Steve Baur
Former Editor, Modified Mustangs & Fords
May 1, 2009
We utilized an existing bolt from the front bumper support to mount the boost solenoid.

We weren't able to sample all of the e-Boost2's features before we went to print, as we were waiting on a different wastegate spring to lower the mechanical boost pressure setting. Our 9-lb spring was regularly providing 10 psi of pressure, and since we are running a stock block, we didn't want to start cranking in lots of boost on top of that, so we ordered a weaker 6-lb so we can use the e-Boost2 to work our way upwards. What we did do was make back-to-back chassis dyno pulls to show what a simple in-cockpit boost pressure adjustment can do.

At 10.2 psi of boost, our Thumper Performance E7-headed 302 pumped out 448 rwhp and 482 lb-ft of torque. Bumping manifold pressure by 2 psi raised power output to 462 rwhp and 498 lb-ft of torque. This type of control is perfect for when you decide to run race fuel at the track, or if you're just trying to improve fuel mileage by using a lower boost level. With regard to our dyno test, we would have liked to have ripped up the rollers with a little more boost, but given our recent head gasket and misfiring problems with our Recessional Special project, we've spent more time under the hood than we have actually driving the car. Now that those problems have been quelled, we want to sample the surge of thrust that only 500 lb-ft of torque can provide.

The B&G turbo system is capable of much more than that, and once we've had our fun at our current setting (and come up with a back up plan in case the block splits) we'll kick it up a notch. For now, we're going to learn our way around the e-Boost2 and maybe get some track times for an upcoming issue. In the meantime, check out the captions for the easy installation. If your boost is loose, Turbosmart's e-Boost2 will help you crack that whip.