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2002 Ford Mustang GT Two-Valve 4.6 & ProCharger's F-1A Supercharger InstallationThis All-Aluminum Two-Valve Sheds Pounds And Adds Power To Our '02 GT From the August, 2010 issue of 5.0 Mustang & Super Fords By KJ Jones Photography by KJ Jones
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GTR High Performance's co-owner... GTR High Performance's co-owner and master 'Stang-tech Ricardo Topete prepares our '02 GT's iron-block 4.6 for extraction, while the Pony's new A.R.E. Performance and Machine-built aluminum bullet hangs overhead. The engine features Trick Flow's 4.6 heads and intake manifold, and Anderson Ford Motorsport's F-82 camshafts are sitting below those super-sano Moroso billet rail Two-Valve cam covers (PN 68389; $499.99) that we know you're drooling over. When it comes to '79-present Mustang technology, bucking tradition or going against the grain with non-conventional (and sometimes non-recommended) modification ideas really is one of the things that helps keep our hobby fresh. Being told "that's not a good idea" or "that will never work" is one of the biggest challenges that can ever be laid down, especially when a particular upgrade is within the realm of doable. Your tech editor heard plenty of those discouraging remarks when I came up with a plan to outfit my wife's daily driven '02 Mustang GT with an engine and supercharger combination that is better-suited for the dragstrip than street use. But despite the naysaying, a hot Two-Valve 4.6 and ProCharger's F-1A supercharger were installed between the 'Stang's front fenders in 2006. "Operation Lighten Up" starts... "Operation Lighten Up" starts with this Aluminator short-block from Ford Racing Performance Parts (PN M-6009-A46SCB; $3,599). We're using the Two-/Four-Valve variant of the Aluminator that's ready for supercharging. The assembly weighs in at 357 pounds, roughly 100-pounds lighter than the iron-block under our 'Stang's hood. We installed what was then state-of-the-art hardware in our project Pony with hopes that the combination would produce major power without dramatically affecting the 'Stang's street manners. In addition to a fortified iron-block/ported-PI-heads 4.6 long-block, Anderson Ford Motorsport F-62 cams, Professional Products' intake pieces, and House of Boost's eight-rib blower/accessory-drive conversion were put in place, along with the big ProCharger. Through a lot of trial and plenty of error, a happy medium between race and street Mustang eventually was achieved. However, that included constant tuning, plus belt-alignment and valvetrain challenges, which limited our project from reaching its full potential. This situation left us understandably dissatisfied and determined to stay at it until we got it right. Fast-forward to 2010 and things are now much, much better! We're happy to report that the same project concept has become a lot more doable, thanks to a host of new products that we wish had been around when we first set out to improve our GT in this manner. The all-important bottom end... The all-important bottom end of this blower-ready block contains Kellog's forged '03-'04 Cobra crankshaft and Manley forged rods; Mahle graphite-coated, 16cc forged dished pistons with anodized rings; Ford GT/Shelby GT500 rod bearings; 4.6-liter Three-Valve aluminum select-fit main bearings; and OEM bolts. This redux of our upgrade is highlighted by an A.R.E. Performance & Machine-prepared 4.6 that is founded on Ford Racing Performance Parts' ultra-light Aluminator short-block (PN M-6009-A46SCB; $3,599), and topped with the same 44cc Trick Flow Track Heat aluminum cylinder heads (PN 5191002-M44; $1,995.95) and Track Heat intake manifold (PN 518B0002; $799.95) that have been detailed in past issues of 5.0 Mustang & Super Fords. The idea to go with a lightweight engine package was spawned when your tech editor decided to run our project Pony in the inaugural Mojave Mile event, a standing-mile, top-speed evaluation that was held in March 2010. Some of the big differences between the previous setup and changes for this project fall in the supercharger and airflow categories. Replacing the F-1A is a slightly larger F-1C unit and three-core race intercooler. While we're throwing a bit more air at the new engine, that's not the big deal with this effort. The thing we're really excited about is finally getting a chance to end the many frustrating situations we experienced with serpentine belts (misalignment and tensioner issues), as well as tuning the engine so that it met the performance and efficiency standards that we expect to see from such a radical Two-Valve setup. We were curious about the... We were curious about the mysterious markings that we found on the pistons and in the valley area of our engine. A query to Ford Racing revealed that we're the owners of a blueprinted short-block, as the marking