Roushcharger install manual

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Ford mustang procharger instructions provide you with repairs or. There are three speedy paths to power. One is compression ratio, another is nitrous oxide, and the other is boost via supercharging or turbocharging.

You get compression when you mechanically build it into an engine. Building in compression takes time and money. It can also be destructive. Nitrous is surely productive and you can get there via a simple bolt-on and proper engine tuning. Supercharging has always been a bolt-on path to power, and lots of it. However, supercharging does not come cheap. It also requires in-depth knowledge of how supercharging works, along with a professional tune once the system is installed.

The Roush and Ford Racing 2. This is the same caliber of quality and performance you get in a Roush Mustang. By comparison, the original Eaton supercharger rotating assembly featured three lobes twisted 60 degrees.

The fourth lobe and the additional twist, when combined with newly-redesigned air inlet and outlet ports, gives you greatly enhanced thermal efficiency, higher volumetric capacity, higher operating speeds, a smoother, more efficient flow of air into the engine, and improved noise and vibration characteristics. The — kit is similar. Everything imaginable is included in this kit, including spark plugs and injectors. Unlike turbocharging, the Roush R 2. Because safety was paramount to the customer, they opted for better brakes and suspension from GAS, yielding the ultimate street Mustang rocketship.

It was learned during this installation that this is not an installation to be hurried. Any detail missed is courting disaster and stands to void your warranty. Never operate your supercharged Coyote engine without the Roush tune. Misinformation about the function of supercharger bypass systems abounds. As long as it is rotating, it is always pumping air. During low demand or high manifold vacuum operation i. This results in reduced noise, and by reducing heat buildup in the intake, significantly improves street and strip performance.

As throttle demand increases, the bypass circuit is closed, resulting in maximum performance from the supercharger. The bypass circuit is never used to limit or control boost during full-throttle operation, and defeating or altering the bypass function does not result in improved performance in any condition, and results in poor drivability. You also risk engine damage in the process. Upon receipt of the PCM, a customer service representative will contact you to arrange payment and return.

This means you have to make the electronic engine control modifications Roush calls for in its instructions. Step 1: First, locate the Throttle Position Sensor TPS six-pin connector and harness at the front of the right-hand cylinder head passenger side. Using a depinning tool, pop out the locking tab and remove the six-pin connector from the engine wiring harness. It is used in the next step. Install the red plastic lock into the connector to secure all six wires in place.

The wire colors on each side of the connector pair should line up. Route the harness along the main wiring harness to the rear of the left-hand-side driver cam cover. Use tape or zip ties to secure the extension harness to the main harness. Using a depinning tool, remove the connector from the purge valve harness. This connector replaces the connector removed in the previous step. Carefully pull the white locking tab forward to allow wires to be installed into the connector.

Depress the white locking tab to secure these wires. Wire colors on each side of the connector pair should line up. Route the revised harness along the main wiring harness to the rear of the right-hand-side passenger cam cover. Use tape or zip ties to secure the extension harness to the main engine harness. Step 5: Next, locate the IMRC sensor connector light gray at the rear of the right-hand-side passenger cylinder head. Route the Roush extension wiring harness to the right-hand-side passenger cylinder head.

Route both Roush extension harnesses along the engine harness. Secure them in place with zip ties. Again it is suggested you wrap and protect your harness with Powerbraid from Painless Performance. It protects better than the factory wrap and looks sharp.

Next, pry up the engine harness retainers at the right-hand side of the engine and release the ground. Strip the wrap back. Install the pump ground wire with the existing ground wire near the right-hand strut tower and retighten.

It is strongly suggested you take detailed pictures of your factory set-up before disassembly. Did you remember to disconnect the battery? Locate the six-pin Throttle Position Sensor TPS connector and harness at the front of the right-hand-side passenger cylinder head. Using a proper pin removal tool, pop out the locking tab and remove the connector from the harness. Instructions walk you through the process of electrical connection changes.

