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How Do You Make A GT350 Faster? Add Twin Turbos!
If there's one thing that goes together better than peas and carrots it's boost and Coyote engines. The power-per-cubic-inch gains under pressure are not matched by any other modern OEM V8. Even Chevy is talking about building a dual overhead cam engine for the next generation Corvette. Could the Coyote have been the catalyst for the Bow Tie brigade?
At 12:1 compression, the big question on every blue oval fan's mind is will the 5.2-liter Voodoo handle boost? Or, will the sheer force of boost turn the flat plane crank into a cross plane crank?
Yes, the GT350 has a smaller wrist pin with in its strutted piston design, but it's a factory-forged piston that's an evolved version of what's found in the previous generation BOSS 302. It's also an improved version of Ford Performance's Sportsman block that adds more material between the bores and water jackets. Lastly, the plasma wire transfer bore liners have proven themselves in the 5.8-liter Trinity GT500 engines.
Coastal Chassis Dyno has been working on Mustangs for nearly two decades, and when the GT350 was announced, owner Sam Lippencott decided to expand the business. The goal was to build a turbo kit for the S550 GT350 Mustang and he wanted to showcase the possibilities on his personal GT350. For that, he teamed up with Noah Najor. "FSA Turbo is going to be manufacturing the kit for us," explains Lippencott. "
The engine bay of the S550 Mustangs has shrunken considerably. It was easy to place single or twin turbos in an S197 but for the S550, Lippencott thought bottom mount turbos would be the way to go.
"The only thing you have to cut on our kit is the heater core return line to feed the turbos," explains Lippencott. "Everything is reversible; even the turbos connect to the factory slip connectors on the mid-pipes. The other reason I liked the bottom mount configuration is because the engine bay is a lot cleaner; it looks like a stock GT350 with a cold air intake with the hood up." The kit does include modified brake ducts that work around the intercooler plumbing and the air dam behind the front bumper needs to be removed for clearance to the intercooler, but that can be easily reinstalled.
With a car that was born at the race track it was especially tricky to get the turbos mounted high enough. The turbos of choice were a pair of Comp CT4X Billet 6262 oil-less snails. The decision to go oil-less was simple customers wouldn't need to run a return line into their composite oil pan. Only waterlines are required for cooling. Pre-made AN lines and a junction block intercept the heater core return line to feed the turbos coolant, which is then routed back into the core. All the lines are hidden neatly against the firewall and behind the GT350's intake manifold.
The big question is how does it perform on the dyno? 747 rwhp at 8,000rpm and 582lb-ft of torque at 5,300 rpm on 9 PSI of boost. Disgustingly amazing, right? Lippencott mentions that he dialed back the tune and limited the toque to less than 600lb-ft due to the stock bottom end. He does assure us that he's working on a built engine and will unleash the full fury of his turbo kit's capabilities. Did we mention those numbers were on 92 octane pump gas?
"The car is tuned with HP Tuners in house by me, explained Lippencott. "The only other mods are ID1050x injectors and a JMS dual pump booster."
Turbo Kit Specs:
Comp CT4X Billet 6262 Oil-Less 2.0 .82 V-Band Inlet/Outlet
Direct bolt on 3-inch downpipes to factory exhaust
(2) 304 Stainless Turbo Manifolds w/V-Band Connections
(2) Tial 44mm wastegates
(2) Tial Blow off valves
(1) Bell Intercooler 4.5-inch core
(2) 3 stainless Intercooler Pipes
(1) 3.5 pipe from intercooler to throttle body
(2) O2 extensions
Coastal Chassis Dyno