indicates that a dimensional inspection of each individual component was done prior to everything being brought together for assembly. The numbers 1 through 8 on the block and pistons denote individual matching of the pistons to each cylinder bore for optimal clearance. A 12 written on the rear of the block indicates that these block was matched to the Number 12 piston set after a dimensional analysis of the block and pistons. The deck-height numbers at all four corners are relative to the outside diameters of the front-and-rear main bores; these measurements take into account the tolerances of the main bore and deck profile, as it relates to the nominal dimension for the aluminum block. To handle this critical leg of the effort, we're returning to our roots and plumbing the new supercharger's ductworks in a "blow-through" configuration (the original F-1A was initially bolted on as blow through, then changed to draw-through in an attempt to get a handle on tuning), and counting on Abaco's DBX 85mm mass air (PN DBX85; $379) to properly measure airflow into the throttle body. On the belt side of things, just looking at House of Boost's super-slick Two-Valve Renegade bracket system (PN 2VR; $1,675) gives us confidence that our blower-belt-retention problem will be a thing of the past. The stout aluminum "2VR" bracket setup is specifically made for New Edge Mustangs with 4.6-liter, Two-Valve engines. It literally puts ProCharger F-Series blowers on its own eight-rib drive circuit, and keeps a 4.6-powered street-Mustang's accessories on a single, six-rib belt. After wiping down the deck... After wiping down the deck surface and installing the Fel-Pro head gaskets (PN 5180901; $43.95) below the Track Heats, Rocco Acerrio of A.R.E. Performance and Machine applies 105 lb-ft of torque to a set of ARP head studs that will keep the castings secure under the cylinder pressure brought on by 20 psi of boost. These highlight pieces and many other support components are being swapped in an effort to lighten up our project Pony. We want to see what type of impact a stronger powerplant and less weight will have on its rear-wheel horsepower and torque, overall street performance and agility, and its top-end speed when we let it all hang out on the Mojave Mile.  For years, the amount of horsepower...  For years, the amount of horsepower produced with "pump gas" has been a measuring stick for determining the overall badness of a street car. We've explained the inferiority of California's and Arizona's 91-octane fuel to the 93 octane of other states, and celebrated occasions where 93-octane power is achieved with the lesser fuel. VP Racing Fuel now offers its VP100 fuel at pumps throughout the country. VP100 (formerly known as StreetBlaze 100) is a 100-octane unleaded gasoline specifically engineered for high-performance street vehicles. As we saw on the dyno, the VP100 produced nearly 10 percent more horsepower than the 91-octane unleaded gas made. Since the VP fuel is oxygenated with ethanol, it's totally CARB legal and can be used anywhere. We feed our project Mustangs from a 55-gallon barrel of VP100, but you can look on the company's website to locate a gas station where you can fill up at the pump.  Greg Monroe of Racers Edge...  Greg Monroe of Racers Edge Tuning is a specialist with SCT's tuning software, and created three calibrations for our hopped-up GT. We approached tuning from three angles-Street, Street/Strip, and Mojave Mile-and Greg created settings for each driving and racing style to yield big power with super-tame street manners.  Another thing we learned during...  Another thing we learned during this project is that OEM alternators have "rev limits." Our high-rev antics on the dyno proved to be too much for the factory-pullied alternator. PA Performance offers replacement 130-amp units that are outfitted with 3.25-inch-diameter underdrive wheels. Note the difference between the stock pulley and the larger piece. The increased diameter basically helps lower the alternator speed, which eliminates the chances of over-spinning and frying the alternator when the crank is going wild. The PA alternator is strong enough to maintain charging levels that are more than sufficient for our Pony's electrical needs.  Anderson Ford Motorsport offers...  Anderson Ford Motorsport offers a wide selection of camshafts for modular-Ford engines of all varieties. A pair of Anderson's F-82 hi-Rev cams (PN AF-F-82; $629) were chosen for our aluminum bullet. While the cams boast 0.567 (int)/0.567 (exh) lift and 215 (int)/220 (exh) degrees of duration at 0.050, cam-master Rick Anderson includes so many other tricks (not disclosed in the cam card) in the profile of these camshafts. We strongly recommend you consult with Rick about your engine combination and the manner in which you plan to use it, before ordering a cam. Our heads also are outfitted with Trick Flow's upgrade valvesprings. The springs are similar to the pieces that NMRA 2009 5.0 Mustang & Super Fords Real Street champion Tim Matherly used on the bullet in his high-revving Two-Valve Mustang, and are capable of keeping valvetrain vibration in check well beyond the proposed 7,000-rpm shift point for our engine.  