KJ Jones
February 4, 2014

Horse Sense: Ahhhhhh, the sparkle of bling. Be sure to take a moment to notice the brilliant finish on the ProCharger P-1SC-1 centrifugal head unit that's showcased in this report. Like all of the street- and race-only centrifugal blowers in the company's deep arsenal, this unit started life with the factory's standard Satin finish. Polished brightness is available from ProCharger as an option, which we think is well worth the additional cost.

The '05-'10 Mustang GTs really need more acceptance as 'Stangs to consider, when funds are tight and you're shopping for a newer Pony. While this opinion isn't intended to take any of the much-deserved thunder away from Coyote-powered rides, we're disappointed by what appears to be the Mustang Nation's gradual move toward abandonment of '05-'10 cars, similar to the way '94-'98s were dropped like hot rocks when Power Improved Two-Valve 'Stangs hit the dealer lots in 1999.

Don't lose sleep over this. Three-Valve Mustangs are still hot, relevant, and definitely worth an investment, regardless of whether you're finally adding one to your stable, or upgrading your stocker. To emphasize this, we've recently stepped up our S197 tech coverage, with reports on suspension enhancements ("Xtreme Grip," Nov. '13), naturally aspirated power upgrades ("Back to Cool," Dec. '13) and this month's look at entry-level supercharging.

ProCharger's High Output Intercooled System (PN 1FP214-SCI; $5,896), with a P-1SC-1 supercharger, is the featured component in this tech effort. The bolt-on setup is all-inclusive, right down to the DiabloSport InTune flash device, loaded with a PCM calibration that's designed for the addition of boost (10 psi) to a Three-Valve Pony's engine program. Our buddy, Ricardo Topete, of GTR High Performance performed both the wrench-turning and dyno-testing tasks for this one. Check out the photos and captions to see how boost makes a significant difference on Eric Bell's stock '07 GT.

The engine in Eric Bell’s ’07 Mustang GT is perfectly bone stock, and makes 270 rwhp—the approximate power value that we’ve come to expect from unmodified 4.6-liter, Three-Valve Ponies.
A longtime rule of thumb for just about any bolt-on effort is to disconnect the negative (ground) battery cable at a project’s outset. The reason is to break the vehicle’s electrical circuit/stop the flow of current, and thus eliminate the chance of causing an inadvertent short circuit (which can damage the PCM, wiring, and such). Once the ground is disconnected, Ricardo also removes such items as the cooling fan, radiator, and the GT’s fascia in preparation for the supercharger’s installation.
If you’ve followed and recall any of our previous ProCharger tests on Two-Valve and Four-Valve modular engines, you’re aware that mod-motor superchargers typically are installed on the passenger side of the engine and turn in a reverse rotation (opposite the direction that the crankshaft turns). The Three-Valve system features a standard-rotation P-1SC-1 head unit that is driven independently by an eight-rib pulley that bolts directly onto the OEM damper.
Everything you need is included in one big box and clearly labeled for ease of installation. For those doing the project on their own, the High Output Intercooled System with P-1SC-1 (PN 1FP214-SCI; $5,896) bolts on in roughly 12 hours, provided you’ve got all of the necessary tools and provisions for raising a ’Stang high enough to work below the car (completing such tasks as installing the intercooler and its related ductwork).
Swapping injectors and replacing the stock fuel-pump are critical tasks in this upgrade. The stock 24-lb/hr squirters are replaced with 39-lb/hr (’03-’04 Cobra) units, and Ricardo switches the OEM pump with a higher-volume SVT Focus pump, all of which are included.
Swapping injectors and replacing the stock fuel-pump are critical tasks in this upgrade. The stock 24-lb/hr squirters are replaced with 39-lb/hr (’03-’04 Cobra) units, and Ricardo switches the OEM pump with a higher-volume SVT Focus pump, all of which are included.
Boost for the P-1SC-1 comes by way of a 3.7-inch pulley, which is good for about 10 psi.
Because of their colder-than-stock heat range, Autolite’s HT0 16mm high-thread spark plugs are used for supercharged Three-Valve Mustangs (note that ’05-to-early-’08s use the 16mm thread, and 12mm is required for late-’08-to-’09 GTs). Before installing the plugs, Ricardo uses a special tool to close the gap on each one to 0.035 inch.
The 10-psi, P-1SC HO system includes an InTune i-1000 flash tuner that’s preloaded with an application-specific PCM tune developed by ProCharger’s calibration engineers and Diablo-Sport’s MAFia. It is used to expand the stock mass-air sensor’s voltage range so it does not prematurely peg under WOT conditions. The final plug-and-play tasks for this project are installing the MAFia between the relocated mass-air sensor and stock wiring, confirming that it’s dialed to Setting 2, and then loading the calibration via the i-1000.
A small amount of bracket assembly is required before the blower can actually be set in place.
Once the belt tensioner and idler pulley are secured on the head unit’s mounting plate, Ricardo bolts the stout (1⁄2-inch-thick) plate to the front of the engine.
With the supercharger independently turned by the crankshaft, the factory six-rib serpentine belt is still employed for driving the ‘Stang’s accessories. To facilitate the blower installation without compromising idler pulleys for the serpentine setup, a longer bolt that passes through both the mounting bracket and the pulley is included in the kit.
With the mounting bracket in place, Ricardo bolts-on the ProCharger P-1SC-1 head unit.
The eight-rib supercharger belt is the final piece of the supercharger’s drive system.
Ricardo installs the three-core race intercooler, which is supported by a bracket that bolts to the Mustang’s core support and the bosses that are welded on top of the ‘cooler.
For its Three-Valve (and now Coyote) systems, ProCharger now incorporates the mass-air sensor directly into the intercooler, right at the discharge. A DiabloSport MAFia unit is included and serves as a wiring extension that links the sensor to the OEM harness.
The passage of supercharged air from head-unit-to-engine is handled by a series of 2.5- and 3-inch discharge tubes. While finagling and adjusting is necessary, the supplied piping, elbows and couplers are designed to fit cleanly within an S197’s engine compartment without requiring any cutting or other modifying of the ’Stang’s chassis.
The passage of supercharged air from head-unit-to-engine is handled by a series of 2.5- and 3-inch discharge tubes. While finagling and adjusting is necessary, the supplied piping, elbows and couplers are designed to fit cleanly within an S197’s engine compartment without requiring any cutting or other modifying of the ’Stang’s chassis.
The HO system’s ProFlo bypass valve is positioned in the tube that is just in front of the intercooler. The valve basically vents bypassed air (pressurized air that otherwise has nowhere to go when the throttle is closed) directly into the atmosphere, and features a small filter on the end that’s used to knock down some of the noise generated by the bypassed air.
For ’07-’10 Mustangs, this EVAP component must be unclipped from the strut tower and moved down a few inches to create sufficient clearance from the blower’s rear-mounted air-inlet tube/filter assembly. With this piece in place, there’s absolutely no way the tube can be properly installed.
As a self-contained supercharger, the P-1SC-1’s internals do not require any lubrication other than the 6 ounces of proprietary oil that is added before the project is completed. 5.0


