Hitting The Streets With Paxton and Vortech Superchargers…
Vortech Superchargers and Paxton Superchargers “Hitting The Streets” in this 1st in a new series of promotional videos for the Brands of the Air Power Group. Check out these 4 boosted machines as they meet up and then roll out. Watch, enjoy, share it, like it, and stay tuned for more coming soon.
Paxton NOVI 2200 High Output Kit Pumps Up JPC Racing’s Coyote 5.0L To 1,032RWHP…
Everything Is Better With Boost
Paxton NOVI 2200 High Output kit pumps up JPC Racing Coyote 5.0L to 1,032 rwhp.
Words and photography by: Mike Galimi
The shop is silent as the garage door opens and the drafty night air enters into JPC Racing’s chassis dyno room. It was judgment time for the company’s flagship Coyote 5.0L front-runner as it enters the testing cell. The day had been spent modifying the Paxton NOVI 2200 supercharger system with a new 8-rib Drive Upgrade for better belt-traction as more boost and ultimately more power is on order for this late-night testing exercise. Justin Burcham, shop owner and driving force behind the JPC moniker, makes it quite known he wants to elevate the standards of Coyote 5.0L performance. Maximizing the NOVI 2200 supercharger output will help achieve that goal as the 2011 Mustang GT shop car has already run 9.34 at 150 mph and cranks out 843 rwhp at 15 psi of boost and 6,600 rpm—any higher rpm resulted in belt slippage. The elimination of belt slip coupled with a smaller supercharger pulley was going to send boost north of 15 but no one knew exactly what to expect.
The warm-up pulls were made nice and easy to get the engine and drivetrain up to operating temperature. Once it was all systems go, Burcham shoves the pedal to wide open throttle and the Paxton-pumped Coyote screams to its 7,200 rpm redline. The boost gauge sweeps north in quick bursts—5 psi, 12 psi, 15 psi, and finally settles at a maximum of 19 psi and shortly after it reaches the plateau the dyno pull is over and Burcham pulls his foot off the pedal. The Paxton Maxflow bypass valve opens up to vent the pressure to the atmosphere as the throttle blade closes thus preventing the pressurized air to back up into the supercharger unit. The engine speed slows and eventually returns to idle and Burcham twists the key to kill it off. It was nearly a stampede as everyone scrambles to get in front of the computer screen mounted a few feet away from the Mustang.
The boost gauge didn’t flutter or skip a beat as it the needle turned to the 19 psi maximum so we knew this car spit out some serious numbers. Burcham scrolls through the dyno software and the peak comes up as 996 rwhp. It took a moment for that number to settle in, 996 is darn impressive as you stop to consider the combination is rather mild given the stock camshafts, stock intake manifold, mildly ported heads with stock valves, and essentially just a fortified bottom-end with stock displacement. “I am going to grab a smaller pulley,” Burcham says instantly. Throwing another degree of ignition timing probably would have done the trick but we noted the Paxton NOVI 2200 could be pushed a little past its efficiency range. The decision was made to add a smaller 2.75-inch pulley and this one has a Carbinite finish. It’s a special finish that is rough and promotes belt-traction. If 19 psi of boost is good then certainly more is even better.
The 2.85-inch pulley was removed and the new one was bolted-on, as we didn’t even take the car off the dyno. In fact, the pulley swap took a mere 10 or so minutes. We determined the impeller speed based on the simple equation of Lower Pulley/Upper Pulley X Step Up Ratio X Maximum Engine Speed. For this equation our lower pulley is 6.65-inches, upper pulley is the aforementioned 2.75-inches, and the NOVI 2200 features a 3.60:1 step up ratio. The step up ratio is the internal gear-set that is driven by the blower pulley, which ultimately drives the impeller. The ratio is a fixed item so to get more blower speed you either use a smaller blower pulley, convert to a larger lower/crank pulley, or a combination of both. We chose the blower pulley swap because it is easier than swapping the one bolted to the crankshaft. The maximum engine speed on this combination thanks to the stock cams and intake manifold is 7,200 rpm. The formula gives us a maximum impeller speed of 62,679 rpm, slightly higher than Paxton’s max impeller speed rating of 60,000 rpm. That doesn’t mean after that rpm the supercharger will explode but rather the air heats up and is not as effective. We pushed the limit a little further and our results speak for themselves. After all most products have a little wiggle room left on those types of ratings but don’t tell them we told you that.
The car was fired up after the momentary break for the pulley swap and to let the Coyote 5.0L rest. During that time JPC lead calibrator, Kevin MacDonald, took the opportunity to check over the tune-up to ensure everything looked fine. The car is run exclusively on Shell URT fuel so virtually any timing or boost level (within reason) is of no concern. We took bets on the output—at the time of testing the highest recorded power numbers for a Coyote 5.0L was 1,029 rwhp. Would a drop of 0.10-inches in the pulley size net enough power to bring the JPC car over the limit? Less than a minute later our question was answered—the NOVI 2200 pumped the mildly built Coyote 5.0L with 20.5 psi of boost and the results are a staggering 1,032 rwhp. And to make the feat more impressive, the car is legitimate street machine with an overdrive-equipped Tremec TKO-600 five-speed manual transmission.
After some talks with the Paxton engineers this is the end of the road for the NOVI 2200 as impeller speed is at the max so the next step on the ladder would be to convert over to a Vortech YSi-trim. That is a near bolt-on item since the two companies operate under one umbrella, Air Power Group, and the YSi-trim will fit the NOVI 2200 brackets. But as the weather gets warmer in the Mid-Atlantic regions, Burcham’s plans are to get some drag strip results with the NOVI 2200 and then make the switch to the YSi. The switch in supercharger will be complimented by the addition of custom camshafts, Stage III heads with a full port job and larger valves, and the final piece to the equation is to add a Ford Racing Boss 5.0 intake manifold. Things will only go up from here with that parts list. For now, Burcham and Team JPC are just enjoying the 1,032 rwhp from the shop’s street car.
In this story:
2011+ 5.0L Paxton NOVI 2200 Supercharging System with Air-to-Air Intercooler
8-Rib Supercharger Drive Upgrade for Paxton/Vortech Supercharged 2011+ 5.0L Mustangs
Sources:
Paxton Automotive
1-888-9-PAXTON
www.PaxtonAuto.com
JPC Racing
1-866-JPC-RACE
www.JPCRacing.com
Jannetty Racing Paxton L99 Street Brawler Package Makes 537 RWHP 502 RWTQ…
The boys at Jannetty Racing took an out of the box Paxton supercharger kit, installed it on top of their street package, and added the JRE/Vortech/Paxton Supercharger upgrade package, and came up with these numbers. With an easy 6 pulls in a row the power didn’t waiver more than 2 HP 2 TQ.
