Mark Houlahan
Tech Editor, Mustang Monthly
June 1, 2002

Horse Sense:
For our P-1SC install, we upgraded to the three-core intercooler. This 'cooler, which measures 3x11x27 inches (9 inches longer than the two-core), is rated for up to 750 hp, whereas the standard kit's two-core is rated for only 500. The extra breathing room of the three-core intercooler will help as we turn up the wick on our project later.

When we installed the ATI P-1SC supercharger on our '01 GT project car last month ("Now and Greater," May '02, p. 60), we were careful to not get into sustained boost. Since we hadn't upgraded the rest of our fuel system to meet the demands of the new supercharger, this could have been disastrous. We did upgrade the in-tank pump at the time of the install, but we needed to look at the rest of the fuel system if we wanted to make reliable power every time we went into boost. While the 3g GT felt extremely strong, we didn't want to hurt anything.

The hot ticket these days with many ATI dealers is to use the Lightning mass air meter and corresponding 42-lb/hr injectors, along with a new performance chip programmed for said changes. While many tuners were using the '99-2000 Lightning mass air meter (at 80 mm), we decided to go one better and bolt in the massive 90mm unit from the '01 Lightning. A call to our good friend Sal Manella at Power Surge Performance was the ticket for the new ($160) mass air meter we needed.

To work with the new meter, 42-lb/hr injectors are a must. We ordered a set of eight (PN 522-4208) 42s in high impedance (to work with the EEC V) from Holley Performance Parts. The 750hp capability of these injectors [$469 from Excessive Motorsports, (800) 930-9585] will give us plenty of room for engine and supercharging upgrades later on in our project.

To tie everything together, we contacted Chris Spies at ATI (who originally installed our P-1SC) and gave him the parameters so he could upgrade our fuel maps in a new chip. ATI uses Mike Wesley's Autologic ChipMaster software. After a brief conversation with Mike (via Sal's computer and a chat room no less), we were able to score the proper transfer function and other details that go into burning the proper chip for an application.

Once everything showed up, it took only an hour or two to get it all installed and ready for dyno testing. Once again, we visited the folks at Lugo Performance in nearby Apopka, Florida, so they could strap the 3g GT down to the Mustang Dynamometer and make a few pulls for us. Dyno operator Eddie Burke was more than happy to thrash our new baby on the MD-1750 dyno.

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On The Dyno
It seemed like a good idea to Editor Turner while he was flatbacked with the flu, but testing our 3g GT on a Mustang Dyno actually broke our own rules of comparison. We originally baselined this combo on a Dynojet, so a Mustang pull isn't pure apples to apples. As such, we asked the folks at Lugo to provide us with a stock New Edge Mustang dyno pull. They had a stock '99 GT on the books, so we're using that here for comparison's sake. Fortunately, it's not really that far off from the 226.1 hp and 260.4 lb-ft of torque we registered with the 3g GT on Steeda's Dynojet, so we felt comfortable with the stock '99 as a baseline. Other than the supercharger, the chip, the mass air meter, and the injectors, our only other engine modification is Steeda's side-exit exhaust.

We'll leave you alone now to scrutinize the dyno charts. But in a nutshell, our P-1SC install and upgraded fuel and electronics were good for a solid, 103-horse improvement at the rear wheels. While a 103hp improvement (standing still!) is a great start for our 3g GT project, ATI says proper airflow over the intercooler-at speed on the road-is worth another 20 rwhp. Torque was increased significantly as well. We saw an improvement of 83 lb-ft of torque to a peak of 343, with the new torque curve coming in sooner and staying flatter than before the blower. That's a solid number that you can feel on the street when the boost comes in. It won't take home the Pro 5.0 crown, but we're just getting started. More boost, more fuel, and maybe even internal engine mods in the future will get our numbers into the stratosphere-where we want them to make 1g of acceleration.

Stock '99 GT *Blown 3g GT *
5,700 43.58 45.52308.14333.64
5,800 n/a n/a304.94334.92
5,900 n/a n/a301.82334.85
6,000 n/a n/a298.71334.79
*As tested on Lugo Performance Automotive's Mustang Dynamometer MD-1750

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