The factory female connector plug is replaced with the six-pin connector provided in the ROUSHcharger kit. The six-pin TPS plug receives wire re-positioning, which is explained in great detail in the Roush instructions. Here, wires have been repositioned and the plug is ready for use. The two modified TPS and evaporative emissions canister purge valve harnesses and extension harnesses are blended into the factory electronic engine control harnesses. It is suggested that you use PowerBraid wire wrap from Painless Performance to integrate and protect these harnesses.

Intercooler pump power comes from this terminal at the underhood fuse box. When you connect the pump and relay, do not overtighten the nut. This solenoid valve is easily mistaken for an IAC idle air control solenoid. However, the Coyote and most drive-by-wire electronic engine control systems are not equipped with an IAC.

However, you need more. Gasket technology has come a long way and the ROUSHcharger lower intake and intercooler are no exception. These high-tech silicone seals provide a positive bond between surfaces with virtually no chance of leakage. Check out the alignment pin for a perfect fit. The —up Coyote cylinder head is different from the — head. It has the extended intake port flange for the CMCV system, which entered production for Note that GAS had to swing the knock sensor plug inboard to clear the manifold.

This is an easy manifold to install, thanks to thoughtful engineering, better gasket technology, and alignment. It is impossible to get this wrong. Torque these bolts in crisscross fashion to 12 ft-lbs Nm in one-third values. Never overtighten. The fuel rail and injectors are next, and the aftermarket offers plenty of fuel rails to choose from. GAS is going with the stock fuel rails on this one.

Contact surfaces have been checked for debris and cleared for installation. This is performed in one-third values. This boss on the front timing cover must be cut as shown to make way for the ROUSHcharger drive package. This Roush illustration demonstrates how the boss should be cut, with mm left as shown arrow. Photo Courtesy Roush Performance. The fuel line and wiring harness should look like this on the left-hand driver side when installation is complete.

The twin blade throttle body and spacer are installed next; nothing to think about here because Roush has thought of it all for you. The throttle motor and TPS are already installed and synched, making plug and play installation easy. Positive crankcase ventilation plumbing is secured next. These are easy quick-connect fittings. All you have to do is click them into place. This is the time to think about an oil separator kit for your Coyote.

This is the upper frontend accessory drive FEAD bracket, which is fastened to the front timing cover as shown. Torque the bolts to 18 ft-lbs 25 Nm. Install two idler pulleys on the machined posts of the upper FEAD bracket.

Secure the pulleys using two M8 x 1. Torque bolts to 18 ft-lbs 25 Nm with a mm socket. Install the lowest bolt into the casting prior to positioning it in vehicle, in order to clear the sway bar Mustang GT only. If you have a performancepack car, remove the two outboard bolts on the factory radiator support bracket as viewed from below the vehicle. Install two J-Clips W on both frame rail ends. Some trimming of the J-Clip may be required to install the J-Clip through the hole in the frame.

The LTR hose is connected next as shown. This is a tricky hose to get to. Use long duckbill pliers to install the clamp. Using the intercooler pump bracket C as a template, place the pump bracket against the frame behind the wiper-fluid-reservoir mounting bracket as shown. Mark the holes for drilling and remove the intercooler pump bracket. The bracket is placed on the outside of the frame behind the windshield-wiperpump-reservoir bracket, making it easy to drill the holes.

When installed, the intercooler pump and bracket are mounted on the inside of this section of the frame. Reinstall the radiator cooling fans and secure to the radiator as shown, taking care to ensure all connections are completed. It serves as a place to vent gasses and relieve any pressure.

The intake ducting and cold-air package are installed last. The Whipple front entry system offers less intake restriction because it is a straight shot in.

Front entry systems do not call for multiple degree bends or one sweeping degree bend before the supercharger inlet, which causes unequal rotor filling and lower volumetric efficiency. Of course, there are many different opinions about superchargers and which approach works best. Positive displacement superchargers such as the Whipple yield plenty of real boost for demanding power plants such as the Coyote.

It is easily one of the more popular superchargers. Now you can buy the bolt-on E-Force supercharger kit from Edelbrock and be ready to romp in a weekend. This is a pristine blower package with all kinds of intercooling; however, it is not for the faint of heart. It is quite an involved system. You must take your time and pay strict attention to instructions.

