In the July '06 issue of MM&FF, we brought you up to speed with our resident '90 Mustang GT and the modifications (supercharger and fuel system upgrade) we were making to it.
In Part 2, we will document some of the differences in the before and after components, along with showing you some of the obstacles and/or challenges we faced when installing the parts.
The blower swap was the easiest part. There are eight or nine bolts that hold it on and two close clamps that connect it. We simply unbolted it, swapped the pulley over, installed the D-1SC, and filled it with oil.
The fuel system installation was far more extensive, but on par with a complete supercharger system install. We spent a few days taking our time to properly run the lines and plot out our engine bay fuel line routings. This was also your author's first time installing AN fittings, which was a bit unnerving considering his habit for overtightening everything, but it all worked out well and we had no leaks upon inspection.
According to the provided instructions, the driver-side fuel rail can be configured for a forward return line or a mid-rail return line. The instructions show the mid-rail 90-degree elbow pointing forward, which is ideal if you cannot use the front end of the rail, but we found an interference issue with our Edelbrock Performer intake manifold that forced the fitting to point backwards.
Further investigation from other Aeromotive users showed the forward installation was possible with some other popular manifolds, but not ours. Just be sure you check before you cut the fuel line.
In order to document the changes in performance from our blower upgrade and Power Pipe install, we trekked over to HP Performance in Orange Park, Florida, where proprietor Tony Gonyon allocated some time on his busy dyno to thrash our project car. We also enlisted him to tune our Mustang, as his expertise ranges from big-block, nitrous-sniffing Mustangs to Ford GTs making anywhere from 600 to 1,000 hp.
The D-1SC's curved impeller...
The D-1SC's curved impeller blades create a more aggressive boost curve, bringing boost in sooner and faster than the P-1SC it replaced, while still carrying it to redline.
Tony suggested we use SCT's 2800 mass airflow sensor to solve the injector/meter matching issue. Our Pro-M meter was calibrated for 42-lb-hr injectors, and installing the 60s without calibrating the meter or computer would cause the car to run extremely rich. Gonyon was able to make the changes in the computer, and the SCT meter takes advantage of the latest in sensor technology, resulting in great idle and part throttle qualities.
The ProCharger upgrade went smoothly and delivered a healthy 53hp gain over the P-1SC. Power was up everywhere on the graph, which has improved part throttle and low rpm range performance.
The Anderson Ford Motorsport Power Pipe also performed extremely well, unlocking another 2 pounds of boost and 27 hp. None of this would have been possible without the Aeromotive fuel system, which should support our power output and even more horsepower should we call for it.
As it stands, we've more than exceeded what most engine builders and tuners consider the reliable limit of any stock-block, and calling for more power may have to take a back seat if we intend to enjoy the car for a decent length of time.
As we mentioned in Part 1,...
As we mentioned in Part 1, our fuel system was operating above its max capacity, which left us with a fuel supply deficit above 5,000 rpm. Aeromotive's complete 5-liter Competition fuel system is good for 800 hp on forced induction EFI engines. It comes with everything you need, aside from tools, to install it.
When we first called D.S.S. Racing for our stroker 331ci short-block a year and a half ago, we were more concerned with having a reliable powerplant that could go another 50,000-100,000 miles. Like most enthusiasts, though, we've come to realize we could stand a few more ponies in the corral, but the stock-block we chose was at its safe limit prior to our blower and Power Pipe upgrade.
The thin casting of the stock 302 block wasn't designed for more than triple its 225hp rating, and while D.S.S.' efforts greatly improve the strength of the block-the company advises a 600hp limit for reliable service-it simply isn't capable of meeting the demands of 680-plus horsepower. Therefore, an aftermarket block such as those from Dart, World Products, or Ford Racing should be used.
A prepped stock-block may hold up with limited use of the engine's power potential, but if you want to take advantage of it, an aftermarket block or Windsor upgrade (D.S.S. offers both) should be considered. We're not sure what direction our ProCharged Stang will take, but until then, there's going to be some disappointed LS1/LS2/LS6/LS7 owners, for sure.
With our project car spending...
With our project car spending most of its time on the street rather than the track, we opted to try out Aeromotive's Billet Fuel Pump Speed Controller (FPSC). It is wired in with the fuel pump and cuts the pump's flow by 250-275 lb/hr. This increases the pump's longevity and also keeps the car's interior a little quieter. The FPSC features an RPM dial so you can adjust when the pump goes to full speed.
After cutting the tank cover...
After cutting the tank cover to fit the new sumped tank, you can mount the A1000 fuel pump and its filters to the cover with the included hardware. The 100- and 10-micron fuel filters are included. Should you mix them up after removing them from the boxes, they are marked inside the ports for quick reference.
The next item to mount is...
The next item to mount is the Y-block. The available real estate under your hood will dictate where you mount it, however you'll want to secure it away from heat sources. With our ProCharger occupying the driver-side front apron, we decided to run the fuel supply line to the passenger side and mount the Y-block on the shock tower.
After moving some stuff around...
After moving some stuff around in the engine compartment, we bolted the regulator to the passenger fender apron, just below the stock mass airflow sensor location.
As you can see, the -8 braided...
As you can see, the -8 braided stainless steel fuel line (left) can carry a much larger volume of fuel. The spring-lock fittings on the stock fuel lines were designed with assembly line speed in mind more than anything. We'll be using the Army/Navy-or AN fittings as they're more commonly referred to-that were included in the Aeromotive system.
Many companies offer billet-aluminum...
Many companies offer billet-aluminum fuel rails, and Aeromotive's are some of the best. They are available separately and are also included in the PN 17105 fuel system. When you're moving major amounts of boost through the engine, stock 5-liter fuel rails just aren't going to supply the needed volume of fuel.
