Supercharged fox body

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Kenne Bell L Blowzilla/ Flowzilla L Mustang Supercharger Kit


Here's the news you have all been waiting for after over 9 months of negotiations TPS has signed an exclusive deal with Kenne Bell Superchargers to reproduce one of the most sought after superchargers for the Fox Body Mustangs! 

This kit is the ONLY Twin Screw Supercharger available for the push-rodded and offers instant delivery of TQ unlike centrifugal superchargers.  There is no comparison for to a centrifugal when it comes to fun and WOW factor when you pop your hood @ a meet or car show.  Kenne Bell Twin Screws are always pumping at full capacity, even at idle which is why you have Boost on Demand instead of having to rev up in RPMs for boost and HP delivery for turbos and centrifugal superchargers.

Blowzilla Standard Kit
-Accepts up to 70mm throttle body.
-Up to 18PSI and supports up to HP
-Completely assembled. Ready to bolt on.
-Standard LB PSI included (Customer can pick any pulley size when ordering)
-Polished or satin/black.
-Includes EGR
State CARB Legal
-Works with GT40/ Cobra Intake only

Flowzilla Kit
% greater air flow.
-Up to 18PSI and supports up to HP
-Includes Customer Requested Pulley size
-Lower IAT temps
-Accepts up to 90mm throttle body.
-Internal bypass valve.
-Completely assembled. Ready to bolt on.
-Polished or satin/black.
-NO EGR (Non Emissions Compliant)
-Works with GT40/ Cobra Intake only

How well does the new Kenne Bell BLOWZILLA/FLOWZILLA work? Muscle Mustangs and Fast Fords Editor Richard Holdener recently tested the Kenne Bell BLOWZILLA/FLOWZILLA kit on his own engine with the Westech engine dyno. The little had # AFR heads, Comp Cams # cam, 75mm throttle body, 77mm mass air, Kenne Bell Switch Chip and 42 lb injectors. The combination made an amazing HP at psi and at psi with a pavement ripping flat torque curve ( ft lbs). ft lbs @ rpm. That's " engine torque numbers. The boost never varied or dropped off from up - and there was another 9 psi left in the supercharger.


Supercharged Ford Mustang LX Survivor Isn’t Your Average Fox Body

Finding a low-mileage car is more complicated than finding an honest politician, which is why chassis number 1FABP40E7JF is all the more special over its peers. Offered with less than 20, miles (32, kilometers) on the original powertrain, this blue-painted unibody still features the original blue paint, exterior trim, weatherstripping, map light, ashtray, and radio. The LX trim level was considered a performance bargain at the expense of a few creature comforts, such as the crank-style windows and no air conditioning.

Equipped from the factory with a tilt steering wheel, the notchback starts right up and idles nicely, according to the selling dealer. Shifting comes courtesy of a five-speed manual that maximizes the driving experience with the most amount of enjoyment, Dunlop tires are wrapped around new 16 inchers, and a Paxton supercharger complements the small-block V8.

The unassuming looks further hide an impressive number of tasteful mods. Those include shorty headers, SVO gears and an SVO speedometer with a Steeda recalibration gear, the Hurst shifter, window tinting, a brand-new driveshaft, the ASP Performance supercharger pulley, a boost gauge, and a Ford Racing LPH electric fuel pump. The list continues with a dash-mounted air/fuel ratio gauge, an inch differential rear cover and stud kit, GT40 heads and manifolds, a police oil cooler, and an aluminum radiator.

As expected of a sleeper, the suspension and braking systems have been improved as well with bigger calipers and rotors, H&R street springs, bump stops, Ford Racing front control arms and motor mounts, Eibach sways, and heavy-duty rear control arms from BBK Performance. Listed at $21, by Mainly Muscle Cars, this no-nonsense Fox-body is equally as impressive under the skin because the underside shows almost no surface corrosion at all.

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The Mustang GT’s litre V8 is outputting kW from the factory. This particular steed is rated at kW, thanks to the addition of a Roush supercharger. We strap ourselves in.

