2004 MACH 1 38K 76MM TURBO K MEMBER STAGE II QA1 STRANGE MOSER AXLES AUBURN LOCK

Auburn Gear, the same industry giant famous in the late-model Mustang world for its popular cone-type limited-slip differential, has just released a new design spun off its original-equipment business that looks to offer a huge range of performance at approximately $600 retail. While that's not pocket change, it is within reach of the drag enthusiast who values full-on, both-wheels-locked traction. That's the sort of bite promised by the new Auburn, because while it functions as a limited-slip during normal street operation, it clamps up into a locker at the flip of a switch.

03-'04 SVT setup is more of a tuner-style kit. Urist explained the '03-'04 Cobra kit is a beast of another kind with its 76mm turbocharger. "A full-bodied Cobra, a legit street car, with a straight axle and good suspension setup can run 9.90s at over 140 mph with this kit. I know because we have had customers run those times." He also reminded us that the engine was stock save for the turbo setup and intake. Once '03-'04 Cobra owners dump the stock Eaton blower, they will need to buy a '99/'01 Cobra intake or an '03-'04 Mach 1 intake. The piping is a little different between the turbo systems due to the physical size of each compressor unit. Larger fuel injectors are available in the '03-'04 kit, but it does not include a fuel pump or lines.

Remember our test subject had a 281ci engine. It goes to show how matching the compressor and turbine is critical for different applications. Our test car made 847 hp to the tires at 24 psi of boost with the 76mm turbo and 16 degrees of timing. This was also with stock exhaust manifolds. But once the turbo comes on, the power can only be described as demented. It just keeps pulling right up to redline. If the engine could rev higher, there's no doubt the turbo would continue to shove you into the seat harder.

Our experience in this car was interesting, to say the least. The tests were made from a Second-gear roll. As soon as the throttle is slammed wide open, a few things happen. Your mind instantly thinks this isn't so bad. A nanosecond after that, the boost gauge sweeps past 20 psi and your eyeballs smash into the frontal lobes of your brain. The boost gauge hits 25 psi instantly and the rpm continues to climb. The 6,500-rpm shift point comes up quickly. There is a brief pause in the madness because of the granny shift, and then it starts all over again when you go back to WOT. Boost drop is minimal on the gearshift, despite the easy shifting methods.

Third gear offers a bigger load on the engine, so the boost gauge surges toward 27 psi. We are not sure where the boost gauge needle went from there because we tried not to take our eyes off the road at these speeds. You don't realize how fast you're going because everything is a blur, and of course the engine is screaming and the turbo is whistling. As your foot comes off the pedal at the top of Third gear, the realiza-tion that you are over 120 mph sets in. Cool.

Phillips said if we had slammed the transmission into Fourth, we would have seen 29 or 30 psi of boost on the gauge. We made 847 on the dyno at 24 psi, so conventional thinking would push the horsepower on the street a bit higher. The power is smooth and fun. And let's just say there's an LS1 Camaro SS owner that isn't too happy right now.