Yes, we're chasing the dyno now, and we realize that hitting the 1,000hp target will take more than a rebuilt engine with better-breathing heads and a few more cubes. So in addition to the engine upgrade, we're also making changes on the supercharger side of the power system.
The JE slugs weigh-in at 550...
The JE slugs weigh-in at 550 grams; considerably heavier than the SRP pistons of the original 347 and 350ci versions of the coupe's engine, which weighed a svelte 436 grams.
T-top coupe's 20 psi of boost has come by way of a non-intercooled Paxton Novi 2000 supercharger/10-rib, 3-inch pulley-and-belt combination. The lack of an intercooler basically has been the pistons' Achilles' heel, as inlet-air temperatures of 280-plus degrees have had their way with the SRPs, despite safe (rich) tuning and even a blast of water/methanol spray.
All roads to cooling the high IATs have brought us to finally accepting the fact that an intercooler must be added to our forced-induction program. Going with a 'cooler is something we've been hesitant about doing. This was largely because installing a unit that will support the type of boost and horsepower the engine generates will require modifying (i.e. cutting) some portion of our rare 'Stang.
This side-by-side comparison...
This side-by-side comparison shows the difference between our original SRP dished piston (-15.0 dish) and the new flat-top JE piece (left), which actually has a -5.0 dish. With the engine's 9.4:1 compression ratio, the flat-surfaced pistons will promote better (spark plug) flame travel and combustion efficiency because turbulence created by the dish is eliminated. We reiterate that our move is being made simply because of the material used for the JE slugs (2618 alloy) is better suited to withstanding higher heat and pressure conditions brought about by our particular blower application. For those who wish to keep power in the 600-horse range, the less expensive SRP forgings are an excellent choice.
After much deliberation, Vortech's Mondo water-to-air intercooler has been selected for the job. Your tech editor and Rocco both agree that the Igloo (PN 8M201-007)-as the Mondo Cooler is called in blown Fox-body circles-is the perfect unit for our effort. Clearancing the 'Stang's cowl hood (for the intercooler's case, lid, and discharge tubing) is a lesser infraction than boring a 4-inch hole in the firewall and cowl box, doing away with passenger seating for 'cooler placement, or hacking up the '86 snout-style fascia to allow better airflow to an air-to-air intercooler.
After weighing all of the...
After weighing all of the rotating assembly's components individually and calculating its bob weight, Rocco bolts the correct amount of weights to the crankshaft's rod journals (simulates the total rotating and reciprocating weight), adds the flexplate and balancer at each end, and sends the crank on a high-speed spin to determine where weight should be added or removed to achieve perfect balance.
So as you can imagine, a good amount of thought has been put into our newest quest for big steam. The tried-and-true Novi 2000 that we've been flogging since the 'Stang was built, will be called on once again for our initial attempt at making a 1,000 horses. The blower now sports a cog-belt drive (blower/crank cogs are roughly the same ratio as serp pulleys) instead of the 10-rib serpentine, and we're confident that without a slipping belt we should see 2-to-3 pounds more than the 20 psi that was the blower's previous max.
You may have heard the term...
You may have heard the term slug of mallory used in reference to an engine build and wondered what a slug of mallory actually looks like. Mallory is a metal that has more than twice the density of steel. Here's a close-up photo of one of two slugs of mallory that Rocco added to the counterweights on each end of the new 3.250-inch Scat crankshaft. Our stroker is balanced at 28 ounces.
If that's not enough for you, the real treat will come after our dyno testing with the original supercharger, when we unbolt the Novi 2K and bolt Paxton's all-new head unit on the potent small-block Ford.
Details on the new Novi 2500, which sources tell us may be Paxton's answer to sister-company Vortech's YSi-trim, will come when we reach the test stage. For now, study the accompanying photos to see what comprises T-top coupe's new boost-ready bullet.
A.R.E.'s Rocco stresses that the right combination of parts is key. Even though we're deviating a bit from our original setup (which well may have made 1,000 horses had the air charge been intercooled), we're confident that the new engine package and cogged/'cooled blower setup will work even more efficiently than its predecessor, which was an animal in its own right.
The height and width of Vortech's...
The height and width of Vortech's Mondo intercooler (PN 8M201-007) typically mandates cutting an opening in a Mustang's cowl hood for sufficient tubing, throttle body, and lid clearance. We're coming to grips with the fact that the T-top coupe's sleeper appearance will be compromised by this addition, but realize it's a must-have accessory at this point. We're counting on a set of Team Z's mounts (3/4-inch drop) to hopefully lower the engine enough for us to maintain the car's smooth profile.
With a goal of 1,000 rwhp, we realize it will be onerous to reach the plateau without addressing the T-top coupe's supercharger situation. While we're sure the Paxton Novi 2000 that has helped get it to 866 hp is plenty capable of producing the required amount of boost for a thousand ponies, we've come to accept the fact that it cannot happen without cooling the air charge.
To fix this, we're adding Vortech's Mondo water-to-air intercooler to our project car. The Igloo allows air to pass across ice-water-cooled cores, which dissapate heat and dramatically reduce air temperature/increase air density (our non-intercooled inlet temps were as high as 280 degrees) before it reaches intake ports in the heads.