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.
On The Dyno
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, bone-stock horses (at the crankshaft), the all-aluminum ’11 si
Since these blower-pulley cam-locks work so well on the V-8 system, ProCharger has carried
Parts removal is similar to the disassembly steps that are required for installing ProChar
Unlike its V-8 brother, the 3.7-liter’s crank does not have a keyway that secures the bala
...With the supercharger’s dedicated-drive bringing an additional pulley to the front of t
...ProCharger provides an arbor, 3⁄16-inch drill bit and steel pin, and a new crankshaft b
Nick strictly adheres to one rule when installing superchargers, and suggests those who do
The P-1SC is affixed to the V-6 with this stout ½-inch-thick mounting bracket. A satin fin
These are the bread-and-butter components in ProCharger’s new supercharger system for ’11