Home Sense: With heavy hearts, we dedicate this story to the memory of ProCharger's motorsports director, Mr. Jim Summers, who passes away after a hard-fought battle with cancer just a few days after we completed this project. While Jim will forever be remembered as a pioneer of pro-level Mustang drag racing, we'll remember him more as a friend, and for his many contributions to the devlopment and advancement of supercharger systems for EFI Mustangs. Jim's insights and innovations with blower technology, and his sincere passion for making 'Stangs faster are part of the fiber of our hobby. Jim-we're gonna miss you, buddy, but we're comforted knowing your legacy lives on forever through hard-core 'Stangbangers everywhere. Godspeed!
Nick Schmidt sets a P-1SC-1 head unit in place on the 5.0 engine in Evolution Performance'
With the return of 5.0 liters of engine displacement and the addition of more factory-generated, naturally aspirated horsepower than we ever thought would sit between a 'Stang's front fenders, there's no doubt that this is a thrilling time for our hobby. As one would expect, editors here at 5.0 Mustang & Super Fords are chomping at the proverbial bit to work with any and all of the new go-faster products for the '11 Mustang GTs, and we're just as eager to tell you about the new hotness for 5.0-powered Ponies.
Faithful readers know we mean business. We got the jump on all-things Coyote with our 19-page cover report ("Coyote Beautiful," Mar. '10, p. 62) on the wicked 412hp, DOHC powerplant, and then scored another 'Stang-mag coup with our exclusive report on the dyno and dragstrip performance of an '11 GT outfitted with bolt-ons that were fresh off their respective assembly lines.
We've since gained more momentum thanks to the partnerships we've established with a few enterprising Mustang shops that own the searing-hot 'Stangs. Evolution Performance of Aston, Pennsylvania, owns two of the '11 GTs in our fleet of brand-new test Ponies, and owner Nelson Whitlock and man-about-shop Fred Cook share our interest in evaluating everything the aftermarket comes up with for the cars.
The crew at Evolution is using its Kona Blue, six-speed-manual 'Stang for pushing the Coyote's overall horsepower envelope and steadily chipping away at various quarter-mile, low-e.t. benchmarks for the new cars (see "Aiming For Eights" sidebar). However, for research geared toward improving an '11's street performance-which understandably is a hot topic among new-'Stang owner/enthusiasts-the shop's auto-shifted, Grabber Blue GT is the Pony we're using for bolt-ons and dyno flogging.
While naturally aspirated steam was the theme of our initial bolt-on bonanza ("Theories of Evolution," Nov. '10, p. 56), it's now time for us to strap a power adder on the Grabber GT and see what's what when boost is crammed into a Coyote's cylinders. However, instead of building on a hopped-up platform, most of the Mustang's previously installed hop-up bits-with the exception of the long-tube headers and matching X-pipe-have been replaced with their OEM counterparts.
Yes, this is the same bullet that we spent the better part of two days flogging on the dyn
With the help of Jeff Lacina (right), Nick removes the Mustang's front bumper assembly. Af
With the bumper off, removing accessories such as the fan, radiator shroud, airbox, and ai
The blower system we're working with comes from the folks at ATI-ProCharger, whose '11 5.0 Mustang GT High Output Intercooled Supercharger System (PN 1FR214-SCI; $5,896) is an all-inclusive, sickeningly clean bolt-in setup that easily puts otherwise-stock 5.0s in the 500hp club. (And we dig the fact that cutting and trimming is not necessary for putting this kit on a new Pony.)
ProCharger calibration engineer Nick Schmidt had all the pieces in place and our test 'Stang on the dyno in a day's time. A pre-mapped calibration and SCT XCal 3 flash tuner are included with the complete system.
Here's ProCharger's complete '11 5.0 Mustang GT High-Output Intercooled Supercharger Syste
ProCharger developed this slick cam lock system that secures the blower's eight-rib crank
With the cam locks properly aligned, Nick installs the blower pulley using a supplied (lon
While the system is simpler in its makeup than some of ProCharger's offerings for earlier Mustangs, we still recommend you put installation in the hands of Evolution Performance or other authorized ProCharger dealer/installer when you're ready to supercharge your '11 Pony.
They say timing is everything, and in this case, that statement is fact. A previously scheduled trip to the East Coast afforded your tech editor the opportunity to visit Evolution and personally observe and photograph the installation. The following highlights of Nick's installation detail the major components of the system, and bring to light the answers to your questions about a bolt-on, street-oriented supercharger's compatibility with a stock '11 5.0.
On The Dyno
The dyno portion of this project was truly a highlight, as not only did we see how rowdy an '11 Pony becomes when boost is introduced, we literally witnessed ProCharger's first steps in creating the tune that will be included with each 1FR214-SCI supercharger kit for automatic cars. Supercharger hardware is the same for stick and automatic 'Stangs-save for one or two small variances-but there is no crossover between calibrations for the two transmissions.
Nick Schmidt (center) confers with tuning expert John Lund during the dyno portion of our
There was a time when performing tests like this with automatic-equipped Mustangs was frowned upon as the heavy AOD, AODE, and 5R55 units are considered power-killing parasites of a Pony's drivetrain. Things are much different with the six-speed auto trans that is available for '11 GTs. While the gearbox is heavy, PCM commands for torque management, and greater shift and torque-converter control/efficiency (lockup and so on) make power loss much less than it has been for 'Stangs with automatic slushboxes.