Ted Jannetty was quoted saying “I can’t say enough about this Paxton Kit, has all the same equipment at the Vortech Si-Trim System, but has the Paxton Novi 1200 self contained Supercharger Head Unit, 1,000+ HP intercooler, 3 inch aluminum charge pipes, silicone couplers, Race Bypass valve, billet brackets, Forward inlet Air intake tube, dedicated 10 rib drive system, high flow fuel injectors, washer bottle relocation, radiator reservoir, and an SCT X3 hand held Tuner. It is a Lot of supercharger for the money for sure.”
The complete modification list is:
> Paxton NOVI 1200 Supercharging System
> JRE Upgrade Kit consisting of:
- Larger Air Filter
- Smaller Pulley
- Shorter HD belt
- Tensioner relocation hardware.
- Alternate belt routing
- MSD Fuel Pump Voltage Booster
- Additional Race Bypass Valve
- JRE Custom Tune via SCT X3
> Dynatech Long Tube Headers
> Magnaflow Exhaust
> Nitto Drag Radials
For more information, please contact Jannetty Racing or Paxton Automotive.
Novi 2500 Supercharger Dyno Test – Nouveau NOVI
From 5.0 Mustang & Super Fords:
Readers who have been with us since 2006 should be plenty familiar with the ’86 T-top project Mustang. For our newcomers, the rare coupe is a thrice-resurrected, Paxton-supercharged LX that your author has been working with since 2006. We’ve chronicled every highlight (every step of its initial Fox Rod resto; running the length of a dragstrip in 9 seconds; winning numerous car-show awards) and lowlight (two catastrophic engine meltdowns) the project has experienced in the last six years.
For the full skinny on T-top Coupe, you’ll need to scour your 5.0 Mustang & Super Fords library (the first story, “Raisin’ the Roof,” appeared in our May ’06 issue), or scroll through the Tech Section of our website to find past articles covering the entire saga.
For this effort, recording what we hope will be 1,000-or-more horsepower at T-top Coupe’s feet has been our ambition from the moment we realized Engine Two—which pumped out 866 horses and 727 lb-ft of torque—had gone by the wayside during a qualifying pass at the PSCA’s Street Car Super Nationals V. To reach that next plateau, major changes to the engine and the Mustang itself were made.
The upgrades, which are detailed in the most recent reports on the project car (“Grand Scheme,” Mar. ’11; “To the Top,” May ’11; “Cold Case,” Oct. ’11), highlight A.R.E. Performance & Machine’s design and assembly of a brand-new 353ci powerplant and its installation at Extreme Automotive, and the slick Earl’s-based plumbing arrangement (ice tank, water feed/return lines) that we set up for a water-to-air intercooler.
While a lot of critical detail on the latest resurrection has been covered in those past reports, the time has come for us to turn our focus on the higher-profile pieces that comprise T-top Coupe’s big-steam package. Power hardware still includes the project’s original Paxton Novi 2000 supercharger, which we’re using to establish a performance baseline for the new engine. However, the upgrade that really has us over-the-moon excited is Paxton’s all-new Novi 2500 head unit, which we’re bolting on Couptie’s 353 immediately after power and torque peaks with the OG Novi are established.
Yes, that’s right—while we’ve alluded to and hinted about the new Paxton in past reports here and through our blogs and social-media pages, we’re finally putting the much-hyped blower to the test. (If you follow or believe Internet buzz, insiders at Paxton are saying the newest Novi has what it takes to possibly end the Vortech YSi’s dominance in NMRA’s EFI Renegade class.) It’s a good-old, back-to-back comparison in the dyno cell at Extreme Automotive in Canoga Park, California.
The following photos and captions include highlights of some of the final modifications that were made before our monumental test, as well as images of and all-important data from the tuning, dyno-, and dragstrip testing that was performed.
Horse Sense: The title for this segment of our six-year, Life-and-Times-of-Project-T-top-Coupe series definitely sums up, in a nutshell, the latest status of the rare ’86 LX. We say this because after just about two years of downtime, the Fox coupe with T-tops once again is in a condition that’s worth talking about—running, and we have to modestly admit, it’s running pretty damn well.
Paxton NOVI 2500
After almost 20 years of being considered one of the best all-around superchargers for push-rod-based Mustangs (since hitting the scene in 1994, the Novi 2000 has been a great starter/8-psi blower on stock 5.0s, or a 20-plus-psi unit on radical stroker engines), it’s safe to say that updating Paxton’s standard was long overdue.
The changes, primarily in the blower’s impeller and volute, appear to be for the good, as the new Novi 2500′s estimated peak efficiency of 76 percent, is a whopping 5 percent greater than the 2000, that’s just a tick below that of Vortech’s NMRA EFI Renegade-proven YSi-Trim supercharger (78 percent).
Paxton and Vortech have waged a civil war for many years on the street and strip, with the Novi 2K proving to be a true beast for street-based Mustangs, and the YSi having an edge on Ponies that cover the quarter-mile—especially when they’re turned with cog pulleys. Based on the data we studied before conducting this test, it appears the playing field is level now. The dyno will show us the performance differences and the areas where the new blower hopefully shines over its older sibling.
Unfortunately, we’re not pitting the Novi 2500 directly against the YSi in this test. Comparing our results against existing data for the Vortech (for engine packages similar to ours) should provide enthusiasts with a good idea of how the two blowers match up.
This impeller and redesigned volute are the keys to the Novi 2500’s higher rpm and overall efficiency when compared to its predecessor. The OG Novi features a larger-diameter (but shorter 3.53-inch height) impeller. As you’ll see in comparative data elsewhere in this report, the design generates excellent low-end boost. The 2500’s impeller is smaller in diameter and the volute has been lengthened to accommodate its taller (3.75-inch) stance. The changes move the new unit’s max-rpm window well beyond the 75,000 of the Novi 2000. Note that Paxton does not list the Novi 2000’s or 2500’s maximum speeds as being that high. The coupe’s previous 10-rib pulley combination turned the 2000 to an estimated 75,000 rpm, which actually is alarmingly high for that unit. At that speed, the outer edges of the large impeller usually start to wobble, which leads to the impeller touching down on the volute and wreaking havoc from there. This new design alleviates high-speed wobbling, which contributes greatly to the 2500′s efficiency (approximately 76 percent) on the high side.
