ProCharged '05 Mustang!

By now the streets are filling up with '05 Mustangs as sales continue toskyrocket for Ford's newest ponycar. Not too long ago, the '05 Mustangwas a rare sight that was reserved for large auto shows. Then, in thefall of 2004, the Stang hit the streets and the buzz started.

You readabout our exploits with an '05 GT when it ran 12.45 with nothing morethan bolt-on parts and some sticky tires ("Six Pack to Go," April '05).Hopefully, we dispelled some of the myths, half-truths, and downrightincorrect info regarding the new Stang's performance. In the comingmonths we will dive deeper into these cars and unlock more informationon what works and what doesn't.

This month we ventured north of our NewJersey home to check out an exciting new blower system fromATI-ProCharger. ATI launched an '05 Mustang-specific kit at the SEMAshow last year, and we finally got our hands on one. Mike Freedman ofXLR8 Racing offered his virgin Mustang as a testbed for theinstallation. While the installation took place at XLR8 Racing in theBoston area, we used LaRocca Performance's chassis dyno in Old Bridge,New Jersey, to record the results.

"Our biggest challenge was trying toget everything to fit and, of course, get the car tuned properly," saysDan Jones of ProCharger. He said 11 people at ProCharger undertook thedesign challenges to develop a complete and affordable superchargerpackage for the new Stang. The end product is an easy-to-installintercooled blower kit that delivers in the performance department.

Computer challenges aside, there was great concern about the durabilityand capabilities of the new Three-Valve engine. Ford brags about its300hp rating from the factory. As nice as that is, how would this newversion of the 4.6-liter engine like extra pressure in the form of 9 psiof boost from a P1SC supercharger head unit? The 9.8:1 compression ratiowas not a big concern since ProCharger has had success with GM'shigher-compression LS1 engine. The addition of an intercooler helps keepinlet tempera-tures down, and that staves off detonation under higherlevels of boost.

Through research, we found out the short-block issimilar to the one found in '03-'04 Mach 1s. The major difference is anew piston design, and that sent up a red flag with ProCharger. The topring on the piston is stainless steel. Jones turned to Jim Summers, JimLaRocca, and Don Walsh Jr. to get their opinions on whether this newpiston would survive. All three concluded that the stainless steel ringwould not be their first choice, but that it should work fine with theblower kit.

While familiarizing ourselves with this new superchargerpackage, we noticed a few common features. Of course, ProChargerincludes an air-to-air intercooler and it mounts neatly in the frontbumper. Jones joked by saying that Ford built this car with a lot ofspace so he can fit an intercooler comfortably. The intercooler getsplenty of air and sits cleanly in the front lower valance.

A strikingdifference with this system is the mounting of the P1SC-1 head unit.ProCharger departed from the reverse rotation-style supercharger andused a regular rotation setup, a la 5-liter-style mounting. One of themajor reasons for this switch is due to Ford's lower pulley andbalancer. The lower pulley and balancer are one piece and ProChargerdesigned a unique answer to the equation. The blower pulley slides ontothe factory pulley/balancer and is locked in place by a few dowels. Alonger bolt is used to secure both pulley setups to the engine. Thepulley system is a yield inter-ference setup, so once it is bolted onand the blower pulley hub is locked in, it will not slip.

Jones alsoinformed us that using the regular rotation blower allows for a futureupgrade to D1SC- and F1-style superchargers. It is also easier to run 8-and 12-rib-style belts as well as a cogged belt system.