Here's a look at the assembled...  Here's a look at the assembled long-block prior to its final dressing with a Moroso 7-quart aluminum oil pan (PN 20555; $399.99), timing cover, and the valve covers mentioned earlier in this report. While Summit Racing Equipment offers all of the gaskets, rockers, timing chains, and related hardware and fasteners that are needed, specific bolts such as those for the timing cover and oil pan must be sourced from a donor engine (preferably an '03-'04 Cobra or 4.6-powered Explorer) or Ford dealership's parts department.  During the build we experienced...  During the build we experienced a prime example of the conflict that sometime occurs when one killer part comes to be long before another killer part is developed. In this case, the problem centered around the height and thickness of the billet camshaft caps on Trick Flow's heads (greater than the stock girdle) and the Moroso valve covers, which were designed to directly replace factory covers. You can't just grind away here, as each cover features a machined-in channel for a stock-style gasket and damaging it will result in instant oil leaks. A.R.E. has the fix for this and can modify your Morosos for perfect leak-free fitment.  Here is our completed, all-aluminum...  Here is our completed, all-aluminum long-lock assembly, ready for transport to GTR High Performance, where the SN-95/New Edge gurus there will install it in our '02 project car.  Back in 2008, your tech editor...  Back in 2008, your tech editor asked the guys at Centerforce for their thoughts about twin-disc clutch systems for late-model 'Stangs. While twins weren't in the company's plans then, the recent release of Centerforce's all-new, dual-disc clutch is a strong indicator that they're now fully embracing the technology. Kits will be sold as you see it here in this photo-all-inclusive, and ready to bolt-in without any need for modifications or special equipment.  Ya gotta love it when parts...  Ya gotta love it when parts are installed by the folks who make them. Since we were the recipients of one of the first Centerforce Mustang twin-disc clutch systems produced, our buddy Will Baty of Centerforce drove out to SoCal to deliver the unit and personally install it in our Mustang. Centerforce is moving to a full lineup of dual-disc clutch systems for late-model Ponies, all of which are capable of handling massive amounts of rear-wheel torque (our clutch is rated to 1,200 lb-ft of torque). The systems should be available through your local Centerforce dealer by the time you read this.  We're trying Percy's High...  We're trying Percy's High Performance's new Seal-4-Good reusable header gaskets (PN 66033; $44.88) for modular-Ford engines. The "Dead Soft" aluminum gaskets feature 1.625-inch round ports and conform to header flanges for excellent sealing. These gaskets are perfect for applications in which headers are frequently removed.  Percy's also offers trick...  Percy's also offers trick Split-Lock header bolts (PN 20010; $62.99) for 4.6- and 5.4-liter applications. Each 12-point bolt features a pin that drives and locks the bolt into the cylinder heads, ensuring great gasket seal and eliminating the possibility of bolts backing from the stresses of high heat and vibration. Will hung out and helped GTR... Will hung out and helped GTR lead tech Chris Balster drop the new bullet between the GT's fenders. Once the engine was in place, the rest of the drivetrain (transmission, driveshaft) was bolted on below the car. We'll talk more about our experience on the Mojave Mile in our upcoming special issue, focusing on '94-'04 Mustangs, which should be appearing at your local newsstand in August 2010. For now, the following photos, captions, and dyno information will give you a better understanding of the new powerplant that came together over an intense, 28-day thrash. Of course, KJ would pick the shortest month of the year for this type of project, which would not have been possible without the wonderful assistance and cooperative efforts of Crystal Jones, A.R.E. Performance & Machine, the staff at GTR High Performance, and Greg Monroe of Racers Edge Tuning. Rocco recommends using Royal... Rocco recommends using Royal Purple's XPR 5W30 engine oil for high-rev/big-boost, supercharged applications like ours. To complete the Royal Purple package, we're also counting on the company's new 20-820 oil filter to keep the fluid clean between maintenance periods. We're also adding a few gallons of Evans Cooling Systems' NPG+ coolant to the radiator to ensure the new engine keeps its cool at all times.