XFI 2.0
Engines in our T-top project car have always been commanded by FAST’s XFI fuel-injection system. We’ve had great success using XFI for engine management, and consider it one of the best stand-alone EFI units for aggressive street/’strip Mustangs.
During the coupe’s rebuilding period, we received word that XFI was also being revamped. And, of course, we immediately had interest in trying it with our new engine and intercooled Paxton NOVI superchargers (2000 and 2500).
The new XFI, Version 2.0, retains many of the features of the first-gen system. However, engineers at FAST and tuning consultant Brian Macy of Horsepower Connection have brainstormed and developed quite a few new functions for the new ECU. Features such as Intelligent Traction Control and Self Learning are among the new additions to XFI, which give both amateur and experienced tuners the ability to dial in Mustangs for just about any driving condition.
We sent the ‘Stang’s original XFI processor back to FAST, and a few weeks later received the upgraded 2.0 ECU (FAST performs the hardware upgrade for $99.95). We were fortunate enough to catch up with Brian Macy for help with nailing down calibrations for our Mustang. (Brian travels all over the country giving classroom lectures, tuning in dyno sessions, and consulting with FAST on XFI features.)
Our tuning with XFI 2.0 took place over the course of two days in your tech editor’s driveway, where preliminary parameters were established. It continued in the dyno cell at Extreme Automotive, where we set out on our mission to make big steam.
On the Dyno
Hands down, our two-day dyno extravaganza at Extreme Automotive was one of the most-exciting power sessions we have ever had with Project T-top Coupe.
We evaluated the coupe on Extreme’s Dynapak Evolution 4000 chassis dyno using two intercooled superchargers (Paxton’s Novi 2000 and all-new Novi 2500) in a back-to-back comparison test to see how the two Novis will affect the same engine. Of course, we also were on a mission to make 1,000 hp at the project Pony’s rear wheels.
The data presented here, in graph and numerical chart form, detail all of the results from our extensive testing. While in the chart we begin with the inclusion of results from previous tests we made with a non-intercooled Novi 2000 (2), the difference between the two intercooled Novis (2000 II and 2500) is the data that is published.
While our rear-wheel-goal was not reached, it’s estimated the coupe’s new Novi 2500 combination is producing approximately 1,106 hp at the flywheel. We’re sure you want to see that type of number at the feet–as do we–so our plan is to keep plugging away with this project until we finally make it to the four-digit promised land, a land we never thought to achieve when this project started back in 2006.
2000 2000 II
RPM HP TQ Boost HP TQ Boost
4,537 528.94 588.82 12.44 518.12 518.12 9.49
5,013 668.06 680.01 14.83 616.21 616.26 11.23
5,046 676.60 684.57 15.03 622.46 618.98 11.36
5,533 779.26 727.18 18.35 703.75 647.09 12.90
5,583 784.43 728.46 18.56 707.97 647.98 13.02
6,019 845.58 729.08 20.10 784.86 663.41 14.65
6,511 n/a n/a n/a n/a n/a n/a
2500 Difference
RPM HP TQ Boost HP TQ Boost
4,537 489.85 542.21 8.38 -28.27 24.02 -1.11
5,013 607.29 608.37 10.18 -8.93 -7.89 -1.05
5,046 615.20 612.26 10.33 -7.25 -6.72 -1.03
5,533 719.42 652.94 12.36 15.67 5.85 -0.54
5,583 729.11 655.78 12.53 21.14 7.80 -0.49
6,019 823.91 687.35 14.37 39.05 23.94 -0.28
6,511 907.94 700.22 16.86 n/a n/a n/a
On The Dragstrip
“If it weren’t for bad luck, I wouldn’t have any luck at all.” Believe it or not, your tech editor was starting to feel that way about racing at The Strip at Las Vegas Motor Speedway.
Luck had been nothing but bad in two previous attempts to compete at the PSCA’s Street Car Super Nationals—broken T-top Coupe engine in 2009/broken ’02 GT rearend in 2010—and apprehension about the third try was at an all-time high. Despite this, and with Big Steve along for the ride, we journeyed back to Vegas for SCSN7 in November of 2011, hoping the mechanical demons of the past would not play any role in this attempt.
We would love to tell you that SCSN7 was a picture-perfect experience for the 5.0&SF team and the other participants (including NMRA Hot Street racers such as Robbie Blankenship, Don Bowles, Ben Mens, and Mike DeMayo), who traveled from far and wide for the race. Unfortunately, that wasn’t the case. Despite great weather throughout the weekend, carnage (mainly engine failures/oil leakage) wreaked havoc on the event’s schedule.
Adjustments in the schedule and minor gremlins with our Mustang (a grounded kill switch and broken blower belt) forced us to abort our two attempts at qualifying, leaving us with limited data going into the first round of eliminations in the Ford Racing Mustang Maddness class (an Open Comp-format category for Ford-powered Mustangs). Since we didn’t have an e.t. recorded from a full qualifying pass, PSCA officials allowed us to select an index to use throughout eliminations. After deliberating over a full-out pass or actually trying to race and win one or more rounds, we chose the latter option and elected to run against an 11.00 index. In most instances, running an 11.01 on an 11.00 index is a package that’s difficult to beat. However, with a 0.541 reaction time (to Kevin St. Clair’s 0.067 light), T-top coupe hit the trailer after the first round.
How did the project car do on the track? Despite the lack of making a full run, excellent, mainly because we brought it back from Las Vegas without experiencing any catastrophic breakage.
A review of the car’s XFI 2.0 datalog and the incremental data from the 11.01 run show that the coupe was on its way to a mid-10-second e.t. in its only round of competition despite horrendous inconsistencies in throttle and rpm (driver off-and-on the gas). The e.t. and mph at the eighth-mile were 6.808/100.97. When we look at the 6.80 time plot on the datalog, throttle position is barely over 42 percent, and never reaches a full 100 percent until 8.80–2 full seconds later–and rpm is barely 5,000-5,300. Add to that the revelation that–despite “thinking” the pedal was slammed wide open all the way through the run–the throttle blade actually was slammed shut from 1,000 feet through the end of the quarter-mile (the datalogger doesn’t lie). The numbers show that Project T-top Coupe, with its 3,610 pounds (w/driver), 908 rear-wheel horsepower, and 700 lb-ft of torque, is by all means an animal that should run low 9s, or maybe even high-8 seconds.
