through the air inlet when the engine is shut off. The hydrocarbons are subsequently re-ingested by the engine once it's running again. The California Air Resources Board says this exact trapping media must remain precisely in place and wants significant (read expensive) testing should someone want to relocate the trap to, say, inside a cold-air inlet tube.
Because of the way they package, this is a tough challenge to any centrifugal supercharger, Vortech's included. It's also a challenge to the positive displacement guys as well. Their tactic has been to retain the stock restrictive-with-a-supercharger airbox on their entry-level kits to gain a CARB E.O. number, but also offer a cold air intake as an extra-cost option for up-market, up-boost kits. The centrifugal folks might do the same, but there's no way to package the stock airbox and a blower in the same corner of the engine compartment, so the situation is stalled at the moment.
We'll skip photos on removing...
We'll skip photos on removing the air inlet, draining coolant and so on and start with the intake manifold. It's necessary to lift the intake but not remove it. A short piece of 2x4 does nicely in holding the intake high enough to access the thermostat housing. Unlike earlier Three-Valves, the '10 intake does not have the 2 "hidden" bolts at its center; just 5 down each side for a total of 10.
Aside from CARB being sensible and allowing the hydrocarbon trap to move into an aftermarket CAI, or having Vortech or even Ford Racing stepping up to the plate with a certified, blower-friendly inlet, or even just drilling a bunch of holes in the bottom of the stock airbox, it looks like the status quo may continue as-is for some time. It is, after all, a tough economy for developing expensive-to-certify-and-cheap-to-sell new parts.
For now Vortech is offering its '10 Mustang GT kit without a CARB E.O. number, which works for many enthusiasts. It includes a V-3 Si-Trim supercharger assembly, fitted with a 3.60-inch pulley for 10 to 11 pounds of boost at engine redline. Naturally, all mounting brackets, hoses, hardware and so on are included. The kit is essentially the '09 kit with those changes needed to accommodate the '10 Mustang. These are minor,, such as mounting brackets and reservoir shapes, so if you're familiar with previous Vortech installations the '10 version ought to look like family.
Under the intake is what you're...
Under the intake is what you're really after, the thermostat housing. This small spacer is installed under the housing to move the upper radiator hose away from the supercharger.
Vortech was kind enough to indulge us in putting its silver tester on a local Dynojet-the company's in-house Mustang dyno is repeatable but puts out such low numbers everyone agrees it's better to go to a Dynojet for comparison purposes.
About 2 1/4-inch of the upper...
About 2 1/4-inch of the upper radiator hose is removed by simply cutting the stock hose at the point indicated by the two closely-spaced hose clamps. Again, this is simply to clear the supercharger.
More hose clearance is gained...
More hose clearance is gained by fitting a 90-degree bend of stainless steel tube near the thermostat housing. Note how the tube is dimpled by Vortech; this allows just enough clearance at the corner of the supercharger drive housing.
Just below the thermostat...
Just below the thermostat housing at the junction of the valve and timing covers is a pair of small chores. Here the left finger is pointing to a plug installed in lieu of a stock wiring harness mounting stud; the right finger is pointing to an area on the cylinder head that traditionally contained a boss that needed grinding off. The stud/plug is a simple swap job; the boss grinding wasn't necessary, as our '10 test mule didn't have the boss.
New fuel injectors are fitted....
New fuel injectors are fitted. They pump 39 lb/hr and are simple pull-and-plug replacements.
Unlike earlier kits, the '10...
Unlike earlier kits, the '10 GT kit relocates the power steering reservoir to the driver-side strut tower rather than to the radiator support area. It's a simple bracket and hose modification.
Veterans of legacy blower...
Veterans of legacy blower installations where half of the engine accessories are relocated will appreciate the little required at the front of the engine to mount the '10 supercharger. A longer belt is used-the Vortech is just another accessory as far as the serpentine belt is concerned-and a pair of stud bolt spacers are installed on the two idlers on the driver-side timing cover.
It'll take a minute to sort...
It'll take a minute to sort out which bolt goes in which hole on the blower bracket, but it's all spelled out in the instruction manual.
It's just another step but...
It's just another step but seems a real milestone when dropping in the supercharger. With the self-contained V-3 there's no need to drill/tap any oil lines, so the blower is a simple bolt-in job.
This plugged line threads...
This plugged line threads into the bottom of the supercharger. It's the blower's oil-drain line, a major convenience when changing the blower's oil. About two feet long, the oil drain line is snaked low through the engine compartment during blower installation.
This small bracket cantilevers...
This small bracket cantilevers off the side of the supercharger; later it gives the intake tube hose clamp a place to anchor.
After the blower, the charge-cooling...
After the blower, the charge-cooling system is installed. Because the charge cooler sits where the stock radiator tank lives, the stock tank is replaced by this rotomolded Vortech tank. It is fitted to the passenger-side strut tower and requires building up a pair of small brackets and hose installation.
The little jobs keep on coming....
The little jobs keep on coming. The engine cooling systems vent or overflow hose is another relocation victim. It is lengthened using squeeze-type clamps and run across the top of the radiator to exit on the driver side.