Steve Baur
Former Editor, Modified Mustangs & Fords
September 13, 2006

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 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, 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.

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