With our engine already making...
With our engine already making close to 600 hp at the flywheel, we knew the 42-lb-hr squirters were not going to supply the needed amount of fuel while maintaining an appropriate injector duty cycle. We called up Anderson Ford Motorsport and ordered these Siemens Deka 60-lb-hr units (MTN SD60) that retail for $499. The high-impedance injectors are direct replacements that will work with the factory computer and also feature the newer svelte pencil design.
The best way to cut braided...
The best way to cut braided line is with a cut-off wheel or a fresh hacksaw blade and a bench vise. Be sure to use masking tape at the cut to keep the braided line from fraying. Use some penetrating oil to lube up the line and the fittings, and twist the nut on to the fuel line until the base is fully seated. Then install the male end of the AN fitting. Aeromotive recommends a gap of no more than 0.030 inch between the two fittings, but don't overtighten them as they are aluminum.
Aeromotive's fuel pump speed...
Aeromotive's fuel pump speed controller is weatherproof, but not weathertight. We opted to mount it inside, beneath the plastic side panel where we already had great power and ground sources from our stereo installation. It is also fairly accessible should we need to make changes to the rpm activation dial.
The speed controller comes...
The speed controller comes with this manual override switch that allows you to run the fuel pump wide open constantly. We mounted it in the rubber plug that provides access to the factory fuel pump inertia switch.
Our Pro-M mass air sensor...
Our Pro-M mass air sensor served us well, but with the company now out of business, we weren't sure where to get the sensor recalibrated for the larger injectors. HP Performance's Tony Gonyon recommended we use the SCT 2800 MAF. Though designed for the newer Mustangs, a simple harness adapter and some ECM tuning will allow it to work with the EEC-IV. The meter retails for around $240.
The 90MM SCT meter measures...
The 90MM SCT meter measures 4 inches in diameter, and the ProCharger tubing measures 3 inches in diameter, which proved to be a problem until we called Race Part Solutions in Boynton Beach, Florida. RPS offers numerous silicone hose products including 3- to 4-inch adaptor couplings, and we had the company ship us some T-bolt clamps to make sure the hoses didn't slip off. Our step hose couplings retail for $16.95 each.
ProCharger's race bypass valve...
ProCharger's race bypass valve comes with a new vacuum line and a metal flange and tube to mount it permanently to the induction tubing. We took our tubing to Tracy Grimm of Speedfab in Orange Park, Florida, and had him weld the flange to the tube and paint it for us.
Not thinking things through,...
Not thinking things through, your author ordered the 3- to 4-inch couplings not realizing they wouldn't work with the current mass airflow sensor location between two rubber 90-degree elbows. Using quick thinking that evidently wasn't available before, your author told the HP crew that the recent intercooler relocation resulted in a long stretch of straight pipe up in the passenger's fender. After HP's Jason Combs installed the SCT MAF, we ended up with a good 10-12 inches of straight tubing before the meter, which will allow it to get a better read on the intake charge.
We mounted the race bypass...
We mounted the race bypass valve right next to the kit's original bypass hose fitting after the supercharger. We may choose to recirculate it, but right now venting the charge to atmosphere sounds really cool.
HP's Tony Gonyon used an SCT...
HP's Tony Gonyon used an SCT Eliminator chip to teach our EEC-IV processor a few new tricks. The factory A9L ECM needed the chip port opened up a bit so the new chip would fit in the case. The SCT chip has the capacity and ability to hold up to five different tunes, which are accessed through an optional switch cable.
This was our first trip to...
This was our first trip to the HP Performance dynamometer with our ProCharged Stang, so we needed to get a good baseline with the P-1SC head unit. Gonyon started with a base A9L 5-liter file and modified the MAF transfer function table for the SCT meter. He also made changes to accommodate the 60-lb-hr injectors and the 331ci displacement of the D.S.S. engine. Numerous dyno pulls were then made to creep up on the spark and fuel tables to achieve a healthy baseline of 503 hp and 498 lb-ft of torque at the wheels.
The self-contained design...
The self-contained design of the ProCharger made switching head units simple. We swapped the P-1s 4-inch, eight-rib pulley to the D-1SC.
Here you can see the P-1SC's...
Here you can see the P-1SC's straight impeller blades, which are designed to produce a linear boost curve in the standard kit.
ProCharger has its own zero-weight...
ProCharger has its own zero-weight oil for its self-contained head units. The blowers are shipped dry, so be sure to fill it with one of the 6-ounce bottles of oil. The D-1Sc alone increased boost from 12 psi to 15 psi, and power improved from 503 to 556. Torque was also on the rise going from 498 to 535 lb-ft.
While obviously exploring...
While obviously exploring the limit of our stock-block D.S.S. 331ci stroker, we decided to try out Anderson Ford Motorsport's Power Pipe. The high-flow air filter and contoured 4-inch pipe replaces the ProCharger flexible tubing and air filter.
We spent about an hour installing...
We spent about an hour installing the Power Pipe. After removing the inner fender liner, we opened the hole in the fender a bit with an air-powered jigsaw. On the dyno, we saw another 2 psi of boost, which generated 583 hp and 555 lb-ft of torque to the wheels.
One of the tools HP's Tony...
One of the tools HP's Tony Gonyon employs while tuning the A9L computer is the SnEEC-IV, made by Race Systems. The SnEEC is a real-time datalogger for the EEC-IV computer and allows Gonyon to view myriad engine functions throughout the dyno pull to aid in further tuning changes.
The D-1SC and AFM Power Pipe...
The D-1SC and AFM Power Pipe delivered solid gains, bumping wheel horsepower from 503 to 583 and torque from 498 to 555. We also like how both power and torque improved across the powerband, as this will translate into more usable street power.