They say the Ford Mustang is the most tuned car in the world. It helps that many of the old nags are in dire need of a good seeing to. And that Stateside you can pick up old mules for ‘chump change’ as they call it. There is a huge aftermarket industry looking after Mustang in its all of its generations, from complete restorations of the classics to pro-touring options sporting air suspension and the latest crate engines. There’s even a market for tuned Fox-body models, and even the horrid little Mustang II. If you can think it, there’s a tune-up option for every Mustang imaginable, particularly if you have drag racing in mind.

Enhancing the new Mustang is proving popular in New Zealand, with plenty of buyers opting to dip into the range of Ford Performance upgrades available through their local dealer at the time of purchase. This sees their Mustang delivered ready to go with a few more ponies and a lot more noise than the standard offering. For the GT model there are three upgrades available; Stage One adds a few more kilowatts and decibels thanks to an air box and muffler change. Stage Two bolts on a freer-flowing exhaust while an engine tune takes power to a quoted kW at the flywheel and would be the most logical upgrade as it costs a modest $9k with the muffler kit. And all with the factory warranty intact too.

For those looking to step things up a notch or three, there’s the Stage Three kit, adding a blower to take the kilowatt count to a claimed while liberating $25k from the owner. This includes a supercharger kit, cat-back exhaust, new air box and engine tune, and you best go for the sport muffler kit while you’re at it. What’s another $ anyhow? We recently tested this package as fitted to CTB Performance’s show car, a GT auto, which has been treated to a full Roush kit.

First, the sound. The exhaust mods free the noise every V8 fan wants to hear, particularly at start-up and idle with a satisfying, even rumble. There’s no lumpiness here with the quad-cam configuration. There are a few speed zones where it will begin to drone but a quick downshift usually sorts that if it annoys. At km/h there’s not so much of a problem. As the engine hones in on rpm, the note is raspy, loud and bellowing, though lacking the usual supercharger whine. You just don’t hear the blower at all but you do feel its presence. The supercharger fills the bottom end of the rev happy V8 with some much needed torque.

It’s not a sledgehammer, but rather the surge builds gradually. The in-gear pull is impressive as the speedo needle moves swiftly around its dial while the tacho needle hardly moves in the taller gears. And this helps even out fuel consumption from ridiculously ravenous when pumping away hard, to the usual mid- to high-teens average of the stock standard GT. This car is a daily driver and was showing a long term average of 19L/km.

The power delivery is what you’d term interesting. It likes the throttle to be all the way open and then it spews out the grunt but on part openings, it can get cranky. This car had been fitted with a set of headers, not usually part of the Stage Three kit, and Sam from CTB Performance, the company which carries out the Ford Performance work, said this has exacerbated a slight hesitation with the Roush blower. He says he’s been meaning to tune it out on the dyno, but he’s been busy modifying other Mustangs. Every time we go out to CTB Performance, you can’t move for all the GTs in for hot ups, so we’ll forgive him on this occasion.

Given it likes to be driven flat out, it’s a bit of a handful on road as the opportunities to go hard are limited. But when you can, it delivers the rush that is missing from the stock GT experience. While there is more torque lower down, the engine still likes revs and the real power isn’t unlocked until at least rpm. Once accessed, you’re really hauling. As we have noted with other supercharger conversions, the auto has its work cut out trying to keep up with the enhanced torque curve, while cog swaps at higher engine speeds are harsh. But with so much more shove, the ’box doesn’t have so many shifts to execute. In the stock GT, we were always looking to hook second gear to enable better drive out of the slower bends, but with this set-up it’s just not advisable. With the added grip of the wider rear Pirellis that encase the new wheels, third gear hauls you out nicely, though a degree of throttle caution is still advisable.