Because of our project 'Stang's all-purpose persona, we decided to create three separate SCT calibrations using a blower pulley that would work well under daily driving conditions and on the dragstrip, and ultimately the Mojave Mile. "Street" is the first program that our friend Greg Monroe of Racers Edge Tuning developed. The tune is based on our intentions of staying below a 7,000-rpm shift point and primarily using 91-octane fuel. If you look closely at the data, you'll see that boost (PSI) seems to hit a wall at 11.90-and late in the run-which is something that we didn't understand because our calculations (based on pulley sizes and engine speed) showed it should be higher with the 4.75-inch pulley we initially installed. Yes, 4.75-inch does seem like an incredibly big blower pulley. However, when you do the math, the size is theoretically excellent for achieving superior street power for a Two-Valve, 4.6-liter engine, and we figured it would work great on the Mojave Mile, too. However, for our project, it was clear that more boost was necessary, so the 4.75-inch pulley was swapped for a 4.50-inch wheel. Once again, we hit the Dynojet chassis dyno with confidence that we'd see a significant improvement, but we were greeted with pretty much no improvement at all. Horsepower peaked at 518 (454 lb-ft of torque) and the boost gain was minimal at best. The blower's new independent-drive... The blower's new independent-drive setup requires using this ATI Performance Torsional Super Damper (PN 918039; $415), which can be ordered with the House of Boost 2VR system. The damper is designed with an OEM-style six-rib groove pattern along its outside diameter, and accepts the new HOB 8-inch, eight-rib crankshaft pulley that will drive the supercharger. A call to Dorian Comeau at House of Boost brought about a suggestion to remove the stainless-steel mesh filter that he placed in front of the F-1C's inlet. With only that one change made, the ProCharger literally came to life and brought power up to 604 at the feet with 511 lb-ft of torque. With everyone breathing easier now (KJ included), Greg then built a second program, Street/Strip, that will be used for our dragstrip outings. Street/Strip has a higher shift point/redline and 17 degrees of timing. Our final tune is Mohave Mile. It's the calibration that Greg put together for the GT to sustain WOT through the course of a measured mile, or the amount of time it should take our Pony to cover that distance. With the race tune (using VP's VP100 fuel), 5 percent more fuel was added across the top portion of the run, and timing was dropped back to 13 degrees. "The Mojave Mile tune should richen air/fuel to about 11.0," says Greg. "That will be plenty rich enough to keep everything together." With the engine lowered into... With the engine lowered into the 'Stang and ready for installation of the supercharger, Chris finishes the top portion of the engine by bolting on the Trick Flow Track Heat intake manifold (PN 518B0002; $799.95) and 70mm throttle body, Fore Precision Works fuel rails (PN 0053-101; $185), and Ford Racing Performance Parts 80-lb/hr fuel injectors (PN M-9593-LU80). Our new engine setup is returned to running factory accessories on a six-rib serpentine belt. Thanks go out to both GTR and AMP Performance in Phoenix, Arizona, for helping out with the replacement OEM pulleys that were necessary for the conversion from eight-rib. "The Abaco DBX 85mm MAF is excellent. It's great," says Greg. "This engine will easily zing beyond 7,500 rpm, with a clean and smooth power curve. With the DBX, I saw only saw 730 total MAF counts for my Street tune and 820 on Street/Strip. With SCT's tuning software, 1,023 counts are available before a MAF is considered 'pegged' at 5 volts, so there's absolutely no need to use a MAFia to expand the voltage range, or a bigger meter." "Having the ability to calibrate the meter to support almost any injector flow rate is awesome. Once KJ set the DBX up with a base calibration (for 80-lb/hr injectors), all I needed to do was make slight fueling adjustments in each stage of our tuning session, and we only played with timing to see where the window is for pump gas." House of Boost's chief engineer,... House of Boost's chief engineer, Dorian Comeau, made the trip from frosty Kansas to personally install his company's new supercharger bracket assembly and the ProCharger F-1C head unit that we're upgrading to. The 2VR is the industry's first dedicated eight-rib-supercharger-drive system for Two-Valve modular engines, and we believe it will be the stop-all/end-all cure for any belt issues. "It's cool that you can now buy 100-octane fuel at the pump. Here in California we really need it, especially for maximizing higher-end street Mustangs. With the VP100 fuel, and since there's plenty of counts left on the table for making a lot more power when more boost and timing are added to this Mustang's engine, it will be cool to see where we finally max out at powerwise and still keep the car driveable-with a good idle and good in-traffic/slow-speed manners. It will be really easy to do this with the DBX, boost, and octane." Unfortunately, we were not able to dyno tune and test the combination with an even-smaller (4.25-inch) blower pulley before hitting the Mojave Mile. We plan to revisit the dyno with the smaller wheel installed, and hopefully with a correction made to our radiator-restricted inlet airflow situation, and then have Greg go about making a series of new PCM calibrations that are based on boost coming in a lot sooner and in much-greater volume.
