CAR MODIFIED WITH NITROUS OXIDE SYSTEM

Per their YouTube post:

"We took the car out to the track last night in hopes of a 9 second pass but ended up having to settle for more 10.30's. Although the air was cool it was very moist with lots of dew on the cars and track. We ended up with a lot of tire spin and it got worse as the night went on. I believe we also suffered from belt slip which prevented us from making the power we should. We're gonna work on tightening things up so we can take another stab at it next Wed after the new year. None the less there's nothing to be upset about running 10.30's in a 2011 GT with the stock 6 speeds trans, stock motor and stock suspension. If you aren't familiar with the car make sure to check out the last few months of 5.0 Mustang Magazine as our build is being covered by Steve Turner."

Car and Driver said about the three variants:

V6

Taking the LL1 crown this year and tying the class-record time of 3:12.5 was Ford’s 305-hp V-6 Mustang. We have little doubt that it could have unseated the co–class-champ 2006 Nissan 350Z Track if the Ford hadn’t been equipped with a 114-mph governor, which the car banged into for more than 15 seconds per lap. Yet despite the interference of the electric anchor, the new V-6–powered car still managed to beat last year’s 315-hp V-8 Mustang by 0.8 second.

We might have found our minds wandering on the speed-limited straights, but the Mustang had no problem holding our attention in the corners. Equipped with the Performance package, which adds 255/40R-19 Pirelli P Zero rubber and a firmer, track-friendly chassis, the car swept through the rest of the track with an ease that masked its 3513-pound curb weight and solid rear axle. Under trail braking—braking past the point of turning into a corner—the easily modulated binders enabled impressive front-end grip as the Mustang tucked into tight, low-speed corners with the nimbleness of a much lighter car. A cinch to balance through the middle of a corner, the chassis tends toward neutrality and is only disturbed by big, foolish control inputs.

Even though effort through the leather-wrapped wheel is light and doesn’t increase much in response to cornering loads, the steering is resolutely accurate and faithful. Some initial roll compliance made the Mustang feel slightly disconnected, but the stability of its chassis makes sport of the downhill corners before the straightaway (sector five) and the uphill esses. The seats could use more support, and the V-6 lacks the torque and sound of the 5.0-liter V-8, but this model sacrifices nothing when it comes to handling.

5.0 GT

The Mustang GT gives you the best parts of the V-6–powered car, only with more ponies. Its 412-hp V-8 is 107 horses stronger than the 113-pound-lighter V-6 model, and it’s 138 horses short of the 198-pound-heavier, V-8–powered Shelby GT500. The GT’s additional juice, without a correspondingly significant weight penalty, is a key reason why we ­singled it out for this year’s 10Best Cars award and why it performs so well on a track. It is worth noting, though, that a mandatory option for hot lapping is the $1695 Brembo front brake package, which also brings sticky Pirelli P Zero tires. With that package, the GT turns a 3:08.6 lap, 0.9 second quicker than its longtime pony-car rival, the Camaro SS, managed in last year’s Lightning Lap, and third in class despite being the second-least-expensive LL2 car, at $36,280.

Like the V-6, the GT’s steering is above average. Turn-in is crisp, handling near neutral, and controlled trail braking is possible. The GT’s shifter—unlike the GT500’s—is never too quick, never induces grinding, and is light enough in hand that missing a shift is a rare event. The GT exhibits a little more body roll than the GT500, which makes the side-to-side-in-your-seat banging around less intense and more tolerable. Still, the GT would benefit greatly from a more heavily bolstered seat.

Sector two is the only place where the GT outperforms the GT500. The GT requires few throttle changes, and carrying speed is easier because the Shelby requires a significant lift to stay on track. Is it the ’80s again? Because the 5.0-liter is, once again, cool as ice. Vanilla Ice.

