Boss 302 FRPP Supercharger Install - Cork Screwed
Blown Laguna Seca
From the March, 2012 issue of 5.0 Mustang & Super Fords
By Steve Turner
Photography by Competition Auto
When the Boss 302 was first...
When the Boss 302 was first introduced, we heard several people say that owners wouldn't mod these cars. Well, so much for all of them being collectables, even Laguna Seca owners like Jim Mozingo get bitten by the mod bug.
When the RoadRunner-powered '12 Boss 302 burst onto the scene, many people told us that Boss owners were just collectors that were bound to leave the cars stock. That might be true for a core group of Boss owners, but we know that there are some members of the Mustang family that simply can't leave well enough alone. We know, because we are that group. Fortunately for us, Jim Mozingo is one of those guys too.
Jim is definitely not worried about modifying a new and rare Mustang. He showed up at Competition Auto in Spring Lake, North Carolina, with just 57.5 miles on his '12 Boss 302 Laguna Seca. That's right. It wasn't just any Boss 302, but number 269 of 300 Lagunas. That's right--it's a rare one, and as Carl Messenger, the main man at Competition Auto, explained, rare "...wasn't rare enough. He wanted a one of a kind!"
It's hard to go wrong with...
It's hard to go wrong with a Mustang that sports 440 flywheel horsepower and built internals that are ready to rev to the moon. While those are a potent combination for a factory Mustang, they are also a tantalizing combination as the basis for a supercharged buildup.
That's where we came into the story. Naturally, we've already boosted and sprayed our fair share of Boss 302s on these pages, but we'd never sullied a Laguna. Of course, that just added a little extra spice. The real draw was that we'd yet to try boosting a Boss with Ford Racing Performance Parts' Whipple supercharger kit. That's just what Jim and Carl had in mind, and they asked if we'd like to follow along. We didn't hesitate.
Naturally, this sort of madness is nothing new to Carl and Competition Auto. The shop is located near the Fort Bragg military base, and we know our brave members of the military love to drive fast cars when they are on leave. As such, Comp Auto sees a number of high-power Mustang builds, including "a turbocharged '07 Shelby GT clone with over 700 rwhp," Carl explained. "We have done several 800-plus-horsepower GT500, and, of course, our 1,600hp GT500!"
It is necessary to relocate...
It is necessary to relocate some wires in the stock harness as well as lengthen the wires for the canister purge and throttle body. Carl does it the right way by soldering the connections where necessary. Besides these wires, you have to tap into the radio harness for switched power for the intercooler pump. This pump also requires adding a new harness for the pump.
As with almost any supercharger...
As with almost any supercharger installation on a modern 5.0 Mustang, it is necessary to remove the front fascia to install the intercooler and pump, if it is an air-to-water arrangement. As such, Carl carefully removed the LS splitter, and then unfastened the Boss' beak. With those parts out of the way, there is plenty of room to get down to the business of installing the FRPP/Whipple supercharger.
If you are amazed by how quiet...
If you are amazed by how quiet the modern Mustangs are, it's the little touches like this acoustic dampening in the engine's valley.
With much of the heavily technical...
With much of the heavily technical mods out of the way, dropping the FRPP/Whipple lower intake into place is no big deal. Obviously, this manifold houses the intercooler to tame the discharge temps coming out of the 2.3-liter supercharger.
Undoubtedly the toughest part...
Undoubtedly the toughest part of any positive- displacement blower install on a Boss 302 is removing the signature intake with its exclusive Boss badging. Anyone can rock a Boss 302 intake, but only the real Bosses wear these plates. After safely disconnecting the fuel rails, and unbolting the manifold, Carl carefully removes the entire assembly.
If you've followed our prior...
If you've followed our prior installations ("Turning the Screws," Feb. '11, p. 73) of the FRPP/Whipple on a Coyote, installing one on a RoadRunner also requires modification to the timing cover to allow clearance for the supercharger belt and idlers. This modification is covered in detail in the FRPP instruction manual. It is not that difficult, but be sure you follow the instructions closely so you don't ventilate the timing cover.
The FRPP kit includes the...
The FRPP kit includes the mounting bracket, hoses, and wiring for the intercooler pump. It mounts here behind the front bumper and feeds coolant from the reservoir through the heat exchanger, to the intercooler in the manifold and back. The heat exchanger mounts in this space as well between the bumper and A/C condenser.
Back up top, Carl places the...
Back up top, Carl places the polished, 2.3-liter Whipple supercharger atop its intercooled manifold. To free up the inlet side, Carl installed FRPP's twin-65mm GT500 throttle body (PN M-9926-CJ65M; $599) as well. The polished combo is undoubtedly handsome, and we know positive-displacement blowers hate inlet restriction, so it's a wise move. Under the stock fuel rails, Carl installed the eight 47-lb/hr fuel injectors included with the kit.
Of course, one it's awesome...
