
The Novi 2000 has a considerably...

The Novi 2000 has a considerably deeper scroll section than the 1000, which caused the MRT crew to have to "massage" the rear flange on the radiator to provide clearance for the inlet duct elbow. Since the Cobra rad is apparently no deeper than a regular GT/Bullitt's, this step may also be necessary even with a stock radiator (the MRT crew doesn't know for sure since they didn't try one).

The conical filter is located...

The conical filter is located in the area forward of the right-front wheelwell. While the Novi 1000 kit reuses the stock mass-air meter, MRT went with the higher-capacity Big Air BA2400 MAF from SCT. This shot also shows that the inlet air temp (IAT) sensor has been located on the elbow just downstream of the MAF.

While overall not much different...

While overall not much different from a GT, the Bullitt's unique intake setup obviously requires some ducting changes as part of the Bullitt Novi 2000 kit. From the factory, the big Novi comes pulleyed for about 9 or 10 psi, and that's just the way MRT left it. This Bullitt is now well and truly reloaded.
And the Dyno Says...
MRT's new facilities in the Motor City Steel building in suburban Detroit include a Mustang loadable dyno. It's generally accepted that a Mustang dyno produces slightly lower peak numbers than does a Dynojet. Unfortunately, in the move from the old building to the new, the reloaded Bullitt's baseline dyno numbers somehow went astray, so we have no direct before/after comparison to show you-just the boosted numbers. By the way, these numbers were attained running only about 9 psi of the Novi 2000's full potential, in view of the car's stock short-block and the fact that it will find itself open-tracking on a road course from time to time, meaning long periods of wide-open throttle. Dialing up the Novi's wick any more under track circumstances would likely have less than desirable effects on stock pistons and rods. And no one wants Bullitt Reloaded to end up shooting blanks.
| NOVI 2000, JBA SHORT-TUBES & AFTER-CAT |
| RPM | HP | TORQUE | AIR/FUEL RATIO: 1 |
| 2,748 | 133.0 | 251.0 | 11.5 |
| 2,848 | 138.0 | 254.0 | 11.6 |
| 2,948 | 145.0 | 260.0 | 11.6 |
| 3,048 | 154.0 | 265.0 | 11.7 |
| 3,148 | 166.0 | 276.0 | 11.8 |
| 3,248 | 177.0 | 287.0 | 11.7 |
| 3,348 | 189.0 | 295.0 | 11.9 |
| 3,448 | 195.0 | 298.0 | 11.8 |
| 3,548 | 206.0 | 304.0 | 11.6 |
| 3,648 | 215.0 | 309.0 | 11.8 |
| 3,748 | 224.0 | 313.0 | 11.7 |
| 3,848 | 232.0 | 317.0 | 11.8 |
| 3,948 | 243.0 | 324.0 | 11.8 |
| 4,048 | 252.0 | 326.0 | 11.9 |
| 4,148 | 262.0 | 332.0 | 11.9 |
| 4,248 | 274.0 | 334.0 | 11.9 |
| 4,348 | 276.0 | 334.0 | 11.9 |
| 4,448 | 288.0 | 337.0 | 11.7 |
| 4,548 | 294.0 | 336.0 | 11.8 |
| 4,648 | 293.0 | 333.0 | 11.8 |
| 4,748 | 307.0 | 338.0 | 11.6 |
| 4,848 | 314.0 | 341.0 | 11.7 |
| 4,948 | 314.0 | 342.0 | 11.7 |
| 5,048 | 326.0 | 338.0 | 11.7 |
| 5,148 | 328.0 | 334.0 | 11.5 |
| 5,248 | 333.0 | 334.0 | 11.5 |
| 5,348 | 337.0 | 331.0 | 11.6 |
| 5,448 | 340.0 | 328.0 | 11.3 |
| 5,548 | 342.0 | 324.0 | 11.4 |
| 5,648 | 352.0 | 326.0 | 11.7 |
| 5,748 | 354.0 | 324.0 | 11.5 |
| 5,848 | 357.0 | 321.0 | 11.6 |
| 5,948 | 364.0 | 321.0 | 11.7 |
| 6,048 | 366.0 | 318.0 | 11.6 |
| 6,148 | 370.0 | 314.0 | 11.5 |
| 6,248 | 371.0 | 311.0 | 11.6 |
| PEAK | 371.0 | 342.0 | |