We’re definitely excited about getting Couptie back to the track and making a full pass in 2012. However, until that time comes, the ‘Stang once again will see fairly regular cruise duty on the streets of SoCal’s San Fernando Valley. After all, it is a street car.
Sean Kelley Readying For Street Assault At NMRA Spring Break Shootout…
From NMRA Digital:
Sean Kelley of Kelley Performance has had an assortment of fast street cars over the years, but not many of them come close to his 2012 Mustang GT in style and impressiveness. The best time for the Paxton-powered Mustang has been a 9.24 at 151 mph at 3,955 pounds. Kelley is thrashing at this moment to get ready for the Spring Break Shootout, sponsored by Baer Brakes and presented by Muscle Mustangs & Fast Fords, happening March 1-4, 2012. The car is currently at Matt Wirt Racefab getting a 10-point roll cage as Kelley expects to run right into the 8-second zone with his Coyote 5.0L-powered Mustang once on track for the first time this season. He will also take things one step further by driving his Mustang from his Virginia Beach home to the Spring Break Shootout in Bradenton, Florida—no trailer required for this 8-second ride!
Motivation for this street machine comes from a fortified short-block built by L&M Race Engines. Topping the 5.0L engine are JPC/RGR CNC-ported heads, stock camshafts, and a Boss intake manifold. Kelley has also added a JPC Racing Return-Style fuel system, Metco Fuel Rails, a Circle D torque converter (6R80 automatic transmission), and Brent Hughes, using SCT software, tuned it. Helping the 302ci in the horsepower department is a Paxton High Output NOVI 2200 supercharging system and an Induction Solutions direct-port fogger. At just 16 psi of boost the car produced 800 rwhp and 935 rwhp with a small 100hp shot from a single nozzle in the throttle body. The new Induction Solutions direct-port is expected to bring output to over 1,000 rwhp at just 16 psi of boost.
Paxton Announces New Hours To Better Serve You…
In an effort to better serve our customers, we have adjusted our sales and technical assistance department hours to 7:00a.m.-3:30p.m. Pacific Standard Time, Monday through Friday. We’ll be here bright and early ready to take your parts orders, answer your questions, and get you set up for boost…so give us a call!
Paxton’s New 8-Rib Drive Conversion For 2011+ 5.0L Mustangs Will Help Feed Your Boost Addiction…
Not satisfied with the over 600 horsepower that the off the shelf Paxton NOVI 2200 System can take your stock 2011+ 5.0L Mustang GT to? Got a built motor? Getting ready to run some major boost? Well, Paxton is ready for you! The 8-Rib Drive Upgrade allows for maximum belt traction and stability for racing and hard driving, while remaining completely street ready and daily drive friendly. Drive conversion contains all necessary hardware and precision machined spacers to go right out of the box and onto your supercharged 5.0L Mustang. OEM quality replacement alternator pulley, water pump pulley, idlers, and crank damper pulley all included.
P/N: 4FQ116-001 Paxton 8-Rib Supercharger Drive Upgrade System
Included Supercharger driven pulley measures 3.47″ diameter, with numerous other pulley sizes also available for sale separately.
Optional Supercharger Pulley Sizes (May also require alternate belt drive length):
2A038-380 3.80″ 8-Rib Supercharger Drive Pulley
2A038-370 3.70″ 8-Rib Supercharger Drive Pulley
2A038-360 3.60″ 8-Rib Supercharger Drive Pulley
2A038-347 3.47″ 8-Rib Supercharger Drive Pulley
2A038-333 3.33″ 8-Rib Supercharger Drive Pulley
2A038-315 3.15″ 8-Rib Increased Traction Profile Supercharger Drive Pulley
2A038-312 3.12″ 8-Rib Supercharger Drive Pulley
2A038-300 3.00″ 8-Rib Increased Traction Profile Supercharger Drive Pulley
2A038-295 2.95″ 8-Rib Supercharger Drive Pulley
2A038-285 2.85″ 8-Rib Increased Traction Profile Supercharger Drive Pulley
2A038-280 2.80″ 8-Rib Increased Traction Profile Supercharger Drive Pulley
2A038-275 2.75″ 8-Rib Supercharger Drive Pulley
2A038-270 2.70″ 8-Rib Increased Traction Profile Supercharger Drive Pulley
*Custom ECM programming and fuel/ignition upgrades will be required when changing the supercharger drive pulley to any size other than what was originally supplied in the complete supercharger kit.
ECS NOVI 1500 Blown Manual Transmission C6 Corvette Runs 9.84@143mph…
Car is a 2008 C6 Corvette, 402 cubic inch engine, East coast Supercharging NOVI 1500 Supercharging System @ 12psi. All passes were made in full street trim (3,565lbs. with driver) with Fbody wheels on drag radials, 100% stock C6 (non Z06) rearend, etc.
A Visit To Cars & Coffee Irvine…
It was a cold and foggy morning in Irvine, CA for the final Cars & Coffee of 2011. The Paxton NOVI 2200 Supercharged Tjin Edition/Universal Technical Institute Mustang GT was looking sharp, and made a friend in the form of a Gintani/Vortech Supercharged E9X M3. Check out the pics.
Got any additional Vortech/Paxton/Lysholm Supercharged pics from this event? Let us Know – info@paxtonauto.com
Happy Holidays From Paxton Automotive…
Thanks to all of our customers and fans for making 2011 another fun & exciting year. From all of us to you, Happy Holidays from Paxton Automotive!
We’ll be closed for the Holidays from 12/24-1/3, so if we don’t talk to you before then…see you next year!
Paxton Welcomes Neil Tjin As New Automotive Marketing Director…
Channel Islands, CA December 8th, 2011
Paxton Automotive is proud to announce Neil Tjin as its new Director of Automotive Marketing. Neil will be responsible for developing marketing promotion, strategies, budget, media production, trade shows, and coordinating motorsports programs for the automotive brands of the Air Power Group (Vortech Engineering, Paxton Automotive, Lysholm Technologies).
Neil Tjin, one of the automotive industries most influential designers, has been involved in the automotive aftermarket for over 14 years. Tjin has always been a strong passionate individual, especially when it comes to cars and the manufacturers that he works with. He has always been one to think outside the box and to go against the grain. Over the years Tjin and his talented staff have been responsible for designing and building more than sixty high profile vehicles showcasing their creative talents on various Ford, Chevrolet, Pontiac, Nissan, Infiniti, Honda, Acura, Scion, and Volvo platform vehicles, as well as teaming up with prominent OEM for projects on several occasions. Neil also spent time as Executive Editor of both Hot Compact and Import (HCI) Magazine and B-Scene Magazine. His overall talents brought him numerous accolades including the 2004 Industry Person of the Year, 2005 SEMA Person of the Year, and endless SEMA Design and Outstanding Achievement awards.
