Make sure to read the “How a Turbo System Works” section to help you better understand all of the
technical information provided below. We at Velocity Turbo Systems want to provide a full
understanding of all our products to help you better determine if one of our systems is right for you.
1. Question: What is the advantage of a turbocharger over a supercharger?
Answer: Turbochargers, at the lower RPM range allow the vehicle to gain traction before the power-band is
reached. For drag applications, the use of a trans-brake can put you in the power range of the turbo for
high power launches (when using a drag specific tire). A turbocharger also has no parasitic drag from
having to use a belt to make boost. Essentially, a turbo uses exhaust, which the motor creates already, to
make the turbo spin. Using exhaust, (which would be considered your engines’ waste), makes more power
without prohibiting engine rotation is an ideal way to make more power than your engine does naturally
without forcing harmful levels of boost into the lower (unsafe where stock motors are concerned at levels
over 10 psi) RPM ranges. So, in a nut shell, turbos are easier on your stock motor, ensuring a long life and
2. Question: Doesn’t a turbocharger reduce my oils’ ability to lubricate my engine?
Answer: No, when you add a performance enhancing device to your car you should consider
selecting better lubricating oils anyway. Whether it be a cam shaft, turbocharger or a supercharger it
doesn’t matter. When modifying an engine to make more power you are creating more and faster wear on
its parts. If you drive hard, even on a stock motor, it is always a good idea to use thicker standard oil or
even a synthetic to better protect your engine for a long life of laying tracks. In the case of a turbocharger
we recommend using a 20/50 Mobil 1 synthetic. This will both lubricate and handle the high friction and
high heat requirements of oil that will both lubricate the engine and the turbocharger. In addition to this,
we also recommend changing your oil every 2000 miles. The last thing you want to do is risk locking up
your motor or overheating the bearings in your turbo.
3. Question: What gauge and piping do you use on your turbo systems?
Answer: Good Question. Unlike other Mustang turbo companies we use 16 gauge 304 aircraft grade
stainless steel provided by Kooks Custom Exhaust, which is the industry leader in quality stainless exhaust
systems. The misconception that anything other than stainless is good enough is simply untrue. Aircraft
grade 304 stainless steel is the most stable material available with the exception of more exotic (aerospace)
alloys. Anything less than 16 gauge stainless is just not good enough. Ceramic coated, aluminized, or
powder coated mild steel cannot compare to stainless in ANY head to head comparison. Mild steel is
commonly used and has been accepted as the industry standard. Mild steel is not intended to withstand the
long term extreme heat cycles that a turbo system creates. We feel that we cannot put our name on
anything that is just ‘adequate’. Our turbo systems are purpose driven, to outperform our competition and
create the maximum safe horsepower possible. 1500 degrees is one hell of a lot of heat, and we build our
kits to withstand it plus some. That’s why we have a lifetime fully transferable warranty on all of our pipes
4. Question: Why do you offer so many exhaust housing and turbocharger choices?
Answer: As with our fuel options, we cannot see the reasoning behind forcing our customers to have to
use something that may not fit their application. Because all of our head units are built to order, it gives us
the ability to let our customer fine tune this component to whatever their needs may be.
5. Question: Why do you have dual waste gates and blow off valves?
Answer: Again, unlike other kits we pride ourselves on maximum performance and minimal hassle. We
have incorporated dual waste gates to completely eliminate the boost creep problem when trying to make
higher boost levels, (in excess of 9psi). We feel that one waste gate is not enough to handle the volume of
air produced by an 8 cylinder gas motor. By utilizing one waste gate right after the outlet of each header
and before the inlet of the turbo, we are able to address this problem at the source. Also, by bleeding off
the waste gates into the atmosphere through their own pipe we have also alleviated the problem of
creating a point of pressure build up in the down pipe which slows spool thus making power response
The reason for dual blow off valves is to completely eliminate the possibility of turbo back spin from not
being able to blow off all the boost volume at higher pressure levels. Secondly by having two blow off
valves, we are able to blow off the volume faster, thus allowing the turbo to free spin, shortening the spool
time between shifts. So, in conclusion, two waste gates equal safe boost control at any pressure level and
two blow-off valves equal extended turbo life and fast spool time from one gear to another.
