STAGE 2 ProCharger Systems for 2015 Mustangs, RELEASED!

[pinero61]

My understanding is that you'd also need the MAP sensor as well for the gauge to read boost. Not just a straight swap of the gauges.

I'm not sure if this system can be converted to MAP. Would be nice considering that we'll be pushing boost.

Either way, a direct gauge swap alone will not work.

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[AdrianMAK]

I really like this HO kit. Until now I was leaning towards the Roush, but man, this kit really caught my attention. I have local shops here which I know can definitely do an awesome job. Apart from the fluid change questions, will the clutch and tranny be good at about 600 RWHP with a conservative tune? This is for the PP car, so manual is the trans in question.


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Procharger Provides a drain kit which is a braided line that leads from the head unit to the bottom of the car with an NPT plug on it. To change the oil just unscrew the plug, let it drain, Install Plug and pour fluid in through the top of the head unit. In that order specifically for reasons that should be obvious. :headbonk:

As far as trans on street tires the trans and clutch should be fine. I am making 600RWHP and the clutch and trans have not hiccuped yet. On sticky tires the story may be different. We would recommend a clutch upgrade at that point.

 

[ProChargerTECH]

Man, this just adds to conundrum. Twin screw or centri charger???

I will make this easy one you.

Our kits easy to install,
Makes killer power (obviously guys are now making 600rwhp on just 8psi)
And can be had for so little $$$$ compared to our competitors, you can treat yourself to a set of rims with all that extra cash.

How is the Oil changed?
Do you need special tools and/or equipment?
Is it neccesary to remove the head unit in order to drain and fill the oil?
Is it easy enough as to be done by the customer regularly?

Drain plug on bottom.
Remove it, drain it.
Fill with one bottle from the top.

Its as easy as pie.

Answers lead to more questions.

My understanding is that the stage 2 kit has a dedicated drive belt system while the HO system utilizes the existing drive system with a longer belt for the Blower. Is this correct?
The other item the stage 2 system includes is a larger inter cooler. Other than installation hardware is there any other difference in the two systems?

Correct, the Stage 2 comes with the dedicated drive and larger intercooler.
However, HO guys can order their system with the larger intercooler if they want.

How much total weight does the stage 2 system add to the vehicle?
How does that compare to the added weight of the Whipple system?

My guess would be around 60-80lbs of install weight for ours depending on what system/intercooler. Its really light all things considered, the intercooler and blower are really the only weight in the system.

Don't know what theirs weights, and it would be unfair to guess.
Maybe they will state it in a post.

How much boost does the default pulley and tune provide?

With the Stage 2 systems we have seen over 200rwhp gains with stock boost, and stock tune.

The installation instructions indicate that several additional gauges are necessary.

Not necessary, but recommended.
Willing to bet 97% of our systems installed, never have a fuel pressure or boost gauge installed.

Can any of the virtual gauges accessible thru the display be utilized or does the install need dedicated and newly installed gauges?

Have not seen any factory gauges being successfully modified at this time.
(At least not on the mustang)

If new dedicated gauges are necessary, any recommendation on specifics to install so everything looks clean and factory (style, location, etc.) without looking like an afterthought?

We have a boost gauges mounted in the center A/C vent. It looks factory, and is very clean.

Several posts mention better mileage from the ProCharger and tune. Is this completely due to the tune or does the ProCharger increase mileage at low RPM?
I would expect the additional drag from the hardware to hurt mileage, so the claim seems counter intuitive unless the tune accounts for the difference.

With nearly all of our systems we pick up MPGs. However the largest gains we see are on the 5.0L market (trucks and mustangs) Its due to the tune, and the nature of the centrifugal blower.

I really want to replace my 'vacuum' gauge in my GT PP to a vacuum/boost gauge that is the same one on the Ecoboost. Does anybody have a link to a p/n, price, and instructions to add the Ecoboost gauge to the GT PP instead of the vacuum gauge?

Not possible at this time. The systems (ECU's) work completely different.

Have you used any of these cam-locks on any other system? The only other dedicated drive system I've used, the adapter pulley bolted directly to the harmonic damper. The cam-locks worry me more than a little bit for longevity.

We use them on our Corvette systems, Camaro Systems, and Previous mustang systems. Out of the literally thousands of these units out there, the failure rate has been little to zero. (and the few that have had issues, are related to installation error, such as forgetting to put lock-tite on the bolts as dictated in the instructions)

 

[Evolvd]

I will make this easy one you. Our kits easy to install,
Makes killer power (obviously guys are now making 600rwhp on just 8psi)
And can be had for so little $$$$ compared to our competitors, you can treat yourself to a set of rims with all that extra cash.

If it were only that easy...I'm more concerned with power delivery, response and driveability. The cost difference isn't that much in my mind nor is the ease of installation.

 

[Barrel]

I guess I just need to be more direct. What is the expected power difference between a Stage 2 kit and the HO kit right out of the box?

 

[ProChargerTECH]

If it were only that easy...I'm more concerned with power delivery, response and driveability. The cost difference isn't that much in my mind nor is the ease of installation.

Driveablillity will be stock, with the bonus of improved gas milage.
Perfect hot weather starts, cold as heck starts, throttle response etc.

Power delivery, will be more then your tires can hope to handle.

