The kit also featured a Race...
The kit also featured a Race Port blow-off (bypass) valve from Turbo Smart. The valve was used to eliminate compressor surge that can occur after shutting the throttle at high boost and rpm conditions.
On the normally aspirated combination, we retained the factory fuel rails and ran a set of 36-lb/hr injectors. The turbo motor was run with 75-pounders (from Holley) and high-flow, aluminum fuel rails from Vortech. ProComp Motorsports supplied the neutral damper (the SHP short-block is internally balanced), front cover, and fabricated valve covers. Additional components included a Milodon oiling system, Hooker 1 3/4-inch Super Comp headers, and an MSD billet distributor. Run in anger, the normally aspirated 363 stroker produced peak power numbers of 519 hp at 6,600 rpm and 469 lb-ft at 5,000 rpm. Torque production from the Dart SHP motor exceeded 450 lb-ft from 4,300 rpm to 5,800. Even down at 3,000 rpm, the 363 still produced nearly 400 lb-ft of torque, so turbo spool up should be more than adequate, even with a sizable (80mm-plus) single turbo.
Speaking of turbo, we installed a single-turbo kit from HP Performance. The kit included the necessary tubular exhaust manifolds, crossover tube, and wastegate flange. It also featured a thermal barrier coating to maximize heat energy to the turbo, as well as an efficient air-to-air intercooler to maximize heat rejection. Initially, we hoped to run a 76mm Precision turbo, but we later stepped up to a larger 80mm unit from Comp Turbo to reach the desired 1,000 hp. The 76mm from Precision will likely be more than adequate for our 200-mph adventure, but we wanted a big number on the engine dyno (remember, 1,000 hp is the new 500 hp).
Given the tremendous power...
Given the tremendous power potential, we stepped up to a set of 75-lb/hr injectors from Holley. We also raised the static fuel pressure to 60 psi and boost-referenced the regulator.
Turbo Smart provided a 45mm wastegate to help control the boost pressure supplied, along with one of its Race Port blow off valves to eliminate any surge when we lifted of the throttle at high rpm.
After tuning with the FAST management system, the turbo motor eventually responded with peak numbers of 1,004 hp at 6,300 rpm and 890 lb-ft at 5,100 rpm. Despite the sizable turbo, boost registered over 14 psi at 3,500 rpm, and climbed to a peak of just over 18 psi before falling off slightly to 17.3 psi at the power peak.
There was a little more power to be had from this turbo combination at higher boost levels, but we officially eclipsed the 1,000hp mark in a mild state of tune, and we're now anxious for the install. Check out upcoming issues for that and a few drivetrain upgrades before we head out for the big test. We promise it won't take a couple of years this time!
To properly cool the heated...
To properly cool the heated discharge air from the turbo, the turbo kit from HP Performance included an efficient air-to-air intercooler. Note the cooling fan used to provide airflow to the intercooler.
Thanks to Westech's Ernie...
Thanks to Westech's Ernie Mean and Steve Brule, the turbo motor was finally ready for dyno-testing. After a few preliminary runs at lower boost levels, the turbocharged 363 eventually pumped out 1,004 hp at 6,300 rpm and 890 lb-ft at 5,100 rpm. We were nearing the flow limit of the turbo at this point, but this should be more than enough power to push the Mustang past 200 mph! Now all we need are a few drivetrain pieces to go along with our Tremec transmission and we're ready for action.
Dart SHP 363-NA vs. Turbo...
Dart SHP 363-NA vs. Turbo (17 psi)
The turbo kit from HP Performance turned our already good normally aspirated Dart SHP stroker into a prodigious power producer. With over 700 lb-ft at 3,600 rpm, this turbo 363 stroker should get the '88 5.0-liter Fox Mustang moving in a serious hurry. This thing really comes on the turbo around 4,500 rpm-check out the serious bulge in the torque curve. The peak numbers checked in at 1,004 hp and 890 lb-ft at 17 psi of boost. Given our gearing, we should be able to keep the motor above 4,500 rpm (shifting at 7,000 rpm) and take full advantage of that sweet spot in the power curve. For street use, we'd naturally select a smaller turbo and turn down the boost (who needs 1,000 hp for the street?), but we will likely start with a 76mm turbo and then step up to something like this 80mm if we need even more