“I am excited to bring my years of experience within the automotive industry to such amazing brands as Vortech, Paxton and Lysholm. From the first time I got behind the wheel of a Vortech supercharged vehicle (a 2004 Infiniti G35) I was sold. Since then I have been fortunate enough to own and assist on the builds of several Vortech, Paxton and Lysholm supercharged vehicles. The sky is the limit for these amazing supercharged brands, and I look forward to being part of a talented and passionate team!”
Please aid us in welcoming Neil to the team, as his addition to Paxton will undoubtedly help bring the brand to new levels in 2012 and beyond!
East Coast Supercharging’s Paxton NOVI Supercharged Gen. 5 Camaro SS Runs 9.87…
East Coast Supercharging, easily one of the premier LSX specialists and home of the world’s fastest Supercharged Corvette, extended their bragging rights by catapulting a 2011 Gen. 5 Camaro SS into the 9′s in the 1/4 mile on a stock bottom end with a NOVI 1500 Supercharger package. the SS also features ECS’ big blower cam, Alky control kit, ARH long tube headers and exhaust, DSS 9″ conversion & aluminum driveshaft, Pfadt drag suspension, drag radials, and an ECS 3 speed automatic transmission.
After hitting the 9′s, ECS’ Matt Sorian had this to say “Once again we appreciate all of your support in our venture into the 9-second stock bottom end range on stock front tires & 18” DR’s! From the powerplant all the way through the drivetrain this car just works quite well for what is in it. We are now moving on to a 417ci motor and changing the Novi 1500 to the (Vortech V-7) YSi. If the weather holds we are looking to be making some low 9-Second runs on the same DR’s in December!”
Great job ECS, keep doing your thing!
Want more information?
Click – East Coast Supercharging
Click – Paxton Automotive
Special Sale On Paxton NOVI Gen. 5 Camaro SS Systems – Get Yours Now!
A very limited number of Paxton NOVI 1200 Supercharging Systems for the 2010+ Generation 5 Camaro SS are available now at a very special price!
If your New Camaro is need of a performance boost, now is the time to take advantage!
* Self-Lubricated Paxton NOVI 1200SL Supercharger
* 7.5psi Manifold Boost Pressure
* 10-Rib Dedicated Supercharger Drive
* Heavy Duty Automatic drive Belt Tensioner
* Multi-Plate Supercharger Mounting Bracket Assembly
* Massive High-Capacity Air-To-Air Intercooler (Over 1,000 Horsepower Support)
* Aluminum Race Bypass Valve
* Custom Roto-Molded Supercharger Air Inlet Ducting (Locates Air Filter Behind Headlight For Cooler Inlet Air Temperatures)
* Silicone Sleeves And Stainless Steel Clamps
* Fuel System Upgrade Includes 65lb/hr Replacement Fuel Injectors
* SCT Handheld Programmer
* Upgrade To Cog Drive For Race Applications Also Available
What does adding a Paxton NOVI Supercharging System do for your SS?
How does 625 direct bolt-on horsepower sound?
“We just passed 20,000 miles on our Gran Turismo winning Camaro. For 2 years the Paxton System has put down steady power and had great reliability…“
Nic Ashby, Owner
LDRSHIP Designs
Part Numbers
1101310SL Satin Finish Complete System $4,995.95
Better act fast…only 10 at this price!!!
Tell Santa you’d like to have Paxton NOVI boost under the tree this year come Christmas morning!
* Sale good through 12/23/11. Offer cannot be combined with any other discount offer or promotion.
SEMA Spotlight: Tjin Edition/UTI Mustang Drop-Top Wows The Crowds With Style And Attention To Detail…
From Mustang Daily:
Last year Neil Tjin wowed us with his supercharged 2011 Mustang GT, and he’s back again this year with a 2012 Convertible painted in eye-catching Dupont Bright Orange paint. The Tjin Edition/UTI Ford Mustang also features a full Street Scene Equipment body kit, 20-inch Forgestar wheels, a Baer big brake kit with 6P calipers and a custom Air-Lift adjustable air suspension system. Inside is a black leather and yellow diamond stitched interior, an ACE steering wheel and a Recaro baby seat in back. Finally, under the hood is Paxton’s NOVI 2200 Supercharging System putting out 625 horsepower.
The Tjin Edition/UTI Ford Mustang will be on display at all Tjin Edition RoadShow events in 2012, and will be the UTI give-away car for next year. So make sure to check out www.facebook.com/uti for more info on how you can win this one of a kind Ford Mustang!
You can see the full list of upgrades for the Tjin Edition Mustang Convertible below as well as a photo gallery of the car straight from the show floor.
Powertrain:
Paxton Novi 2200 Supercharging System
Paxton Competition Air Inlet upgrade
625 horsepower @ 8 psi
Custom Magnaflow Exhaust
Nitrous Express Python system
Chassis:
Custom Air-Lift suspension (fully adjustable digital air suspension)
Baer 6 Piston Brakes with 14″ rotors front and rear
Wheels & Tires:
Forgestar 20-inch CF10 concave wheels
F2 Racing titanium lug nuts
Falken FK452 Tires – 255/30/20 Front 275/30/20 Rear
Exterior:
Custom Dupont Bright Orange paint by LR Autobody
Street Scene body kit with spoiler
Classic Design Concepts light bar, hood props and window cut out
Custom LED and carbon fiber Ignited HID headlights from Light Wurkz
Custom Tjin Edition emblems
Interior:
Realm Audio system
Scosche double din head unit surround
Pioneer head unit
Escort 9500 radar and laser jammers
Glow Shift gauges
Custom black leather and yellow diamond stitched interior
ACE Custom steering wheel
Recaro baby seat
Classic Design Concepts pedals
Paxton Automotive At The SEMA Show 2011…
Another successful year for Paxton Automotive and The Air Power Group, as evidenced by the fact that you couldn’t walk anywhere in the show without seeing a Vortech, Paxton, or Lysholm logo staring you right in the face! Take a look at some of the photos we got of the show, and be sure to send us any of your own!
The Air Power Group Booth – featuring some of the sickest cars at SEMA!
The Entry-Level Ford 289/302 Carbureted Supercharging System from Paxton – now available at a retailer near you!
