As rabid fans of Mustang performance, we're always glad to hear about new products designed and produced for one reason--well, maybe two reasons. Naturally, aftermarket manufacturers invest their time and resources into making new 'Stang gear to help make our Ponies run absolutely wild. However, most companies' second objective--especially as our economy continues to slowly improve--is to offer compelling upgrades at prices that cash-conscious Mustang enthusiasts can afford.
While performance concepts for V-8--powered 'Stangs are pretty much everywhere, hop-up bits for their six-cylinder siblings haven't been nearly as abundant throughout recent late-model Mustang platforms. Over the years, a grossly imbalanced cost-to-performance ratio has limited the overall feasibility of applying turbochargers and superchargers to the sixers. Heretofore, their internal structure was not conducive to supporting the boost necessary for the affordable power gains that performance-junkies like us want and appreciate.
That doesn't mean using turbos and blowers has been impossible. We've seen plenty of '94-'04 V-6 'Stangs with such systems, and Tech Editor KJ Jones even reviewed a centrifugal supercharger setup for V-6 S197s shortly after the 4.0-liter cars debuted in 2005. However, as a whole, cold-air systems, after-cat exhausts, nitrous oxide, and tuning have proven the more cost-friendly ingredients for coaxing more horsepower from the '94-'04 190hp, 3.8-liter and the '05-'10 210hp, 4.0-liter.
While the '11 Mustang GT and its Coyote 5.0-liter engine have been all the rage for more than a year, things are also quite good now for six-cylinder Ponies. So good, in fact, it's now actually OK to say performance when talking about the '11 V-6 powerplant. Performance is an applicable term for today's V-6 Mustang engine mainly because despite its 3.7-liter displacement, Ford's all-new Twin Independent Variable Cam Timing helps the small-but-mighty bullet put out more horsepower and torque (305 hp/280 lb-ft at the crankshaft) than the Three-Valve 4.6 engines we raved about just a short time ago.
As we've learned with the Three-Valve 'Stang, forced induction does make a whale of an improvement over the baseline, bone-stock rear-wheel horsepower of the V-8 cars, which is typically in the 268hp range. So our interest really peaked when we received word that ProCharger is taking the first shot at boosting the dynamic new six-poppers with a P-1SC-based, intercooled supercharger setup for '11-'12 'Stangs. When you take into account attrition through drivetrain (six-speed manual), the new six-banger theoretically throws down baseline power that's not too far below that of its older V-8 brother. Our mission is to verify this thought, and confirm our other theory--that the addition of a supercharger will turn the new V-6 Mustang into a cool low-buck boulevard beast.
This pursuit of power sent your tech editor to ProCharger's headquarters in Olathe, Kansas, where Calibration Engineer Nick Schmidt gave us an exclusive first-look and dyno-evaluation of the company's '11-'12 Mustang V-6 supercharger system. It features a slick dedicated six-rib-drive setup that's good for 8 pounds of boost. The results from our baseline and post-installation dyno runs speak volumes about the bang-for-buck improvement ProCharger's blower makes on 3.7- powered Mustangs.
Read on and see what we're talking about.
We hit ProCharger's in-house Mustang Dynamometer chassis dyno pretty hard before and after installing ProCharger's intercooled blower system on Glenn Cope's '11 V-6 Mustang. As most of you know, exploring new technology for V-8-powered 'Stangs is our usual beat, so our plan was to take full advantage of having the chance to see for ourselves what the new six-cylinder engine is all about.
With 305 factory-generated,...
With 305 factory-generated, bone-stock horses (at the crankshaft), the all-aluminum ’11 six-banger is Ford’s most powerful non–V-8 Mustang engine to date. Glenn’s car arrived in showroom trim, without as much as a cold-air-induction system installed yet
Since these blower-pulley...
Since these blower-pulley cam-locks work so well on the V-8 system, ProCharger has carried the technology over to the new V-6 kit. Once the locks are properly clocked, they lock against the spokes in the balancer to help keep the 6.5-inch blower pulley from spinning on the damper.
Parts removal is similar to...
Parts removal is similar to the disassembly steps that are required for installing ProCharger’s Mustang GT system, which we featured in our Jan. ’11 issue (“Evolutions Per Minute,” p. 58). The only major difference is taking out the V-6’s OEM radiator/fan and coolant-reservoir assemblies, which are replaced by the more-streamlined pieces included with the system, and relocating the soft-line section of the rear coolant hose to the back of the engine on the driver side. At the end of the installation, ProCharger’s flexible hose is coupled with the repositioned OEM piece, and attached to the new reservoir and the thermostat housing via a T-fitting.
Unlike its V-8 brother, the...
Unlike its V-8 brother, the 3.7-liter’s crank does not have a keyway that secures the balancer...
...With the supercharger’s...
...With the supercharger’s dedicated-drive bringing an additional pulley to the front of the engine, a rolled-steel pin must be installed with the OEM damper and blower pulley to help keep them bonded in the V-6’s crank...
...ProCharger provides an...
...ProCharger provides an arbor, 3⁄16-inch drill bit and steel pin, and a new crankshaft bolt for this process, as well as detailed instructions on where to drill, to ensure the pin will be halfway in the crank and halfway in the balancer for a solid lock.
Nick strictly adheres to one...
Nick strictly adheres to one rule when installing superchargers, and suggests those who do this job themselves follow suit. Always add 6-ounces of ProCharger’s supercharger oil before bolting a blower onto an engine. This is just a rule of thumb, as it would be real bummer to finish the job and hear ugly noises coming from the supercharger when you start the engine.
The P-1SC is affixed to the...
The P-1SC is affixed to the V-6 with this stout ½-inch-thick mounting bracket. A satin finish is standard; the polished look sets you back an additional $250.
These are the bread-and-butter...
These are the bread-and-butter components in ProCharger’s new supercharger system for ’11 V-6 Mustangs, highlighted by a P-1SC head unit and a three-core, sheetmetal air-to-air intercooler. A set of 50-lb/hr fuel injectors and ProCharger’s custom calibration also are included, as well as incidental hardware such as hose clamps. The V-6 blower system retails at $5,596, but also can be purchased without injectors or calibration as a tuner kit for $4,996.