GT500

Shelby GT500s have never fared well in this test. The old iron-block engine repeatedly suffered from heat soak—sapping power—and the car’s tires wouldn’t last more than one lap. The 2011 updates—including a retuned suspension, new tires, an aluminum engine block, and a more efficient intercooler—have paid major dividends here, lopping nearly two seconds from the GT500’s 2007 record of 3:05.9. At 3824 pounds, the 2011 car is also lighter than that one by 84. It’s still a portly beast, but it handles like a coupe that is closer to the 3500-pound mark. There is some body roll but not a lot. And despite its solid rear axle, the GT500 brews confidence by the gallon. It excels in sectors three and five, where it keeps pace with pricier LL4 participants. If the seats did a better job of keeping the upper and lower body in place, times in sectors two and four would shrink drastically. A certain amount of steering-wheel control is sacrificed when your arms have to work harder to keep you in place than the seat does.

Even a racing bucket and a five-point belt wouldn’t bring out the absolute best in the GT500. A perfect lap requires repeatability. The shifter’s throws, for one, are unnecessarily short, and getting a lap together with an error-free two-to-three shift didn’t happen. Also, the 550-hp V-8 revs quickly to its 6250-rpm redline. At the right-hander leading into the “Snake,” the GT500 is, if driven correctly, right on its rev limiter at the apex. Managing a midcorner upshift while maintaining directional control is tough to pull off.

"Unlike our "Best-Handling Car in America" test [October 2010], where we used the Waterford Hills road course in Michigan as an element of the selection process, we rank finishers in Lightning Lap strictly on lap times, based on the best run achieved by each car during our two-day event (without any subjective criteria). Handling prowess is important for extracting a good lap time at VIR, but brakes and power are even more significant here, which isn't the case on the tight Waterford Hills track.

Full reviews and videos can be found here: http://www.caranddriver.com/features/10q4/lightning_lap_2011-feature

The 20 new or revised performance cars we gathered for our fifth edition of Lightning Lap are sorted by base price (which includes performance-enhancing options) into five classes."
The Mustang V6 earned top honors in the LL1 class (under $30,000). Car and Driver said about the Mustang V6:

"We might have found our minds wandering on the speed-limited straights, but the Mustang had no problem holding our attention in the corners. Equipped with the Performance package, which adds 255/40R-19 Pirelli P Zero rubber and a firmer, track-friendly chassis, the car swept through the rest of the track with an ease that masked its 3513-pound curb weight and solid rear axle. Under trail braking—braking past the point of turning into a corner—the easily modulated binders enabled impressive front-end grip as the Mustang tucked into tight, low-speed corners with the nimbleness of a much lighter car. A cinch to balance through the middle of a corner, the chassis tends toward neutrality and is only disturbed by big, foolish control inputs."

Per MustangDaily:

"In the LL2 class ($30,000 to $59,999), the Mustang GT and Shelby GT500 dominated the competition. With a time of 3:04.0 the 2011 GT500 knocked off a full two seconds from its time in 2007 thanks to its lighter aluminum block engine and retuned suspension, and it even beat out many of the cars in the LL3 class ($60,000 to $119,999 class) including the Lotus Evora, Mercedes-Benz E63 AMG, Jaguar XFR, and Cadillac CTS-V Coupe. Car and Driver said about the GT500:

At 3824 pounds, the 2011 car is also lighter than that one by 84. It’s still a portly beast, but it handles like a coupe that is closer to the 3500-pound mark. There is some body roll but not a lot. And despite its solid rear axle, the GT500 brews confidence by the gallon. It excels in sectors three and five, where it keeps pace with pricier LL4 participants. If the seats did a better job of keeping the upper and lower body in place, times in sectors two and four would shrink drastically. A certain amount of steering-wheel control is sacrificed when your arms have to work harder to keep you in place than the seat does.

Finally, the Mustang GT put in a respectable time of 3:08.6, finishing third place in LL2 and beating out the Mitsubishi Lancer Evolution SE, Subaru Impreza WRX STI, and Mazda RX-8 R3."

All Autos. All Rear wheel drive. All automatics

Candidates:
2911 Mustang V6
Hyundai Genesis Coupe
Dodge Challenger
Chevrolet Camaro

It's been a fantastic year for Ford and all Mustang enthusiasts. Especially for those who were lucky enough to pick up a new 5.0, 3.7 V6, or ordered the new Boss 302.

Can't wait for what 2011 will bring.

Eventually when i can turn my 5.0 into a fair weather only car, i will look to add on some street legal dot tires. Check out these from Falken:

Azenis RT-615K:

Keeping in mind the convertible is heavier and less stiff, it did pretty well.