While we didn't evaluate this big-steam package (4-inch pulley and shorter belt) during ou
With assistance from Mustang-tuning specialist John Lund, ProCharger's calibration engineer, Nick Schmidt, established fuel and timing parameters for the automatic '11's PCM that helped our test 'Stang make 164 rwhp and 68 lb-ft of torque beyond its baseline (353 hp/339 lb-ft). This also isn't too far off the numbers that we've seen recorded in a similar tests with the P-1SC-1 set up on manually shifted 'Stangs. Of course our tester had ARH long-tubes and a catalytic X helping its cause, so take that for what its worth.
ProCharger's new blower brings smooth, linear, and stealth power and torque to the feet of Coyote-powered 'Stangs with either transmission, and definitely makes Ford's great-from-the-factory 5.0 Mustang even better.
|5,900 ||345 ||305 ||463 ||401 ||4.80 ||118 ||96 |
|6,000 ||347 ||302 ||469 ||400 ||5.00 ||122 ||98 |
|6,100 ||349 ||298 ||475 ||399 ||5.20 ||126 ||101 |
|6,200 ||351 ||295 ||480 ||397 ||5.40 ||129 ||102 |
|6,300 ||352 ||294 ||485 ||395 ||5.60 ||133 ||101 |
|6,400 ||353 ||292 ||491 ||393 ||5.80 ||138 ||101 |
|6,500 ||n/a ||n/a ||496 ||392 ||6.00 ||n/a ||n/a |
|6,600 ||n/a ||n/a ||500 ||390 ||6.20 ||n/a ||n/a |
|6,700 ||n/a ||n/a ||505 ||387 ||6.50 ||n/a ||n/a |
|6,800 ||n/a ||n/a ||508 ||385 ||6.70 ||n/a ||n/a |
|6,900 ||n/a ||n/a ||510 ||384 ||6.80 ||n/a ||n/a |
|7,000 ||n/a ||n/a ||511 ||382 ||7.00 ||n/a ||n/a |
|7,100 ||n/a ||n/a ||513 ||381 ||7.10 ||n/a ||n/a |
|7,200 ||n/a ||n/a ||515 ||379 ||7.20 ||n/a ||n/a |
|7,300 ||n/a ||n/a ||517 ||378||7.40 ||n/a ||n/a |
ProCharger's main bracket for the '11 Mustang kit is a stout piece of CNC artwork.
The 3/4-inch bracket mounts the P-1SC-1 head unit on the driver side of the engine compart
After filling the blower with 6 ounces of oil and installing the provided oil-drain line,
We've emphasized several times thus far that there is no cutting required (on the Mustang
This 4.38-inch, eight-rib pulley is the key to the blower's 7 psi of boost and nearly 600
ProCharger's three-core, air-to-air intercooler bolts onto the core support using hood-lat
Aiming For Eights
The team at Evolution Performance's sheer determination and willingness to do whatever it takes are qualities that truly endear us to the small group of 'Stangbangers from Aston, Pennsylvania.
From the outset of this new 5.0 movement ('11-and-up), shop owner Nelson Whitlock and his righthand-man Fred Cook have been on a mission to push the shop's first '11 (a Kona Blue, six-speed manual 'Stang) to the highest performance highs on the dyno and the lowest-possible e.t.'s on the dragstrip.
In its quest for the 8s, Evolution Performance added a fully built 5.0 engine and one-off
Making horsepower, applying that power to the pavement, and covering the quarter-mile in record time-while it sounds fairly simple when you read it, getting all of the necessary stars to align for this type of perfection is an endeavor that takes a lot of time, money, and energy to accomplish. Time and time again since receiving its first '11 'Stang-fondly referred to as the Kona car-Evo's Pony has been outfitted with various aftermarket and shop-developed components that have made it quicker and faster. And with every change, Nelson and Fred take the GT to Atco Raceway for real-world results.
A custom water-to-air intercooler was installed in the Kona 'Stang to help lower inlet-air
At the time of our visit, a fully built Coyote from L&M Race Engines and an intercooled Pro-Charger F-1C (yes, the same psychotic race blower that your tech editor installed on his wife's Two-Valve Pony) were the latest additions, and the team was fully focused on getting the car across the quarter-mile in 8 seconds.
While the milestone unfortunately was not reached before the deadline for this report, we're happy to report that Evolution's Kona Pony is right on the edge of getting there. As of this writing, the number stands at 9.11 at 142 mph, and we're confident that the GT will be in the 8s by the time you read this.
The intercooler's inlet and discharge tubing pass through the same driver-side opening in
This bypass valve is affixed to the intercooler's surge pipe and tucks closely alongside t
A vacuum tube is placed on the bypass, and then routed up to a supplied vacuum manifold.
A curved discharge tube sends air from the intercooler to the throttle body. Despite cramp
The addition of boost brings a need for increased fuel volume. While the GT's factory fuel
Attaching the air-inlet tube and conical filter are the final steps for installing the pie