It might look tight, but it...
It might look tight, but it all fits properly.
"In one section of the strategy where we used to have one spark table, we now have 16 tables," he stated. "We also have many more adjustments for cam timing than we did before. We can independently control intake and exhaust valve timing, bringing valve overlap into the picture, too. Not only is this used for making power, but it is also there for emissions and driveability. Making a calibration to perform seamlessly in all those areas requires a lot of time and effort." At press time, Paxton was working feverishly on a tune to include in its system, as well as earning 50-state emission-legal status.
Paxton includes two open air-filters,...
Paxton includes two open air-filters, one for each valve cover, to help relieve crankcase pressure thanks to the manifold pressure created by the NOVI 2200.
Burcham did modify the kit to convert it from a draw-through MAF sensor to a blow-through setup. This was done because the Copperhead PCM uses a frequency-based MAF signal instead of the traditional voltage-based system on previous generations. This prevented the use a DiabloSport MAFia voltage regulator, which has been instrumental in the past with expanding the factory MAF sensor's airflow reading capabilities. A blow-through MAF sensor arrangement allows the meter to read greater than its 68-lb/min flow range.
Paxton advertises the boost rating of the kit as 7 psi, but that was rated at 6,300 rpm during the company's in-house testing. Burcham likes to twist his engines higher than normal and this one peaked at 6,700 rpm before the power started to fall off. The extra rpm came courtesy of the Kooks exhaust modifications and custom tuning.
A new radiator overflow tank...
A new radiator overflow tank is included in the kit and mounted on the passenger side of the engine. Its location will make it harder to get to the spark plugs.
The JPC test car saw 9.5 psi on the dyno and that resulted in a jaw-dropping 661 rwhp and 548 lb-ft of torque. Timing was set at 17 degrees on the chassis dyno and MacDonald backed it down to 14 degrees on track due to the greater load on the engine. While they saw 9.5 psi at the peak on the chassis dyno, the car registered 12 psi right before the finish line on track. The car was run on VP MS109 fuel for all dyno and dragstrip runs to provide a safety margin due to the high compression and boost.
"I think we are going to see many cars running around with 525-550 hp at the wheels before long," said Burcham. "If heat and detonation can be avoided, I think these engines will live a long life. Reliability is something we will learn more about as we see more people pushing the limits on a daily basis."
It's hard to believe, but 661 rwhp from a 5.0L with bolt-ons and a supercharger is pretty serious smoke. That rivals most modified Terminator and Shelby cars on the road and this is just the beginning.
Tune in next month to see how the JPC car performed in dragrace trim at our MM&FF 5.0 Shootout, which is on sale December 28, and be sure to check out musclemustangfastfords.com for exciting video action.
Paxton included a Maxflow...
Paxton included a Maxflow bypass valve and JPC welded it on. Normally the Maxflow valve is mounted on a pipe from Paxton but JPC requested a separate one due to the blow-through MAF sensor setup.
We suggest you check out Paxton's...
We suggest you check out Paxton's website (
www.paxtonauto.com) to see the out-of-the-box supercharger inlet system. Since JPC was using this setup for racing, they simply bolted on a screen to keep out rocks and other unwanted debris.
The only fuel system modifications...
The only fuel system modifications made to the car were a set of Ford Racing 60-lb/hr fuel injectors and a MSD programmable fuel-pump-voltage controller. The MSD unit spikes the voltage to the factory fuel pump enabling it to push more fuel.
The factory engine cover was...
The factory engine cover was trimmed in order to clear the new Paxton supercharger.
The results are outstanding...
The results are outstanding as the stock long-block is still running strong as of this writing. It made 661 rwhp and 548 lb-ft torque. Timing was locked in at 17 degrees and Burcham ran the car exclusively on VPMS109 fuel.
This graph shows the rwhp...
This graph shows the rwhp results with the boost plotted underneath it. It tickled 9.5 psi of boost when the engine was over 7,000 rpm. For the most part, the boost curve is linear and we saw only a few flutters where the belt was slipping at high rpm. It is just a six-rib belt combination; JPC Racing will be offering eight-rib conversions by the time you read this article.