Honestly whats been really nice for us centrifugal companies is the advances in modern transmissions. Having 6,7, and now 8 speeds has REALLY increased the gear ranges available. Thus the slight drop in boost between gear change is hardly anything, and the efficiency of the compressor LONG makes up for it in the end vs. others with "flat" boost curves. (I said "flat" in quotes, since most PDs do have boost that falls in upper RPM, depending on application)

One thing that gets old hearing is "Centrifugals don't have down low TQ"
Which is funny, because a 100% stone stock down to the mufflers 2011-14 Mustang with an AUTO, has no issues pulling the front tire off the ground with nothing more then a ProCharger kit, and a set of drag radials.
Yes, we all know these IRS cars are going to be much different at launching.


(This is the car, 100% stock, other then wheels and tires)
(ProCharger kit on 10psi)
Runs 10.60's @136 mph

* somewhere I have the images of the front tire being about 1-2" off the ground. Gotta see if I can dig them up.

 

[ProChargerTECH]

I guess I just need to be more direct. What is the expected power difference between a Stage 2 kit and the HO kit right out of the box?

The HO system is at 8psi,
and can deliver anywhere between 540-600rwhp.


The STG 2 system is at 9psi,
and can deliver anywhere between 560-620+ rwhp

(Depending on fuel quality, transmission, and the car)


Power numbers would be the same between the two kits, if the boost level was equal. Since this power level is very low for both intercoolers. Its not until you went above 700rwhp would the major separation between the two intercoolers really start to show. Hope that makes sense. However people that race a lot, or live in a hotter climate are likely more apt to pick the larger intercooler right out of the gate, no matter what power level they are at.


Hope this helps answer any questions.

 

[Barrel]

The HO system is at 8psi,
and can deliver anywhere between 540-600rwhp.


The STG 2 system is at 9psi,
and can deliver anywhere between 560-620+ rwhp

(Depending on fuel quality, transmission, and the car)


Power numbers would be the same between the two kits, if the boost level was equal. Since this power level is very low for both intercoolers. Its not until you went above 700rwhp would the major separation between the two intercoolers really start to show. Hope that makes sense. However people that race a lot, or live in a hotter climate are likely more apt to pick the larger intercooler right out of the gate, no matter what power level they are at.


Hope this helps answer any questions.

That's what I'm looking for. Thanks.

 

[phunk]

Just to annoy you with more questions...

Is the Stage 2 using a different pulley ratio than the HO, or is the 1psi higher boost level a rough estimate of what is gained through an intercooler with larger cross section (less pressure drop).

 

[ProChargerTECH]

Just to annoy you with more questions...

Is the Stage 2 using a different pulley ratio than the HO, or is the 1psi higher boost level a rough estimate of what is gained through an intercooler with larger cross section (less pressure drop).

The crank pulley size is drastically different.
HO = stock balancer
STG 2 = Larger 8" pulley

Also, yes the intercoolers are a little different, so a little less drop as well.
However we felt comfortable with the crazy low IAT's shipping the systems at a little higher boost level with the Stage 2 system.

(Obviously with people already making 14psi with the HO system and 709rwhp, its only a matter of time till big numbers on these STG 2 systems starts hitting the forums)

 

[phunk]

That makes sense... I figured the crank pulley was larger. Just wasnt sure if the head units pulley was configured to keep the ratio the same (same impeller speed vs crank rpm)

 

[ProChargerTECH]

That makes sense... I figured the crank pulley was larger. Just wasnt sure if the head units pulley was configured to keep the ratio the same (same impeller speed vs crank rpm)

The pulley on the head unit does change to keep it all close.

HO uses 4" pulley
STG 2 uses 4.88" pulley

 

[MotorJoe]

I'd like ProCharger's opinion on the best set up for me. I am leanning towards the Stage 2, but please recommend based on:

- I do not want to go into the engine, the Max safe power for the stock internarls.
- Fuel 91 Octane.
- Hot weather months up to 100°F
- Daily driver at 5,000 ft above sea level.
- Occasional trips to sea level.
- I do not have a Tuner I could take the car to, for a Custom tune.

I want a simple system that I can install and forget about it, other than it's maintenance.

 

[JoeDogInKC]

I'd like ProCharger's opinion on the best set up for me. I am leanning towards the Stage 2, but please recommend based on:

- I do not want to go into the engine, the Max safe power for the stock internarls.
- Fuel 91 Octane.
- Hot weather months up to 100°F
- Daily driver at 5,000 ft above sea level.
- Occasional trips to sea level.
- I do not have a Tuner I could take the car for a Custom tune.

I want a simple system that I can install once and forget about it other than it's maintenance.

These were my concerns too and ProCharger is, in my opinion, the best option for that. I didn't have the sea level requirements, though. You should be able to go with the Stage 2 unit on 9PSI and not exceed the ~750hp rating of the stock motor.

 

[Process]

These were my concerns too and ProCharger is, in my opinion, the best option for that. I didn't have the sea level requirements, though. You should be able to go with the Stage 2 unit on 9PSI and not exceed the ~750hp rating of the stock motor.

Will the provided injector be enough though for a stage 2 system running a D1SC head unit? It seems like the ID1000/BAP route thats commonly found in the Paxton kits maybe the better way to go.

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