With fuel-economy stats of 30 mpg, the only thing you can call Ford's new 3.7-liter bullet is impressive, especially after watching the powerplant throw down roughly 260 naturally aspirated horsepower at the feet of a new 'Stang. Take a second to put this in perspectiveùthis tiny engine rocks harder at the crank or wheels than any bone-stock pushrod 5.0-liter, and even better at the feet than any of the factory Two-Valve, 4.6-liter V-8 engines that powered Mustang GTs from 1996 to 2004. Seriously, the crank horsepower of this new six-banger (305 hp) is on-par with that of '03-'04 Mach 1sùand the cost to have it is considerably less!
As the dyno results show, adding the intercooled P-1SC and ProCharger's custom calibration makes an instant and big difference in the 3.7 power and torque sweeps. We followed the dyno session with a few miles of cruising with the 415hp setup installed (open-air filter and calibration), which put a stamp of confirmation on this deal. The supercharger's helical-cut gears are deceptively quiet, and low-speed driveability remains smooth and stock-like. Upstairs is another story, as boost starts doing its thing right around 3,500 rpm and continues straight up to 6,500 rpm, which allows a 3.31-geared, six-speed V-6 Pony to sprint up to 130 mph with ease.
Add a set of 3.73s to this package, and there's really only one piece of advice we can offer those who believe a V-8 'Stang is the only way to go: Don't be fooled, son! For the saved cash that comes with buying a '11 V-6 Mustang (price, fuel economy, lower insurance rate), throwing five Gs at it for stealth performance like this is a true bargain.
Here is a look at the polished...
Here is a look at the polished P-1SC as it hangs on the mounting plate with its 4.1-inch pulley and belts that drive the blower and OEM accessories independently. Internally, the head unit we’re using features an optional ($100) helical gearset, which makes the unit super quiet.
ProCharger’s dyno cell is...
ProCharger’s dyno cell is equipped with a Mustang chassis dyno, which is where we ran our official baseline and post-installation tests. With absolutely nothing changed, we also performed an after dyno run on the Dynojet unit at MC Racing of Olathe, Kansas. While the Dynojet’s rear-wheel power/torque readings are higher (436.32 hp/353.75 lb-ft), we do not endorse them as official for our test, since the car was not baselined on MC’s Dynojet.
We really dig ProCharger’s...
We really dig ProCharger’s MAFtercooler air-to-air intercooler concept, which puts the MAF sensor directly inside the intercooler. When mounted in this position, the sensor is hit by cold air headed straight into the engine. The ‘cooler also is a front-mount design that fits cleanly behind a V-6 ’Stang’s fascia and doesn’t require any trimming whatsoever.
The blower’s passenger-side...
The blower’s passenger-side mounting location makes things pretty tight at the front of the engine compartment...
Air-inlet and discharge tubing...
Air-inlet and discharge tubing is routed in the front, so this slimline SPAL electric fan-and-shroud assembly is included with the blower system, along with a fabricated coolant reservoir (same capacity as the OEM tank), to compensate for the cramped quarters. The OEM fan’s variable-speed resistor must be wired into the new unit before it’s installed...
All of the major air tubing...
All of the major air tubing for this system is trim-to-fit, meaning it’s a little long when you take it out of the box but a clean, perfect fit is easily achieved with a little trimming. Nick uses the tubes’ clamps as guides for achieving straight cuts. All of the ductwork leading into and out of the blower and intercooler is well-engineered and installs without any major drama. A billet ProFlow surge valve is positioned in the discharge tract. While we think venting it to the atmosphere would be cool, the bypassed air is channeled back into the inlet.
The factory 42-lb/hr fuel...
The factory 42-lb/hr fuel injectors are replaced with supplied 50-lb/hr squirters. Injector replacement and use of 91-octane (or better) fuel are the only fuel-system mods necessary for the V-6 blower system, as the factory fuel pump (same pump that feeds fuel for Mustang GTs’ 5.0 Coyote engines) supports nearly 600 hp.
Everything is well thought...
Everything is well thought out with ProCharger’s newest Mustang kit, right down to this slick block-off plate for the factory mass air housing.
Cutting on body panels and...
Cutting on body panels and such is usually frowned upon for any performance mod. While ProCharger’s V-6 Mustang system does not require any cutting in critical areas (bumper cover/core support and so on), this incision in the splash panel below the car is necessary for tubing clearance.
This check valve is supplied...
This check valve is supplied to ensure air is properly ventilated from the crankcase (via the valve cover) when the engine is operating under normal vacuum, but prevents boosted air from flowing back into the engine when you’re on the throttle.
Here is the completed V-6...
Here is the completed V-6 Mustang blower system with the stock airbox in place. (ProCharger includes a panel-style K&N filter element.) The company is working hard to earn CARB’s acceptance for this kit, which would make it legal for use in California and other emission-tight states.
After dyno-testing the blower...
After dyno-testing the blower in standard trim, we also tried it with a conical, open-air filter in place. Check the stats in the On The Dyno sidebar to see the big difference a little air makes.