6. Question: Why don’t your systems come with fuel?
Answer: We get that question a lot. There are so many fuel and MAF companies out there that we like to
leave it up to the customer to get the MAF and injectors that they feel most comfortable with. On many
occasions these items change during a tune so we feel that it is just easier for a customer to hand pick
what they want Fuel, MAF and other tuning related products are a very personal choice for most serious
enthusiasts so we designed our kits to accommodate the large majority of MAF’s on the market today.
7. Question: I know that I can retain all of my accessories with your kit but do I have
to relocate things like the alternator or power steering pump?
Answer: No! Our systems retain all accessories in their stock locations and you don’t have to even
remove them for installation. On the Fox Body kit (87-93) and Modular System (96-04 2V and 4V) we
provide you with custom braided air conditioning and power steering lines so that they can be routed away
from the high heat areas. Air conditioning systems don’t work very well if the fluid is too hot to cool down.
As for the power steering lines the last thing you want to have to do is replace the PS pump because the
seal failed from boiling power steering fluid. Replacing a power steering pump is not a fun or clean job to
have to do after you put on a brand new turbo system. In addition to these lines we also include new re-
routed upper and lower radiator hoses. These will prevent the over heating of the radiator fluid. It also
keeps your car running smooth and cool.
8. Question: Why doesn’t your Modular Kit come with a K-member? Wouldn’t it be better to
have one on my car?
Answer: Our Modular system doesn’t need a K-member!! Also, we don’t know very many people who can
change a K-member in their driveway! That is the approach that we decided to take with the Modular
system. So, working in conjunction with Kooks and Spin Tech we were able to integrate the tight radius’ of
Kooks and the oval pipe technology of Spin Tech to develop a system that gives you ground clearance
under the stock K-member with your car lowered 1.5”. The custom oval up-pipe and down-pipe sections
do not prohibit exhaust flow in the least, and are currently being used by every NASCAR team as well as
some of the biggest NMRA racers. We are very proud to be working with Spin Tech on the optimization of
exhaust flow and making it possible to do away with the troublesome aftermarket K-member. For the
second part of your question, K-members are a great way to cut weight for faster ET’s and our systems will
work with very little adjustment. Now, for a daily driven street car your basic K-member is not the best
way to go. The basic tubular K-member in most cases will not withstand the stress of adverse road
conditions like pot holes and hard cornering. There are very few that can handle daily drivability and have
proven to be cost prohibitive.
9. Question: Do you have the option of a dump style down pipe?
Answer: There is no need for that with our systems. We have incorporated a 3 bolt cutout with bolt-on
turn down for when you feel the need to open it up and smoke the competition. You have the convenience
of using your existing cat-back and having the option of opening the dump on the track or street while
retaining the stock look and street sleeper persona that so many of you desire.
10. Question: Does your Modular kit bolt up to stock manifolds or shorty headers
like your competition?
Answer: No, our Modular turbo system is based on a Kooks long tube header to help maximize low rpm
torque produced by the modular motor. They really make a huge difference on the top end. For example,
Kooks tested these long tubes verses the stock ‘log’ manifold on a Shelby GT 500 without a tune and made
around 40hp over stock. That is a very impressive increase for a mere exhaust upgrade. By basing our
Modular turbo system on a Kooks long tube header we have maxed out the exhausts’ flow potential which
translates to a better performing turbo system.
11. Question: Do I have to get a shop to install your kit or can I do it myself?
Answer: Besides making killer power, one of our main goals in developing our systems was that the
customer could install it themselves without the need of a lift. You really don’t need much for the install;
basic mechanics tool set, basic wiring tools and a few special tools (plus floor jacks and jack stands) that
you could rent at your local parts store (if you don’t have them or can’t borrow). All of our systems are
weekend installs. These kits are simply the best available and best backed kits on the market today.