The Paxton NOVI 2200 Supercharged Tjin Edition/Universal Technical Institute Ford 5.0L Mustang GT Convertible was a supreme head turner for the entire show. With bright custom paint, sick styling, boosted performance, and sitting on the ground, it is no wonder this was a show favorite. Can you believe they are going to give this car away next year for a contest?
This Mustang was dubbed “Bad Ass”…with 763 horsepower of NOVI boosted power on tap under the hood, we would have to agree!
Samuel Hubinette Racing’s Paxton NOVI 2500 Supercharged Viper was on the scene in the drifting area.
The Pep Boys Speed Shop Mustang GT from our booth last year was seen out in the drifting area with the hood closed. Alex, what’s the deal?
Mouse Prosen brought his Paxton NOVI Supercharged S197 back to the show again this year too.
This flat black Camaro SS had a Paxton NOVI Supercharging System on it, or so we think…the owner never bothered to raise his hood the entire show!
Is RDP’s NOVI 2500 Supercharged Cobra The World’s Fastest 4.6L Modular Streetcar?
The Paxton NOVI 2500 Supercharged RDP Mustang set low E.T. and was top qualifier at the recent Race meeting at MIR running 8.72 @ 160.8mph through mufflers. They even had the car out cruising the streets the night before, proving this beast is a true street car!
If that wasn’t enough, the boys went back 1 week later and posted an 8.58 @ 160mph! Steve and the guys from RDP aren’t messing around!
Want To Add Some Paxton Boost And Get Paid Back? The $250 Paxton Payoff Rebate Is On Now…
Oct 1, 2011
Buy a complete Paxton Supercharging system between 10/01/2011 and 12/31/2011 and get a $250 rebate.
Here’s How it Works:
By Dec 31, 2011: Buy a complete Paxton Supercharging system from an authorized Paxton dealer (between 10/01/2011 and 12/31/2011). The system must have a suggested retail price over $3,000.00 and must be a complete system (tuner kits are not eligible). This excludes 5.0L Mustang “Low Boost” systems and entry level carbureted kits.
By Jan 15, 2012: Fill out the $250 Cash Back Rebate Form and mail it to Paxton along with a copy of your purchase receipt and your completed supercharger warranty registration form (included with your supercharger system). Rebate forms must be postmarked by January 15, 2012.
You should receive your check in the mail within 6-8 weeks.
Terms and Conditions:
This offer only good for complete Paxton supercharging systems (excluding tuner kits) with a suggested retail price over $3,000.00. Entry-level carbureted kits and 5.0L Mustang “Low Boost” systems are excluded.
Valid only for systems purchased through an authorized Paxton Dealer between 10/01/2011 and 12/31/2011.
Rebate forms must be postmarked by 1/15/2012 in order to qualify.
Offer good only in the United States and Canada.
This offer is limited to one rebate per household or address.
Void where prohibited by law.
Paxton dealers or wholesalers are not eligible for the offer.
Paxton Automotive is not responsible for lost, late, misspelled, misdirected, mutilated, or postage-due mail.
Please allow 6-8 weeks for rebate delivery. If you have not received your rebate after 8 weeks, please contact us at 1-805-487-3796.
Requests with invalid, undeliverable or post office box mailing addresses will be denied. Use of fictitious name or address could result in federal prosecution for U.S. Mail Fraud.
Consumer should retain copies of all paperwork as submitted material will not be returned.
Offer valid to end users only.
Jay McCardle’s 8-Second Paxton Supercharged ’97 Corvette – The Fastest C5 You’ve Probably Never Heard Of…
1997 Chevrolet Corvette – For The Rush
Jay McCardle’s 8-second ’97 Corvette- the fastest C5 you’ve probably never heard of
From the September, 2011 issue of GM High-Tech Performance
By Justin Cesler
Photography by Mike Galimi
Unless you run with the right crowd in the northeastern part of the United States or happen to follow supercharged Corvette records very closely, you’ve probably never heard of a guy from Stewertstown, Pennsylvania, named Jay McCardle…although we’re pretty sure that is all about to change. You see, Jay isn’t one of those Internet superstars who thrives on making the latest and greatest whiz-bang post, nor is he one to go out of his way to promote his accomplishments just to hear people tell him how awesome he is. Truth be told, we’re not even sure Jay liked talking to us on the phone about his gorgeous Corvette (he was actually loading it in the trailer to go race while we were talking), but after seeing it run race after race, year after year with the wheels up and the e.t.’s falling, we just couldn’t let the story of his nasty C5 go untold for any longer.
It all starts back in 2002, when Jay was just a fan sitting on the sidelines at local dragstrips in the northeast. “I used to watch the East Coast Supercharging (ECS) cars run all the time,” and like any red blooded American, Jay could only take sitting on the sidelines for so long. So, Jay took the plunge and went out and bought a ’97 Nassau Blue C5 whose very first trip around the block may very well have ended at ECS for one of the company’s world famous supercharger systems and a couple of simple bolt-on parts. “That was when the car started setting records.” Yeah, the guy that just bought a supercharger system and a C5 started setting records out of the blue and you can only imagine what that did for his addiction. Unfortunately, Jay’s stock motor days were short numbered, as a freak underhood fire actually melted some of the wiring harness in the engine bay, causing the car to have to be torn apart for the repairs.
Back at ECS, master builder Chris Coriel and Doug Ring made plans to simply repair the harness and get Jay back on the road, when they heard the magic words: “Well, if the engine is out, we might as well forge it.” And this, as they say, is where the slippery slide into history began. Believe it or not, the ECS team didn’t go crazy on Jay’s first motor, opting instead to just forge the 346 cubic-inch LS1 and turn up the boost on Jay’s already stout ride. Along with the new motor, the team at ECS also installed a new 4L60E transmission in the beast, hoping that it would be able to take the abuse Jay was going to throw at it. “I went through probably ten of those 4L60E transmissions,” trying to get the combination to work, when Jay and ECS finally decided it was time to step up the program to a real motor and transmission combination capable of setting the world on fire, without killing Jay’s wallet or street manners.
Enter the current 364 cubic-inch combination that has propelled Jay’s Corvette to 158 mph in just over 8.4646 seconds. Right, we told you they were going to turn it up! What’s even more amazing is that the ECS crew built this motor using a stock LS2 block for the foundation, which they stuffed with a stock crankshaft, Diamond pistons and a set of R&R connecting rods. According to Chris “this is a simple combination that we just kept tweaking over the years to make everything work.” Simple indeed, so much so that Jay actually ran a set of LS6 heads up until last year, when they finally made the switch over to a set of Trick Flow 225cc cylinder heads that ECS matched with a new custom camshaft designed specifically for the combination.