0-60: 5.3 seconds
w/rollout: 5 seconds
1/4: 13.5 @105.4 mph
60-0 braking: 116 feet
Slalom: 68 mph
Skid Pad: .88g

I saw this on the forums and was quite pleased to see a parts manufacturer taking responsibility of fixing an issue a customer was having. And the directive was coming from the top, so I can only assume this is the culture throughout the entire company.

I've purchased many aftermarket exhaust setups in the past but never from Borla. When the time comes I will likely pick the Borla S-Type for my 5.0 Mustang. I was 80% leaning this direction anyway but after seeing this I was impressed.

Here is the scenario:

A) Customer buys the Touring exhaust kit for the 5.0, assuming if the S-type and ATAK has no drone, than the touring surely is even better in that regards. Once he gets it home and installs, he experiences drone for about a month. No longer able to stand it the customer posts on the forum and asks for feedback.

B) David Borla himself responds to the post:

"I sent the owner a PM to contact me. We'll get this straightened out. Feedback from enthusiasts have confirmed that the S-Type and ATAK systems have no drone so this post concerns me and we need to take a further look. You should not have any resonance issues and we are going to put a hold on the Touring system only until we get this resolved. I need to bring a car in and hear what's going on before I can say for sure but we went through many iterations of this exhaust during the prototype phase and learned quickly that even a slight variation to the muffler core can bring out objectionable frequencies. My assumption is that a slight change was unknowingly made during the transition from prototype to production and this will be easily identified once we get to hear a system that came from production.

If something is in fact wrong, or has changed from the prototype we'll make sure everyone who bought a Touring system gets the correct mufflers.

Thanks for letting us know about this and we appreciate the opportunity to make it right.

Just so there's no confusion, the S-Type and ATAK systems have absolutely no resonance issues, this only relates to the Touring system.

If anyone wants to contact me regarding this, or anything else, please send an email to (real email address)"

C) The client gets shipped an updated Touring version exhaust and problem is resolved.

Post from the original buyer:

"I have just received the new Touring axleback from Borla. Thanks to some cooperation from the NY weather, I was able to get them on the car this weekend.

The new mufflers are bigger a lot bigger than the original Borla set. The exhaust tips are now 4 1/2 inches, up from 4...nice. Also, they aren't completely tucked under the valence, but they do not stick out as far as the originals...I know this is a sticking point with some.


For me, the sound is a definite improvement. There is less emphasis on the low end(certainly less than the old system, which I believe is a good thing) ...the tone is more balanced. And, maybe, partly, because of this, it's more aggressive than the old system. Where the old system sounded muffled and mushy when you got on the throttle, this one sounds more open and throaty, as more mid range seems apparent. Big improvement. Drone issue at highway speeds and through the gears, which was a major issue for me, is now gone. It's a much more comfortable experience at cruise than it was before.

I have been driving on the old system for 2 months now, and my ears have gotten somewhat adjusted to the constant low-end boom. Switching to the new system, there was a moment or two where I thought I missed it...I was wrong. The system, overall, is much better balanced. It now sounds, to me, the way others describe the S-Type and ATAK systems. Meaning, when you get on it, the sound is there(with more bark than the previous system), but when you're just cruising, the exhaust is non-obtrusive. This is what I expected the Touring system to be from the get-go. And honestly, this is what I expected when I decided on Borla: something more than just "noise-cans".

A big thanks to David, Greg and the whole team at Borla. They care about what they do, and, more importantly to us as enthusiasts, they care about what we think. When I originally posted, I got a one line PM from David promising to make me happy with my exhaust...that promise has certainly been kept. Well done..."

Original forum link here

Kudos to Eibach for putting their parts to the test! nothing worse than the feeling of upgrading your car but finding a downgrade or no increase in performance.

Quote from MustangDaily:

"Eibach released its new suspension components for the 2011 Mustang at SEMA this year, and like the rest of their products, each of the parts was extensively tested to make sure it provided improved performance. To show us just exactly how their suspension system compares to the stock setup, Eibach rented out Toyota Speedway in Irwindale, CA and put their 2011 Mustang through a battery of tests.

