While this 60mm T-40655 ceramic ball-bearing turbocharger is one of the highlights in Turb
We've extolled the virtues and pitfalls of adding power adders to '79-'10 Mustangs for what honestly seems like an infinite number of times. Our work with nitrous, blowers, and turbo systems always includes giving you specifics on the amount of rear-wheel horsepower and torque they help generate. However, anti-pollution standards established by the California Air Resources Board put Cali enthusiasts in a tough spot, as installing one of the Big Three power adders could put them at odds with the authorities. Officially, CARB's "smog laws," as the regulations are known throughout the world of high performance, are "designed to protect the environment and public health, and provide safe, clean air to all Californians by reducing emissions of air contaminants through the fair, consistent, and comprehensive enforcement of air pollution laws, and by providing training and compliance assistance," according to the organization's website (www.arb.ca.gov).
Most products designed to enhance an engine's performance require significant changes in fuel volume and timing advance that could cause engines to produce and emit carbon-dioxide levels greater than the CARB's accepted maximums for cars or trucks, based on their engine size. These limits create a catch-22 for enthusiasts craving performance, mainly because non-CARB-approved engine parts make bigger steam than smog-legal parts, and the board is extremely uptight about the amount of CO2 vehicles emit (during an emissions test). CARB's tough tests focus primarily on a fuel-injected engine's "cold-start" emissions output, which usually is predi-cated by the engine's basic running condition and emissions control equipment, as well as the calibration in the PCM.
Our '06 test Pony's bone-stock, 4.6-liter Three-Valve engine laid down a paltry 272.94 hor
Earning a coveted EO authorization number is a long and expensive process that most aftermarket companies don't pursue. From a dollars-and-cents perspective, the returns from sold products just don't justify the overall investment for making parts to meet the board's restrictive standards and still perform in the same manner as non-compliant hardware.
The hard reality is in order to be profitable, aftermarket performance-parts manufacturers must build for the masses in the entire U.S. and beyond, not exclusively for Mustang fans in the Golden State. And at the end of the day, improving a Pony's performance is what we're all about, and it's one of the main reasons why non-CARB-legal products are predominately featured in our tech reports.
As you know, making big steam usually is our primary goal during these types of exercises. Honestly, CARB's clean-burn attitude is the least of our concern. However, this doesn't mean we have absolutely no compassion for 'Stangbangers in California or any other state with tough smog laws. However, we're interested in working with new, cool CARB-approved hardware for late-model Mustangs. Faithful readers on the West Coast know such opportunities have been few and far between for many years. So when we received word that a turbocharger setup for late-model 'Stangs had received CARB's blessing, we knew right away that installing one and giving you all the intelligence was mandatory!
Ricardo Topete of GTR High Performance in Rancho Cucamonga, California, performed the inst
The actual hardware in Turbonetics' '05-'09 Mustang GT turbo system (PN 15168-1; $7,599) really isn't "new," per se. The fact that this bolt-on boost kit is the first of its kind to be approved by CARB makes it worth covering.
We found a perfect candidate for testing in a stock, five-speed, '06 Mustang GT that GTR High Performance regularly services. Installing the turbo system is quite involved (the kit's detailed manual is nearly 100 pages long); it isn't a recommended DIY install unless you have a twin-post hoist and complete shop facilities at home. GTR co-owner Ricardo Topete handled the wrenchwork and dyno testing for us.
While we can't show every step of the bolt-on process, these photos and captions depict some of the CARB-legal turbo system's key features, important facets of its installation, and our dyno results. One thing we really like about this kit is that all of its brackets attach to existing factory positions (holes, studs, and so on), so there's no drilling or elaborate fabricating required, and all of an S197's original accessory equipment, including air conditioning, is unfazed by the turbo system.
Removing the coolant reservoir also is required. Ricardo uses a clean five-gallon pail to
The PCM is briefly removed to facilitate tucking the main engine harness into a pocket of
We mentioned fuel volume being an integral part of performance/engine upgrades for late-mo
Turbochargers included in most Mustang systems are both lubricated and cooled only by engi
On the oil side, yes, punching a hole in the pan (for a drainback line) is required. A pun
Since the downpipe (the turbo's main hot-side tube) runs next to and below the passenger s
On The Dyno
After installing Turbonetics' CARB-legal, S197 turbocharger system on an '06 Mustang GT (stock engine, five-speed transmission), we definitely were anxious to see exactly what type of "clean" rear-wheel power and torque the huffer makes. For smog purposes and to provide general safety margins against detonation when California's 91-octane fuel (minimum octane permitted for the turbo system) is used, the company's tuning is a lot more conservative than non-smog-legal and custom calibrations we've worked with for power adders. However, although custom dyno tunes tend to be slightly leaner on the fuel side and have more timing advance, the plug-and-play PCM change that Turbonetics created is on the money overall, as both horsepower and especially torque levels show more-than-considerable gains with the bolt-on system.
Before dyno testing, Turbonetics' "smog-legal" calibration is loaded into the 'Stang's PCM
The '05-'09 S197s, many of which are which are now beyond their warranty periods, have become attractive candidates for modification. Moreover, California performance enthusiasts have shied away from adding turbo systems on their Ponies for fear of incurring the wrath of CARB. Turbonetics has put an end to the apprehension, as this turbo system gives stock 'Stangs the ability to run with the big dogs and pass state emissions inspections with flying colors.
Upon completion of the installation, this is the decal that is affixed to an S197's radiat
These are our project 'Stang's OEM catalytic converters, which remain intact and unmodifie
The only cutting is done on the 'Stang's factory H-pipe tubing 21/2 inches back from the w
....Ricardo installs the turbo system's Y-pipe, which routes exhaust gas to the up-pipe an
Positioning the downpipe is a trial-and-error affair, as the 3-inch tube must be wrangled
This wastegate tubing tucks closely below the passenger-side A-arm and into the turbo syst
Two brackets are affixed to the transmission and clamped on each side of the Y-pipe tubing
This is the under-car view of the completed myriad of the turbo kit's hot and cold tubing.
Turbonetics' external Evolution wastegate is outfitted with a spring that regulates boost
Turbocharged air is cooled with a four-core, front-mount, air-to-air intercooler. The Spea
In addition to the bigger fuel injectors, an MSD fuel-pump controller is provided to ensur
A small amount of bench assembly is required before mounting the turbocharger. Ricardo add
....Mock fitting the turbo is mandatory, as the compressor housing must be clocked for pro
CARB mandates using the factory's airbox for the turbocharger system, for the hydrocarbon
Tubing and such make for a crowded area at the front of the engine bay, and thus requires
Once the turbo is final-mounted and all of the tubing and clamps are confirmed secure and