Of course, the engine isn’t really the main act in this show. That is a role that belongs to the ECS designed supercharger kit, which, depending on the class Jay is running, houses a NOVI 2000 or 2500-series Paxton supercharger head unit designed around a stout 10-rib belt system. This system, flowing through an ECS front mount air-to-air intercooler, delivers up to 24 pounds of boost at wide open throttle, more than enough to get even the most diehard all-motor or nitrous guy interested in the machine.
Behind the motor, ECS slid a carbon fiber driveshaft down the stock torque tube and mounted a Coan 4,000-stall converter to a custom ECS rear mounted Powerglide transmission, a modification that was designed and tested for the first time on Jay’s Corvette. “The ‘glide is a great transmission and actually runs really well on the street,” notes Chris. This is an important attribute, as not only does Jay’s car have to perform on the track, but it still has to run well on the way to local car shows and cruise-ins. Mounted behind the ‘glide is a stock C5 rear end housing stuffed with 3.73 gears and an ECS spool, which drive a set of Drive Shaft Shop axles. Okay, well, the spool isn’t exactly the most streetable choice here, but a man has to make at least one sacrifice when building a reliable race car!
And, reliable it is. In fact, unlike many one hit wonders or e-racers, Jay’s Corvette has logged over a hundred 8-second passes in the last couple of years. Yes, you read that correctlyùover 100 8-second passes since 2009, a testament to both Jay’s dedication to getting out on track and tearing it up and ECS’s attention to detail and ability to build a car for the abuse it will see every day. Most amazingly, however, is this Corvette’s ability to 60-foot like a full-blown tube chassis race car. We hadn’t mentioned it until now because you would’ve probably stopped reading and jumped on YouTube (http://bit.ly/jtzUUH), but Jay’s IRS-equipped, stock housing C5 has covered the first 60-feet of track in just 1.200 seconds, an amazing feat considering the mild engine combination and supercharger system on this incredibly quick land rocket.
Of course, that seems to be the entire idea behind this build, a one of a kind record setter with humble beginnings, modest hardware, and a track addiction that can’t possibly be stopped. What does the future hold for Jay and his ECS powered machine? He gave us some clues while loading his car onto the trailer, but we’d rather wait and see what Jay does before we give up his secrets. Who knows, Jay might sneak into a future LSX event and take names in a certain class, but only time will tell for this down-to-earth racer who hails from the Mecca of supercharged track records.
Data File
Car: 1997 Corvette
Owner: Jay McCardle
Block: LS2, 364cid
Compression ratio: 10.0:1
Heads: Trick Flow Specialties 225cc, 2.055 intake, 1.575 exhaust valves
Cam: ECS custom hydraulic roller
Rocker arms: Jesel, 1.8-ratio
Pistons: Diamond, forged
Rings: Total Seal
Crankshaft: Stock LS2, nodular iron
Rods: R&R, forged
Throttle body: Nick Williams 90mm
Fuel injectors: 102 lb/hr
Fuel pump: Aeromotive Eliminator
Ignition: Stock coil-near-plug, NGK TR6 plugs
Engine management: Stock PCM, tuned by East Coast Supercharging
Exhaust system: American Racing 2-inch long-tube headers, B&B 3-inch exhaust
Supercharger: ECS/Paxton NOVI 2000 & 2500
Boost: 24psi
Intercooler: ECS Air to Air
Transmission: Powerglide built by Coan
Converter: Coan 4000-stall
Driveshaft: Drive Shaft Shop, carbon fiber
Front suspension: Stock upper and lower control arms, Strange shocks, Hypercoil springs, Pfadt swaybar
Rear suspension: Stock upper and lower control arms with Pfadt spherical bushings, Pfadt coilovers, Pfadt swaybar, ECS torque tamer
Rear end: Stock, 3.73 gear, Drive Shaft Shop axles, ECS spool
Brakes: Strange front and rear, ECS spindle kit
Wheels: Weld Prostar 15×4 front, 15×10 rear
Front tires: Mickey Thompson Front Runner 26×4.5
Rear tires: Mickey Thompson ET Drag 28×11.5
Fuel: VP Racing C16
Best ET/mph: 8.46/158
Best 60-ft. time: 1.20
Mileage: 50,000
Read more: http://www.gmhightechperformance.com/features/ghtp_1109_1997_chevrolet_corvette_for_the_rush/index.html#ixzz1Z576Ff46
JPC’s Paxton NOVI Supercharged 2011 5.0L Mustang – New Dyno #’s…
Dyno Pull on the JPC Racing built 2011 Mustang GT :
Specs:
Engine:
JPC/RGR shortblock
JPC/RGR CNC heads
Stock cams ( for now )
JPC long tube Headers
JPC X pipe
Bassani mufflers
Paxton Novi 2200 Supercharger ****6 RIB****-16.5psi
Paxton Air to Air Intercooler
Tremec Magnum 6spd Transmission
McLeod RSX twin disc clutch
McLeod Aluminum Flywheel
JPC 1 piece aluminum Drive Shaft
Fore triple hat return style fuel system
72# injectors
Diablosport Trinity tuner
Powercell 12V Lithium battery
Brisk Racing plugs
Rear:
9 rear,35 spline Strange axles and Strange spool, 4.30 gears
Suspension:
Metco Lower Control arms
Racecraft upper arm and mount
Eibach springs
Eibach adjustable Shocks and Struts
Strange Race brakes front and rear
Interior:
Kirkey seats
Raptor shift light
JPC line loc kit
Insane Fabrication 10pt cage
Exterior:
Bogarts Welded RT wheels
Micky Thompson Tires 28×11.5″
Rage Wraps-vinyl wrap
3400 w/driver
New ET’s coming soon………..
Paxton Supercharged 5.0L California Special Mustang on Mech Tech Racing TV…
Featured here in a segment from local Puerto Rico automotive enthusiast program Mech Tech Racing, host Osvaldo Griger puts the Pony through its paces and cannot remove the smile from his face.
Directed by Osvaldo Friger
Camera by Jason Riera
MTC-R Productions
Tony Promotions
Francisco Rivera May Have The Fastest 2011 Mustang GT In Puerto Rico…
The new coyote 5.0L Mustangs have quickly become a veritable performance phenomenon, with bolt on modification packages that reach performance levels that were previously unattainable for the average enthusiast. A bolt-on Paxton NOVI 2200 System for these new Stangs will see 615 crank horsepower, and be as daily drivable as the day it rolled off the lot. It is for this reason that it is no surprise that the coyote craze has made its way to the island of Puerto Rico, where we find Francisco Rivera and his Race Red Automatic 2011 California Special GT.