With veteran Indy Car driver PJ Jones performing driving duties and an independent 3rd party to verify the results, the Eibach Mustang completed various back-to-back performance tests, first with the stock suspension and then with Eibach’s Pro Plus suspension system that includes Eibach’s Pro Kit progressive springs and upgraded front and rear anti-roll bars. The results are about what you’d expect: the 2011 Mustang performed better with the Eibach suspension system. The car knocked a tenth off its 0-60 time, braked from 60-0 mph just slightly better with much better control, reached a higher g-force on the skidpad, and was faster through the 400 foot slalom.

While many of the numbers seem pretty close, the extent of the differences can be seen in the road course lap times. The Eibach-equipped Mustang’s time was a full 1 1/2 seconds better than the stock Mustang. Plus, there’s a bonus! Eibach even recorded a 4% gain in fuel mileage with their suspension system installed thanks to the improved aerodynamics.

You can see all of the tests of Eibach’s 2011 Mustang suspension system in the video below."

Let the rivalry live on!  Not work safe, and does not represent the views of the blog owner.

Best Sports Car: 2011 Ford Mustang GT 5.0

"The Mustang has reinvented itself more times than Madonna, yet this is the first time I've ever truly loved it. I was sure the Ferrari 458 Italia would be my sports car of the year, but after tearing around in the new 'Stang GT it was clear the democratic $30,000 crowd pleaser will bring more joy to more drivers than the fortunate few in the $225,000 supercar.

Not only does it offer an incredible 412 horsepower from a new 5.0-liter V-8, the old-school suspension has been tweaked to attack winding back routes as well as Route 66. It gets 26 mpg and even the interior is well executed. Power to the people, indeed. From $30,495." end quote

I just got word from Rob Simons that the Edelbrock eForce kit is still being finalized and is scheduled to be avail late Feb.

And I have high hopes for the standard kit, which can be purchased with an upgraded extended warranty. Engine, transmission, differential and entire power train for 5 yr/60k mile from the in-service date of your vehicle.

More about the technology and the layout of the eForce kit:

But is sadly missing the 5.0.

I have Real Racing 1 and it was the best racing game for the apple iOS platform in car control, graphics, and fun.

Real Racing 2 will be avail to download this Thursday, December 16th in the app store.

Read more: http://firemint.com/?page_id=3484#ixzz17x0Rip4M

Real Racing 2 features include:

30 officially licensed cars
16 car grid against AI, and 16 player online racing – an iOS first
Career mode with well over 10 hours gameplay and a range of event types
Earn in-game currency to buy and sell cars, and buy upgrades
5 game modes: Career Mode, Quick Race, Time Trial, Local Multiplayer (8 players), Online Multiplayer (16 players)
15 locations with 40 miles of highly detailed race track
Vehicle damage
Online Save Game
Game Center and Cloudcell integration, multiple profiles
Wide range of control options
HUD with minimap that can be turned on or off
5 camera angles including fully 3D cockpit view, and TV style replays
Powered by Firemint’s exclusive Mint3D™ engine

With an MSRP of over $104,000, the Jaguar XKR 175 is being released as a special edition to celebrate Jaguar's 175th Anniv.  The Euro version comes with a little more power than the U.S version, 530 crank hp 481 lb torque.

I am not directly saying my 5.0 is an equal to the XKR, but for the money ($33k vs $105k)  I take pride in knowing I can add the simplest of bolt on supercharger for about $6k, and i would be producing more power than the XKR.

However, the XKR is a pretty gorgeous car and prob a little more comfortable.  Looks to me like a grown up 5.0.

Order yours now :)
Part # for the entire car: M-FR500-CJ

• 5.4L Supercharged engine based on the 2011 SVT Mustang – 2 supercharger options 
• Off-road only and turn-key for NHRA Stock or Super Stock and other racing series – Includes 8.50et certified roll-cage 
• Limited Production – ONLY 50 UNITS WILL BE PRODUCED!
• Branded content exclusive to Cobra Jet and serialized for collectability New for 2012 Model Year:
• Revised engine specifications and ratings 
• Aluminum engine block 
• Double keyed crankshaft snout 
• Manley H-beam connecting rods 
• Improved low-drag racing brakes – Strange Engineering 
• Revised and optimized spring rates front and rear 
• Black anodized Cobra Jet wheels – Weld Racing 
• New compound tires with unique Cobra Jet branding – Goodyear tires 
• Optional colors – Race Red, Grabber Blue, and Winner White