| Street | Street/Strip |
| RPM | HP | TQ | A/F | PSI | HP | TQ | A/F | PSI |
| 3,000 | 159.88 | 279.90 | 12.09 | 1.63 | 167.56 | 293.34 | 11.20 | 4.22 |
| 3,500 | 208.76 | 313.25 | 12.05 | 3.30 | 220.10 | 330.28 | 11.40 | 6.18 |
| 4,000 | 264.85 | 347.74 | 12.13 | 4.24 | 292.40 | 383.89 | 12.06 | 7.78 |
| 4,500 | 325.47 | 379.86 | 11.76 | 6.60 | 364.61 | 425.52 | 11.77 | 9.69 |
| 5,000 | 374.36 | 393.21 | 11.36 | 7.71 | 439.02 | 461.14 | 11.32 | 11.95 |
| 5,500 | 432.77 | 413.30 | 11.40 | 8.58 | 509.56 | 486.58 | 10.99 | 14.59 |
| 6,000 | 473.83 | 414.77 | 11.39 | 10.80 | 579.94 | 507.66 | 11.35 | 16.13 |
| 6,500 | 491.81 | 397.40 | 11.73 | 11.00 | 606.53 | 490.11 | 11.41 | 18.24 |
| 7,000 | 0.00 | 0.00 | 0.00 | 0.00 | 584.29 | 438.41 | 11.65 | 18.87 |
| Mojave Mile | Difference |
| RPM | HP | TQ | A/F | PSI | HP | TQ | A/F | PSI |
| 3,000 | 166.20 | 290.97 | 11.12 | 4.20 | 6.32 | 11.07 | -0.97 | 2.57 |
| 3,500 | 223.19 | 334.91 | 11.39 | 5.82 | 14.43 | 21.66 | -0.66 | 2.52 |
| 4,000 | 295.93 | 388.54 | 11.91 | 7.25 | 31.08 | 40.80 | -0.22 | 3.01 |
| 4,500 | 369.26 | 430.97 | 11.79 | 9.86 | 43.79 | 51.11 | 0.03 | 3.26 |
| 5,000 | 444.03 | 466.40 | 11.40 | 11.45 | 69.67 | 73.19 | 0.04 | 3.74 |
| 5,500 | 514.59 | 491.39 | 11.20 | 13.43 | 81.82 | 78.09 | -0.20 | 4.85 |
| 6,000 | 583.81 | 511.06 | 11.25 | 15.95 | 109.98 | 96.29 | -0.14 | 5.15 |
| 6,500 | 627.15 | 506.77 | 11.73 | 17.67 | 135.34 | 109.37 | 0.00 | 6.67 |
| 7,000 | 584.73 | 438.74 | 11.63 | 18.75 | 584.73 | 438.74 | 11.63 | 18.75 |
The crew at GTR High Performance... The crew at GTR High Performance (left to right: technician Elisseos Patronas, co-owner Gonzalo Topete, co-owner Ricardo Topete [not shown], and lead technician Chris Balster) put in the extra-late hours to ensure our project would be ready to rock by our end-of-February deadline.
All of the editors at 5.0 Mustang & Super Fords, past and present, have been involved with building or upgrading "project cars" at some time or another. The special projects basically come with the territory of working at one of the leading Mustang enthusiasts' magazines in the world. In most cases, our project 'Stangs are usually built with the help of several aftermarket manufacturers, who provide products for a build, and the staffs of Mustang shops that we're associated with, such as Extreme Automotive, B&D Racing, Paul's High Performance, A.R.E. Performance & Machine, AMP Performance, Lethal Performance, and MV Performance. GTR High Peformance in Rancho Cucamonga, California, is the facility we called on for help with getting our '02 Mustang GT ready for the Mojave Mile endurance event in early March of 2010. As usual, co-owners Ricardo and Gonzalo Topete and their staff were gracious in accommodating us for the makeover -- in some instances, making major changes in their shop's scheduling to ensure our ride would be ready to rock in the short 10-day deadline that we had for completing all of the upgrades on the car. GTR kept the lights on late for us, and we want everyone to know that we appreciate all of their dedication to the project. (Other aspects of the revamp will be discussed in the upcoming report on our Mojave Mile experience, which will appear in 1994-2004 Mustang Performance, available at newsstands in August 2010.)  Dorian says he designed the...  Dorian says he designed the 2VR to be an easy bolt-on upgrade for any existing supercharger system. There are no severe modifications required for installing this system, save for an air-conditioning line (if you want to keep you're A/C), which can be purchased with the brackets as an option.  ProCharger's Jeff Lacina posed...  ProCharger's Jeff Lacina posed the question: "Will that engine move some air or what?!" Our "yes" answer resulted in a decision to advance beyond the F-1A supercharger and install a slightly larger F-1C head unit on the Aluminator. While it's not likely we'll utilize all 38 psi of boost that this unit can create (the F-1C can support as much as 1,225 hp, 125 more ponies than an F-1A), we're sure that its larger inducer, volute diameters, and enhanced flow volume will bring on a ton of boost for our Two-Valve engine, and contribute to power and torque gains that are on-par with, and in some instances, greater than larger displacement and Four-Valve modulars with power adders. Enthusiasts tend to think that impeller diameter actually determines the size of the blower, which is incorrect. We opened up our F-1C to show you its impeller. Yes, it is big, but the area between two vanes-from tip-to-tip-is actually the criteria that's used to determine the blower's ability to move air.  