Mr. Rivera is currently an Internal Medicine Resident set to complete his residency in June 23, 2011, and has been a Mustang lover for as long as he can remember. His first car was a ’95 Mustang GT that he upgraded to include a Vortech Supercharged Man-O-War 351W in a quest to reach the 9 second mark. His quest was not able to be realized, however, while his medical studies took precedence. Fast forward to August 2010, when Francisco rekindled his Mustang passion with the purchase of a new Coyote-powered GT. Starting with bolt-ons, Francisco’s 5.0 responded well to each additional modification he threw at it…Steeda Cold Air Inlet, Kooks 1 3/4″ Headers, Kooks 3″ catted X-Pipe and axle back exhaust, Shaftmasters Aluminum Driveshaft, 3.55 Gears, Moser 31 Spline Axles, and Team Z Motorsports suspension goodies. Then, after just a few short months, it was time to get a bit more serious.
A Paxton NOVI 2200 Supercharging System and 3.33″ Supercharger Pulley were installed along with 60lb. fuel injectors and a Kenne Bell Boost-A-Pump by Carlos Nieves and Mario Fernandez @ 2 Fast Performance Group, and tuned by Carlos Nieves on their Mustang Dynamometer. Known locally as “The Heartbreaker”, the load-bearing nature of 2 Fast’s Mustang Dyno generally reads 10-12% lower than the other local Dynojet-style accelerometer dynos on the island. However, Francisco’s newly boosted Cali Special brutalized the Heartbreaker to an amazing 604rwhp and 514rwtq at 11.7psi (SAE), making his GT only the 2nd sub-$100K car to break the 600whp mark there.
When asked why he went with Paxton, Francisco replied “I have always been told by many people that Paxton was a great supercharger. I had been looking at the different superchargers available for the Coyote and was waiting to see what Paxton had under their sleeves. After seeing the kit (I was blown away by the fact that the 2200 was the head unit for the Coyote), I knew that the Paxton unit would be more than enough for what I wanted out of a supercharger especially for the price of the unit. Then, I got to see the HP achieved by JPC (671rwhp, followed by over 800rwhp) and I immediately wanted one! None of the other superchargers were making that kind of power.”
Francisco’s beast will be featured on a local car oriented television program Mech Tech Racing in Puerto Rico, and when the show’s host got behind the wheel he was instantly amazed at how much power the NOVI-boosted GT had throughout the entire power band. He went on to claim “I have driven a lot of powerful cars, but none have had the feeling that the Paxton Supercharged 2011 has.” The show is set to air June 4th on local TV.
Lots of local Mustang enthusiasts are keeping their eyes on Francisco and his ride, as his new quest is to get his ride to run 10′s in the 1/4 mile. Which should be no problem once the weather clears up out there, and he can get some good rubber under the rear wheels.
Team ECS Pfadt Race Engineering & Mantic Clutch: GM EFI Drag Racing Series
The 2011 Pfadt Race Engineering and Mantic Clutch GM EFI Race Series 15, presented by Paxton Superchargers, American Racing Headers & Comp Cams/FAST is underway! Many thanks to all who ran in the first points race of 2011…
Congratulations to the most recent winners and runner-ups
8.90 Winner and #1 Qualifier: Jay McCardle
Runner Up: Mike Beck
Bracket winner: Doug Biereczki
Runner Up: Doug Kelly
– May 21, 2011 EFI 8.90: Elimination Results | Points Standings
– May 21, 2011 EFI Brackets: Elimination Results | Points Standings
– Photos from the May 21, 2001 event by Vivian Harris
– Photos from the May 21, 2001 event by Jeff Plotkin
5/21/11 Finals / Summary:
The final in the Team East Coast Supercharging 8.90 Index, presented by Pfadt Race Engineering, got off to an exciting start. Mike Beck was off the line quickly with a .036 R/T, compared to #1 qualifier, Jay McCardle with a .299. However, Beck lifted the front end and got a bit squirrely when he came down, forcing him to lift in order to straighten her out, which resulted in an 18.909 at 53.08 mph pass. This allowed McCardle to quickly pass him, before reaching 330′, and then coast on the top end; taking the win with an 11.135 at 81.19 mph on the 8.90 index (a MOV of 7.5115). McCardle earned the Paxton Superchargers #1 Qualifier award (plaque and $50) along with the 8.90 winner trophy, which came along with $400. Beck took away $200 and a trophy for the runner-up spot.
In the race for 8.90 points, Jay McCardle is at the top, earning 3 for the 5/21 event followed by Mike Beck in the runner-up position: View the overall 8.90 index standings
The final in the SLP Performance Bracket, presented by Pro Torque, was a close race with a double-breakout ending. The 0.0066 margin of victory went to Doug Biereczki ($200 + trophy) over Doug Kelly ($100 + trophy). Although Kelly had the better reaction time with a .011 to Biereczki’s .110, Kelly broke out more with an 11.583 at 103.46 mph on an 11.60 dial (-.017) to Biereczki’s 14.229 at 98.16 mph on a 14.24 dial (-.011). Semifinalists who earned $50 and a plaque included Daniel Kneuer and Louis Calicchia.
In the race for Bracket points, Bill Doczi leads the pack, earning 3 for the 5/21 event. He is followed closely by five drivers, all tied for runner-up, earning two points on 5/21, including: Keith Burnham, Steven Ciregna, Marianne Costa, Ron Higgins and Phil Testa: View the overall bracket standings
About the series: Held at Raceway Park in Old Bridge Twp., NJ (Englishtown) and open to all GM EFI equipped vehicles such as Corvette, Camaro, Firebird, GTO, G8, Caddy, Trucks, and more (for details, refer to the rules pages) and includes:
1) The Team East Coast Supercharging 8.90 Index, presented by Pfadt Race Engineering
– open to licensed drivers
2) The SLP Performance Bracket, presented by Pro Torque
– open to beginners through seasoned / pro drivers
Special Events: The top two points racers in each class will be
invited to race at two Raceway Park summer events:
The 36th Annual Snap-On Tools Night of Thrills, presented by P.C.Richard & Son: Saturday, June 18
The 41st Annual P.C. Richard & Son Summer Morotsports Spectacular: Wednesday, July 20