I have been wanting to blog about off topic subjects, not related to the Mustang.  Let me know your thoughts?

http://bit.ly/esABUH

Just the Facts:

• Beyonce bought husband Jay-Z a Bugatti Veyron 16.4 Grand Sport for his birthday.
• Jay-Z already owns a Pagani Zonda roadster, a Ferrari F430 Spider and a Maybach 62S.
• The Veyron 16.4 Grand Sport boasts 1,001 horsepower and 922 pound-feet of torque.

Information about the mods and video:

Another great night at the track for Team Lethal and our 5.0 Mustang Magazine project car. The cold air finally showed up so we loaded up the 2011 and headed to Palm Beach International Raceway. This time we added a few more lbs of boost and C16 race fuel. The car has a stock motor, 100% stock suspension, stock exhaust manifolds and the stock 6 speed manual. The mods are: 2.9L Whipple supercharger, Whipple 123mm Intake, L&M 66mm throttle body, Lethal Performance 3" Offroad X-pipe, DSS driveshaft, Mcleod RXT clutch, SCT X3, Bogart drag wheels and of course the driver mod UPR Products Jeremy Martorella and tuner Jon Lund of Lund Racing.

Our first 2 runs of the night blew the tires off at the line. Our 3rd run Jeremy made some adjustments to the launch and cracked off an amazing 1.43 60ft which yielded us our fastest time yet 10.45@133mph. This was granny shifting the car. The run after that Jeremy wanted to powershift the car but the stock chrome shifter knob made it difficult and he missed 3rd gear. For our next run Jeremy swapped out the stock knob for a stock Shelby leather knob which he could get a better grip on.

So the last and final run of the night was made. Jeremy cut a 1.45 60ft and powershifted the car making it look like an automatic. The car ran a 10.39@133.25 making it our fastest pass to date.

Even though we may not have reached the limit of the stock block we're going to continue on with our project and start the build. Plans for the car will be a built motor, triple return fuel system using Fore Precision Works products and more boost.

You'll be able to read all about it in the upcoming issues of 5.0 Mustang Magazine thanks to Editor and good friend Steve Turner.

This YouTube user really took advantage of flogging this car, which wasn't even his.  I sincerely hope the the Ford Dealership goes along with unknown customers moving forward.  I would hate to be the person who unknowingly buys this grabber blue after his burnout!

If the dealer is nice enough to let you drive it alone, you should have enough respect to test drive the car without doing anything you wouldn't want someone to do in your own car.  He seemed to drive normally for 90% of the video.  But i guess he couldn't help himself.

The burnout begins at the 0:56 sec time marker.

I spoke in length regarding some questions i had about their kit.


Main concerns/questions:
1. Filter location: I was concerned about the filter sucking in hot air from the engine bay. They said in their testing, they also mocked up a inlet tube that pulled in air from various locations but the fact the air had to bend and turn hurt airflow. thus requiring the supercharger to work harder, adding more stress to all components. So in the end, a straight shot design, although would create hotter temps for the air going into the supercharger, less psi was needed to move the air, and then the air to air cooler does a great job of cooling it before it hits the engine.


They confirmed that their architecture, of hotter air at filter, was still colder before hitting the engine, after being cooled through their air to air, than a roots/twin setup, at similar PSI. Most roots/twin supercharger setups have the filter in the stock airbox location offering cooler air in the beginning. but what the representative pointed out was that those types don't have a large intercooler, rather a small water to air, that sits on top of the engine. In addition the roots/twin style rotors build up much more heat in operation. Thus the cooler filter entry temps in a roots/twin style are wiped out by the temps created by the supercharger, and much smaller intercooler solution vs Procharger.


2. Power graph vs roots/twin screw:
All the graphs i have seen show a much more gradual build up of power on the Procharger kit, vs a broader and more flat curve of twin/roots. It seems the roots/twin style are naturally going to give you off the line kick in the pants. whereas the Procharger will gradually build up and peak at much higher rpm than a roots/twin style.