Of course, one it's awesome to own a supercharged Boss, but it's tough to remove its signature intake manifold and ID plate. You lose a bit of the Boss by doing that. To ensure Jim's Laguna still proudly displays its heritage, Competition Auto commissioned this ID plate for the supercharger from Data Plates Plus (www.dataplatesplus.com) of Rock Hill, South Carolina. Cool.
From the outset, Jim planned to add the FRPP kit to his factory-fresh Laguna. "We have a good relationship with Ford Racing and Whipple," Carl said. "That relationship combined with the extremely positive results we have had in the past with their products means we highly recommended this kit."
Other than adding a GT500 purge solenoid into the mix, Competition Auto installed the kit as delivered, and the results were quite impressive from just the blower alone. Of course, that was only the beginning, as they took the combination right up to the limits of the fuel system with exhaust and inlet mods.
As you can probably tell from looking ahead at the dyno sidebar, the results of maximizing the RoadRunner for boost were impressive. "The car was strong before, and a great, purpose-built, street-legal open-track car." Carl raved. "Under normal driving you would never know anything has been modified on the car the driveability is just as before. But when you get over half throttle, the difference is almost indescribable. It pulls like nothing I've ever driven. On the first drive after tuning, I ran Fourth gear to over 100 mph and it was still pulling like a freight train."
So, if anyone asks Jim why he'd modify his Laguna, that's the best answer we can think of. When a guy that drives a 1,600hp GT500 says it pulls like nothing he's driven before, you can't get a better endorsement.
Horse Sense: The Corkscrew is the most infamous corner on the Laguna Seca track that provides the namesake for Ford's rarest and raciest Boss 302 configuration. This trickiest of corners offers a combination of lefts and rights along with a drop in elevation. It was a daunting one during our trips around the track, and making it all the more daunting, you actually aim for a tree to stay on line through the turn! It was a blast in a naturally aspirated Laguna, so in a boosted version it would be crazy.
Here's the completed first...
Here's the completed first stage of the installation. The polished Whipple sure makes a statement in the engine compartment. In addition to the supercharger kit, Carl also added Moroso's coolant (PN 63783) and intercooler fluid reservoirs (PN 63493), as well as an FRPP strut-tower brace (PN M-20201-MSVTC; $225), and Steeda's Billet Hood Strut Kit (PN 555-0650; $139.95).
Carl ran Jim's car first with...
Carl ran Jim's car first with the out-of-the-box FRPP configuration using the 3.25-inch pulley. After dialing in the tune, he moved down to the 3-inch pulley for a 3 psi increase. Further boost increases resulted courtesy of reduced inlet restriction.
Carl first freed up some flow...
Carl first freed up some flow by taking the holesaw to the lower portion of the airbox.
Any time you boost an engine...
Any time you boost an engine the exhaust flow becomes all the more critical. After testing the standard FRPP blower kit with two different pulleys, Carl opened up the exhaust. While Competition Auto is working with Kooks Custom Headers on a Boss-compatible mid-pipe complete with flanges for the Boss side pipes, that was still in development during Jim's build. To ensure improved flow, Carl installed Kooks' complete, header-to-tailpipe 3-inch exhaust system (PN 60-41-CATH-Complete; $2,615.92).
Exhaust flow is obviously...
Exhaust flow is obviously not an issue with the complete Kooks system installed.
We had great luck with JLT's...
We had great luck with JLT's 127mm Big Air CAI on Project Vapor Trail, so we suggested Carl give it a try on Jim's blown Laguna. Carl opted for the new plastic Big Air, but it was no less effective. In fact, it delivered even more impressive gains on this combo, adding over 60 hp. At this point there was more power to be had, but Carl had to stop pushing the combo as the fuel system was at its limit. With larger injectors and more pump or a pump booster, this combo could have kept cranking out huge power.
What's better than an ultra-rare '12 Boss 302 Laguna Seca? One that puts over 650 down to the pavement, of course. You simply have to love how the RoadRunner just gobbles up each modification. From adding boost with pulleys to opening up the inlet and exhaust, Competition Auto was able to gain horsepower and torque in measurable chunks. The adding of the FRPP supercharger with the throttle body and custom tune bolster the Laguna with 163.17 more peak ponies. Swapping on a smaller pulley and modded air box added another 24.73 at the peak, while the full exhaust tacked on 34.83 at the peak. Clearly there was still an inlet restriction despite the big throttle body and modded air box, as the 127mm JLT Big Air intake delivered a massive 67.30hp peak gain. In total, these additions added nearly 300 horsepower to the feet. That gives you an idea what better breathing can do for a built Coyote or a stock RoadRunner.
Clearly there was still an inlet restriction, despite the big throttle body and modded airbox, as the 127mm JLT Big Air intake delivered a massive 67.30hp peak gain
|Baseline||FRPP 9PSI||FRPP 12 PSI|
|KOOKS 13 PSI||JLT 14 PSI||Baseline vs. JLT|