This is the 2VR in fully installed...  This is the 2VR in fully installed fashion, with the driver and passenger-side base brackets, and "bridge" (spans across the front of the engine and holds the supercharger) bracket installed. By moving the supercharger belt onto its own circuit, the alternator must be inverted. During this project we learned quite a bit about using stock alternators, something we'll discuss a bit more later on in this report.  Here's a close look at the...  Here's a close look at the primary belt tensioners in the 2VR setup. Tension for the six-rib accessory belt is mechanically adjusted, but the eight-rib blower belt gets its tension through a heavy-duty piece that comes directly from the Kenworth Truck's part department. The spring tensioner, which also can be found on big-rig truck engines, uses a rotary cup that allows it to be clocked (rotated using a 1/2-inch breaker bar) and locked in an infinite number of positions for maximum belt tightnesss and total elimination of slippage.  Dorian sets a new 3-inch race...  Dorian sets a new 3-inch race intercooler in position in behind the front fascia of our '02 Mustang GT. The three-core unit from ProCharger measures 27x12.5x3-inch and easily supports more than 950 rwhp. All of the original 3-inch tubing from the intercooler to the throttle body is retained for this application. The only slight modifications necessary are in the tubes that run from the supercharger to the intercooler. House of Boost carries all of the tubing (including 3.5-inch pipes that further-improve airflow) to make installing this entire system a DIY project.  After seeing Abaco's DBX digital...  After seeing Abaco's DBX digital mass-air meters in action back in 2009, we honestly couldn't wait for a good opportunity to use one for one of our own high-horsepower blow-through supercharger applications. The 85mm unit we selected (PN DBX85; $379) is a multi-sensor digital mass air meter that allows you to select 10 different mass-air calibrations by simply turning a screwdriver. The meter is capable of quickly responding to rapid airflow changes in one direction, and has filters that block out camshaft reversion and pressure surge from the F-1C that typically can lead to erratic mass-airflow-sensor counts (in the engine's tune) at idle and throughout the power band, ruining driveability. As we learned in our time spent with DBX expert Rick Anderson of Anderson Ford Motorsport, this new meter puts all of those problems to rest.  Since the new valve covers...  Since the new valve covers are not made with any provision for PCV, we're using this Moroso breather tank (PN 85465; $76.99), which has been outfitted with two AN -12 male fittings to catch oil vapor that is vented through similar fittings in the valve covers that were installed when the engine was assembled. Although the breather tank is made with one AN -12 male fitting attached to its side, additional fittings (PN 22715) can be added accordingly by a good fabricator.  Take away the shininess and...  Take away the shininess and our Mustang's engine almost looks like a stocker with a blower ... OK, a big blower, but you know what we mean. The only somewhat-limiting issue we encountered is the small amount of clearance between the supercharger's inlet and our Pony's Fluidyne radiator. House of Boost designed its 2VR brackets on a Two-Valve Mustang with a stock radiator, which provides more-than-enough space for plumbing a large inlet tube into the blower. With our blower being installed as blow-through (where air is pulled into the blower, and then supercharged air is discharged and runs through an intercooler and then blown through the mass air and into throttle body), we definitely plan on investigating new radiator options that will correct this problem and allow more air to be fed into the blower.  How's that for weight saving?...  How's that for weight saving? When it's all said and done, our conversion to an all-aluminum engine knocked 100 pounds (once again, rounding up by one pound) off our project Mustang's weight. Couple that with your tech editor's efforts to shed a few pounds, and we may have a 'Stang that will absolutely fly across the Mojave Mile.
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