When properly installed and tuned, the Kenne Bell system makes real power. Photo Courtesy Kenne Bell. What makes the Mammoth more efficient than a typical twin-rotor Roots blower is its screw-type design, which delivers more boost and at cooler temperatures.

This efficiency does not come cheap, or easily. It is well thought out, squeezing as much power from the Coyote as possible. Everything is here to get the job done. Be prepared to spend a couple of days with this install. Few companies are more serious about supercharged power than Kenne Bell. On the Kenne Bell website you find options for your 5. The basic Kenne Bell 2. The upscale Kenne Bell 3. However, none of this stuff comes free. When your horsepower goal is more than it is strongly suggested you build a Coyote engine ready for this kind of power.

You most surely have to have a support system brakes, suspension, and tires to handle the power, including your own driving skill. Later on, the 3. In , Shelby again chose the Kenne Bell 2. Saleen also opted for the Kenne Bell 2. This is a simple task involving the replacement of plastic rivets if any are damaged during removal. Front dress installation is straightforward with a simple serpentine belt drive for the supercharger and accessories. Another important consideration is smog laws in your state.

You must have a street legal smog system to make it through an emissions test. Each and every state has its own policy. Make sure the Kenne Bell system, and others, are street legal in your area. To clear the Kenne Bell supercharger, the hood insulation blanket must be removed. The front fascia and radiator support cover must be removed to install the intercooler.

These items are easy to remove and reinstall thanks to plastic press-in fasteners. Wheelhouses must be removed to make way for liquid cooler ductwork. Again, this is easy to accomplish thanks to press-in plastic fasteners. Ford has begun using these fasteners for ease of assembly. They are normally a one-time-use fastener, so you have to buy replacement fasteners.

The washable air filter goes here in the left-hand driver wheelwell ahead of the wheelhouse. This is a cold-air induction system, which only adds to power. The Kenne Bell intercooler installs here in front of the air conditioning condenser, which puts this guy out front into the heat-extracting slipstream. Power comes from the main power panel and fuse box. Power comes on with the ignition, which means no power with the ignition off.

This is the Kenne Bell intake manifold and intercooler. Although coolant is pretty warm at degrees F, compressed air from the supercharger runs even hotter and under a lot of boost. The intercooler cools the compressed intake charge from the Kenne Bell twin-screw. When you consider the external intercooler in front, the cool-down and power gain is remarkable.

The Kenne Bell Mammoth supercharger bolts on top of the manifold and intercooler. This huge single-blade mm throttle body offers drive-through service. What this means for you is real CFM when the butterflies are pinned. This is the 4. A smaller 4. Take it down to a 3. This is the bypass valve also known as a wastegate , which vents excess boost back into the intake arrow.

The bypass valve prevents the unthinkable: excess boost and detonation. Look at this huge 4. The MAF sensor is located in the intake duct just above the air filter in the engine compartment. The intercooler expansion tank is mounted here on the left-hand driver side near the brake master cylinder. Also included are urethane engine mounts, which are considerably smaller than the factory highabsorption mounts. These mounts are adjustable, which means you can lower the engine just enough for hood-tosupercharger clearances.

There are several turbo systems out there, including complete systems and custom systems you can amass and build yourself. Turbocharging is for those who are really serious about horsepower.

You have to love turbocharging and you have to know something about it to do it successfully. Turbonetics and Innovative Turbo are among the most well known in the industry and where you should probably shop first.

If turbocharging is a must for you, get educated on turbocharging and turbo systems before running off in the heat of the day and spending a fortune. Know exactly what you want before spending a dime. Some companies, such as UPR Products, make it straightforward to install a turbocharger system.

A 5-psi tune makes more than hp at the drive wheels with a stock Coyote bottom end. This kit can make more than 1, drive wheel hp with 25 psi if your engine is precision-built with H-beam rods and forged pistons. This is a chassis-dyno-proven system where these folks made