Tech: 2015 Mustang ProCharger Test

0 2015 Mustang ProCharger Test Featured

Formula D

Evolution Performance cranks up the performance of an S550 with ProCharger’s D-1SC

By Steve Turner
Photos courtesy of Evolution Performance

Lately the 2015 Mustang has received a lot of power-adder love from the aftermarket. We recently covered the installation of the as-delivered ProCharger HO kit with the stalwart P-1SC supercharger. That got us wondering what this kit would do with the next blower in the company’s rotation—the D-1SC. Fortunately, our friends at Evolution Performance put together just such a combination.

Naturally, Evolution hit the dyno before and after the installation of the ProCharger D-1SC tuner kit to document the results, which were quite impressive. The car itself looks sharp with tinted windows and Eibach Pro-Kit springs.
Naturally, Evolution hit the dyno before and after the installation of the ProCharger D-1SC tuner kit to document the results, which were quite impressive. The car itself looks sharp with tinted windows and Eibach Pro-Kit springs.

A customer brought in a Guard Metallic 2015 Mustang GT with Performance Package and wanted a supercharger installed. As such, Evolution chose one of ProCharger’s tuner kits with the aforementioned D-1SC head unit.

If you aren’t familiar with the blower hierarchy at ProCharger, the P-1SC is good for up to 30 pounds of boost and up to 825 horsepower, while the D-1SC maxes out at 32 psi and 925 horsepower. Obviously the D-1SC takes things up a notch, but not so far that it’s not streetable.

“The goal was to build a well-rounded street car for our customer with drivability and reliability the number one goal,” Fred Cook, of Evolution Performance, explained.

As you know from reading our previous coverage of the ProCharger installation process, you’ll want to start be removing the front fascia, coolant overflow tank, factory induction, and the stock six-rib accessory belt among other things. That’s just how the crew at Evolution Performance got started.
As you know from reading our previous coverage of the ProCharger installation process, you’ll want to start be removing the front fascia, coolant overflow tank, factory induction, and the stock six-rib accessory belt among other things. That’s just how the crew at Evolution Performance got started.

Opting for the tuner kit meant they could customize the system to further enhance its performance. To the supercharger they added a T-Bolt Clamp Upgrade Kit, a set of colder NGK spark plugs, a set of Injector Dynamics 100 lb/hr fuel injectors, a JMP Chip & Performance Fuel Max fuel pump voltage booster, a 170-degree thermostat, and a Flash Power programmer serving as the conduit for a custom tune.

While custom tuning a power-adder 2015 Mustang is a bit more complex due to the new programming inside the TriCor PCM, Evolution has long had the support Lund Racing to calibrate its high-performance machines.

“When you have the best Ford calibrator in the business—Jon Lund of Lund Racing—the challenges are minimal,” Fred said.

With the Evolution-spec ProCharger system in place and Jon’s tune in the PCM, this 2015 Mustang GT put down some impressive rear-wheel numbers. Watch it run on the dyno right here…

“We’re very happy with the results and so is the customer,” Fred added. “The car drives great and the power is very linear.”

Since the ProCharger kit includes a right-angle thermostat housing, the blower swap proved an opportune time to install a cooler, 170-degree thermostat.
Since the ProCharger kit includes a right-angle thermostat housing, the blower swap proved an opportune time to install a cooler, 170-degree thermostat.
For a stealth look on the Guard S550, Evolution chose a blacked out intercooler core for the combo. Evolution bolted the core to the bumper bracket and swapped the mass air sensor from the factory inlet to the intercooler.
For a stealth look on the Guard S550, Evolution chose a blacked out intercooler core for the combo. Evolution bolted the core to the bumper bracket and swapped the mass air sensor from the factory inlet to the intercooler.
The ProCharger inlet system includes an ample air filter and a Proflow Surge Valve. It releases boost pressure when the throttle closes.
The ProCharger inlet system includes an ample air filter and a Proflow Surge Valve. It releases boost pressure when the throttle closes.
The ProCharger system requires minor reorientation few stock systems, but the install is really straightforward. One small concession to making room for the blower bracketry and belt drive is this right-angle fitting for the thermostat housing.
The ProCharger system requires minor re-orientation of a few stock systems, but the install is really straightforward. One small concession to making room for the blower bracketry and belt drive is this right-angle fitting for the thermostat housing.
Here’s the completed installation. With the black finish on the D-1SC, the ProCharger setup looks downright factory. You can see that Evolution went even further by artfully rerouting the crankcase ventilation hoses to include an oil separator. They even used heat-shrink clamps for a super-sano look.
Here’s the completed installation. With the black finish on the D-1SC, the ProCharger setup looks downright factory. You can see that Evolution went even further by artfully re-routing the crankcase ventilation hoses to include an oil separator. They even used heat-shrink clamps for a super-sano look.
Since they were cranking the boost up to near 11 psi, Evolution upgraded the fuel system with a set of Injector Dynamics 100 lb/hr fuel injectors and one of JMS Chip & Performance’s plug-and-play fuel pump voltage boosters.
Since they were cranking the boost up to near 11 psi, Evolution upgraded the fuel system with a set of Injector Dynamics 100 lb/hr fuel injectors and one of JMS Chip & Performance’s plug-and-play fuel pump voltage boosters.
Likewise, with this kind of power on board, shifting becomes more important. As such, Evolution enhanced the car’s capabilities with a Steeda braided stainless steel clutch line and a Steeda MT-82 transmission mount bushing insert. The former improves clutch feel and the latter helps positively locate the shifter, which makes for more consistent shifting.
Likewise, with this kind of power on board, shifting becomes more important. As such, Evolution enhanced the car’s capabilities with a Steeda braided stainless steel clutch line and a Steeda MT-82 transmission mount bushing insert. The former improves clutch feel and the latter helps positively locate the shifter, which makes for more consistent shifting.
To take the shifting to another level, Evolution also installed one of MGW’s Race Spec MT-82 shifters and composite Pony race knob. While not directly related to the supercharger, these shifting upgrades will make utilizing the car’s newfound power more enjoyable.
To take the shifting to another level, Evolution also installed one of MGW’s Race Spec MT-82 shifters with a composite Pony race knob. While not directly related to the supercharger, these shifting upgrades will make utilizing the car’s new-found power more enjoyable.
Check out those gains. With just a Gibson axle-back, the Evolution-spec ProCharger D-1SC system, and a Lund Racing custom tune, the car pulls stronger from the jump all the way to redline. With a stock baseline of 376.56 horsepower and 356.93 lb-ft of torque, the Guard 2015 Mustang clocked peak-to-peak gains of 291.3 horsepower and 201.5 lb-ft of torque at the rear wheels!
Check out those gains. With just a Gibson axle-back, the Evolution-spec ProCharger D-1SC system, and a Lund Racing custom tune, the car pulls stronger from the jump all the way to redline. With a stock baseline of 376.56 horsepower and 356.93 lb-ft of torque, the Guard 2015 Mustang clocked peak-to-peak gains of 291.3 horsepower and 201.5 lb-ft of torque at the rear wheels!
Taking a look at a sampling of the data in chart form, you can see the ProCharger D-1SC and the new-school Coyote get along quite well. As you would expect with a centrifugal supercharger, the gains swell with rpm. However, from 3,100 on, those gains are in the three-digit zone. That’s something you can really feel, even on the street.
Taking a look at a sampling of the data in chart form, you can see the ProCharger D-1SC and the new-school Coyote get along quite well. As you would expect with a centrifugal supercharger, the gains swell with rpm. However, from 3,100 on, those gains are in the three-digit zone. That’s something you can really feel, even on the street.

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