No prizes for guessing – it was a prickly beast to performance test, even with that extra tread. Stalling it up on the brake is a pointless exercise unless you intend to vaporise the tyres. Those first few metres are the most vital, and so gently tipping the throttle in gets the Mustang moving before you squeeze the gas down gingerly. And it’s still struggling for traction as it squirms its way to a sec , with km/h taking sec. The gearing isn’t quite optimal for the latter, as it feels quicker than the number suggests, even if it is still struggling to ground the power. We reckon it’d have no problem breaking into the threes launching on warm tyres from a sticky staging area.

You may have noticed another feature of the CTB show car in the opening pic, its ride height. This GT is riding on air, the system replacing the regular dampers and springs with air bags. With some changes to a few of the linkages and sway bars, it allows for fully adjustable ride height ranging from slightly raised to sitting on the ground. There’s an air tank in the boot, positioned up behind the rear seats so as not to impact hugely on boot space (though the load through hole is useless, but we get the look is more important than the practicality) and a small compressor under the boot floor.

This is a little noisy in operation but it only works hard when you start playing around with the height, to be fair. So you get the low rider look when parked up, and then you can set your desired height for the drive. The system needs to be fool proof before it’s ready for general consumption however. As it rolls, if you have the wheels turned and lower it, the body will sink down and crush the guards, so this needs to be isolated. The price for the kit is likely to come in around the $10k mark, and CTB Performance is working on adapting the Camaro kit for use on the Commodore.

And what’s the actual ride like? It’s firmer than the stock GT set-up, for sure. While they aren’t adaptive air dampers, they remain surprisingly complaint as speeds rise. This helps improve the handling of the Mustang as it rids the suspension of its tendency to lean over before it heads into bends, and the steering still has its progressive feel as it nears the limit.

The Stage Three Roush kit adds $40k to the price of the GT as it includes the full Roush aero pack with its high air flow front end, splitter, lower driving lights, bonnet vents and scoop and other add-ons like the faux vents on the rear and the panels on the quarter windows, which look good but rob it of vision. The standard kit does not include the air ride but rather lowered springs and the Bathurst inch wheels and Pirelli P Zeros.

As we said, there are plenty of options when it comes to souping up your Mustang and the full Stage Three kit is at the crazy end of the scale. It’s a tad stroppy for the road but would be great fun at the strip, and on the skid pan. Like a proper muscle car then.

How much power? Supercharger, heads, intake, cam; fox body Mustang!

Racers have it easy these days. With systems like the Holley Terminator X EFI, adding boost to a Foxbody Mustang is just a few taps of the included handheld device away. Follow along as we add a Vortech supercharger to a Mustang GT equipped with Holley's Terminator X.

Speaking of Vortech Superchargers, the company just reintroduced supercharges featuring a "heritage" straight-cut gear set. Not since Vortech's first gear-driven centrifugal blower for Mustangs in has the aggressive whistle of the V-1 A-Trim's straight-cut gears sounded so good. The original straight-cut gears are optional for Vortech V-3 and select Paxton NOVI superchargers. When ordered with a self-contained lubrication system, a "Heritage" V-3 supercharger combines old-school sound with modern installation convenience.

Holley's Terminator X EFI system brings contemporary self-tuning convenience to vintage Foxbody Mustangs. Besides replacing aging components, the Holley Terminator X's wide-band oxygen sensor continually adjusts fueling to meet air/fuel ratio targets--including during wide-open throttle. No chips are needed for tuning, as all adjustments are just a tap away using the included handheld controller or laptop software.

We already added Holley lb/hr injectors and a lph fuel pumpwhen testing the Terminator X's nitrous control so we knew the fueling needs of our blown were handled. All we needed to do was install the Supercharger, add a 2-bar MAP sensor, and make a few tweaks with the Terminator X. If that sounds easy, it was!

Owning an old-school Foxbody draws a lot of attention. The most common question is, "Is it fast?" The answer is…complicated. By today's standards, a mostly stock Fox is fun, but won't win many matchups against late-model machinery. However, adding Vortech's V-3 Si-trim supercharger gave this old Foxbody what it needed to live up to the legend. Follow along as we add 50% more power (and vintage sound) to a Mustang GT!


Fox body supercharged

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