I think its a matter of preference. All the kits seem to work well and will get your 5.0 moving with serious velocity! All the kits at 7psi will hurly you down the 1/4 mile into the 11 second range with the right tires, tune, and x pipe.


I am leaning toward Procharger for its clean design in engine bay, lower air temps when it hits the engine, relative to competitors at similar PSI, and I also prefer a more gradual power band, vs a brutal launch and flattening out of the power curve. The latter also wears down all your other components such as clutch, tires, etc.

For me, coming from s2000, 350z, and turbo charged GTI's and Audi s4, Supercharging is newer to me. Although I would pay for someone to install this for me professionally, it gives me a good look at the components of the kit.

I thought this video was a great compliment to the official Borla comparo video they posted a while back.

SoutherCarParts did this video for potential customers to hear what the Borla S Type sounds like in real world driving. It is 100% the setup I will be buying once the winter is over here in NJ.

Borla Part # 140370

Stock they got 389 RWHP
Borla S tyoe got 399.7 RWHP
SoutherCarParts Video
S Type


ATAK


Dyno
Stock vs S Type


Borla official video comparos on their three kit variations:

This article really got me excited about the 2011 5.0.

Make sure to read it from beginning to end.
2011 Ford Mustang GT 5.0 Coyote Engine

http://bit.ly/c1VMP1

Another trophy for the Mustang 5.0 team and all 5.0 owners.


Read more here: http://bit.ly/gIo80q

• 3.0L TFSI Supercharged DOHC V-6 (Audi S4)
• 3.0L N55 Turbocharged DOHC I-6 (BMW 335i)
• 1.6L Turbocharged DOHC I-4 (Mini Cooper S)
• 3.6L Pentastar DOHC V-6 (Dodge Avenger)
• 5.0L DOHC V-8 (Ford Mustang GT)
• 1.4L DOHC I-4/111kW Drive Motor (Chevrolet Volt)
• 5.0L Tau DOHC V-8 (Hyundai Genesis)
• 80kW AC Synchronous Electric Motor (Nissan Leaf)
• 2.0L DOHC I-4 Turbodiesel (Volkswagen Jetta TDI)
• 3.0L Turbocharged DOHC I-6 (Volvo S60)

A real beauty. Greater than the sum of its parts.  122mph simulated trap speeds seems unbelievable for 440hp at the crank.  But it wont be long until real customers and magazines test it.

On a track, i highly doubt I could replicate this package with bolt-ons.  However I do believe Roush already offers a 1G suspension pack.  Ford Racing is also coming out with adjustable suspension.  And I am sure Steeda is also working on a handling pack of their own.

But I would still love to own a Laguna Seca for a few thousand miles a yr.  And just store it away.  However I already have one 5.0.  And it is the best car I could have bought for my cash.  I am still blown away that i paid about the same as fully optioned V6 Accord Coupe!
(EX-L V-6 with Honda Satellite-Linked Navigation System MSRP = $31,730)

Modifications: ARH 1 7/8 Longtubes with O/R X-pipe, K&N Filter, Diablosport Tune, UPR Pro Street Upper Control Arm/Pro Street Lower Control Arms/Adjustable Panhard Bar/Drag Launch Springs, Shelby 18” Wheels w/ MT 265/40/18 DRs.
440RWHP 11.90 @ 117.57 1.71 60ft

Sorry i am late with this video.

larger intercooler
larger pulley options
larger air filter
different fan shroud assembly
12 rib upgrade avail.

This car has a stock block. Oem rods and pistons.

It's just unreal to me. This 5.0 engine is unstoppable 

"Richard Broadway ran a 10.25 @ 137.5MPH in his Evolution Performance, Inc. Built and Tuned 2011 Mustang GT 5.0L 4V Automatic at Cecil County Dragway just hours after picking the car up at our shop! The modifications consist of a Procharger Stage II at 10lbs of Boost, 1 7/8 Longtube Headers with Off-Road X-Pipe, Circle ...D Torque Converter, and M/T ET Drag Slicks! The video will be posted on Monday."

I am still a few months away from buying a supercharger. But the procharger design philosophy seems to make a lot of sense. To me reliable power is more important than maximum power or king of the street titles. The stage II intercooled kit is now my top consideration.