On the Dyno

From its rather demure initial showing (by today's Internet-fueled standards) on the Dynojet chassis dyno at GTR High Performance (baseline peak power and torque was approximately 269/290 at the feet), Eric Bell's bone-stock '07 Mustang GT definitely earned street-hitter status with the ProCharger P-1SC-1 supercharger (PN 1FP214-SCI; $5,896) and the included ProCharger-prepared PCM calibration, which was uploaded into the PCM via DiabloSport's i-1000 InTune unit.

To give you an idea of this upgrade's effectiveness, consider the project featured in "Back to Cool," a report on Three-Valve mods in our Dec. '13 issue. In that article, we detail how Candy Barrientos' '06 Mustang GT produced 270 horsepower in its stock state, which is strikingly similar to the amount of peak steam that Eric's Steed produced. After adding naturally aspirated bolt-on pieces from Granatelli Motorsports, rear-wheel performance rose to more than 300 horses on Candy's ride.

Baseline
P-1SC
Difference
RPM Power Torque Power Torque Boost Power Torque
2,500 123.26 258.95 140.06 294.24 0.22 16.80 35.29
2,600 127.97 258.51 145.36 293.64 0.31 17.39 35.13
2,700 134.65 261.93 153.09 297.80 0.64 18.44 35.87
2,800 141.81 266.00 162.48 304.77 0.56 20.67 38.77
2,900 146.04 264.50 168.62 305.37 0.69 22.58 40.87
3,000 150.06 262.71 173.65 304.00 0.64 23.59 41.29
3,100 154.10 261.08 179.02 303.31 0.74 24.92 42.23
3,200 159.44 261.68 183.45 301.10 1.06 24.01 39.42
3,300 165.55 263.48 189.81 302.09 1.41 24.26 38.61
3,400 172.68 266.74 204.21 315.46 1.71 31.53 48.72
3,500 182.41 273.73 220.26 330.52 1.94 37.85 56.79
3,600 191.23 278.98 232.21 338.76 2.09 40.98 59.78
3,700 196.95 279.56 241.61 342.95 2.31 44.66 63.39
3,800 201.82 278.94 251.72 347.92 2.46 49.90 68.98
3,900 208.35 280.58 256.46 345.36 2.65 48.11 64.78
4,000 215.70 283.22 270.70 355.44 2.90 55.00 72.22
4,100 222.42 284.91 281.93 361.14 2.94 59.51 76.23
4,200 229.30 286.75 294.28 367.98 3.21 64.98 81.23
4,300 237.10 289.60 308.40 376.68 3.48 71.30 87.08
4,400 241.11 287.80 317.58 379.08 3.69 76.47 91.28
4,500 245.75 286.83 322.76 376.70 4.10 77.01 89.87
4,600 248.86 284.14 329.18 375.86 4.36 80.32 91.72
4,700 252.31 281.95 335.57 375.00 4.42 83.26 93.05
4,800 257.64 281.91 343.34 375.68 4.47 85.70 93.77
4,900 260.81 279.55 357.59 383.29 5.06 96.78 103.74
5,000 264.10 277.42 366.39 384.86 5.37 102.29 107.44
5,100 267.24 275.22 378.88 390.17 5.52 111.64 114.95
5,200 268.22 270.91 386.88 390.76 5.72 118.66 119.85
5,300 268.75 266.32 395.73 392.15 5.83 126.98 125.83
5,400 267.94 260.60 405.49 394.38 6.24 137.55 133.78
5,500 267.63 255.57 416.68 397.91 6.91 149.05 142.34
5,600 266.63 250.07 420.67 394.54 7.21 154.04 144.47
5,700 266.35 245.42 425.14 391.73 7.52 158.79 146.31
5,800 266.26 241.11 429.40 388.84 7.90 163.14 147.73
5,900 265.40 236.26 432.16 384.71 8.34 166.76 148.45
6,000 265.04 232.00 434.82 380.62 8.53 169.78 148.62
6,100 263.70 227.04 444.77 382.96 9.01 181.07 155.92
6,200 262.13 222.06 449.61 380.88 7.44 187.48 158.82