More science here:
http://bit.ly/fc0ZpO

With the speed of new power adders, this 5.0 is going to become a flying car by 2012.

Procharger is def at the top of their game on this. I haven't rule out their 600+ Hp kit.



Direct link to Procharger site: http://bit.ly/fp6AR2
"ProCharger to Debut New Race Products at 2010 PRI Show in Orlando
Posted on December 3rd, 2010 by ProCharger
For the 12th year in a row, ProCharger will be displaying at the world’s largest racing products and technologies tradeshow: the Performance Racing Industry Show. This year’s show dates are December 9-11 and will once again occupy the Orange County Convention Center in Orlando, FL. ProCharger’s display will be in the same location as last year, #3506, which is located just inside the two main entrance doors to the tradeshow floor.

Because the focus of this show is racing, ProCharger will be using it to debut several exciting new products designed specifically for high-horsepower applications.

2011 5.0 Mustang Cog Race Kit



Designed around an industry-exclusive, dedicated 50 mm wide cog drive belt, the new Cog Race Kit can mount a wide range of ProCharger supercharger models, including the F-1D, F-1, F-1A, F-1C and F-1R. These models carry HP ratings from 1,000 up to 1,300+ HP. The Cog Race Kit also features a large, front-mounted air-to-air intercooler and legendary ProCharger race bypass valve. One of the first 2011 5.0 Cog Race Kits will be in the ProCharger display at PRI…stop by to see it for yourself.



Be sure to check out the video below.


This Cog Race Kit is the latest in the already extensive lineup of ProCharger supercharger systems and tuner kits for the incredibly popular 2011 5.0 Mustangs. The High Output (HO) System and Tuner Kit were first-to-market back in July, while the intercooled Stage II System and Tuner Kit debuted at November’s SEMA Show in Las Vegas.

ProCharger F-4 Supercharger

At the FAR end of the horsepower range is the new ProCharger F-4, the world’s largest, self-contained, gear driven centrifugal supercharger. At PRI 2010, ProCharger will be showing the production version of this impressive blower.


This supercharger masterpiece features a 16-inch diameter volute (compressor housing) and is capable of producing more than 50 pounds of boost and 5,000 cfm. During testing, the F-4 has already produced nearly 3,400 horsepower when fitted to a 521 cid BAE HEMI race engine on methanol fuel…and that was just on some of the first dyno runs!

Just WAIT until you see…and HEAR the video…

2010 ProCharger Racing ChampionsOnce again, ProCharger-powered racers and their teams had an outstanding season with seven international championships earned across five different sanction bodies. Many of these racers will be recognized at award ceremonies held during PRI and will be stopping by the ProCharger display during the event. Watch the ProCharger Race Update for a full run-down of our 2010 Champions and other record-setting racers.

There will also be an official “unveiling” of a radical, customer-built street/strip car at 9 AM on the first day of the show…let’s just say this is one “sick” car.

Be sure to stop by if you are attending this show and to learn first-hand how ProCharger superchargers can help you meet your performance and racing goals. "

1st Run
11.76 @119mph
Mods:
Cold air intake
93 race tune
Ford Racing 4.10 gears
Magnaflow x pipe
Magnaflow catback system
Nitto NT)5R 18" Tires

2nd run
10.93 @ 125mph
with 100 shot wet system and skinnies

A testament to great driving, tuning and tires setup.  But man Ford really blessed us all with this 5.0.  There seems to be a lot of potential to be unlocked with bolt ons.  Kudos to AmericanMuscle.com.

Link http://bit.ly/gBCNr3

Let's see if this allocation actually sells.

Until i go to a supercharger kit, I think i am going to pony up for the Steeda Intake and tune.

Steeda ran an amazing 11.96 @ 115 miles per hour with this package + Drag Radials and removal of front sway bar.

I love how Ford Sync starts to talk at the end of the strip, something per "911 Assist is turned off?" lol

Test conditions: Baseline dyno 87 octane with stock airbox in 4th gear, manual trans, 3.31 gears. Final dyno - Steeda CAI with tuning on 93 octane in 4th gear, manual trans, 3.31 gears

You can buy direct from Steeda Here: http://bit.ly/e2LFLt

Head over to Stangtv, http://bit.ly/hdby71.