1,032-RWHP Coyote 5.0L
Justin Burcham/JPC Racing, Millersville, MD
The new Ford Coyote 5.0L boasts 400 hp from the factory and has breathed new life into the Mustang platform. JPC Racing is one of the many specialty shops standing on the edge of technology for the latest modular engine from the Blue Oval. The shop's in-house mule has gone through a blitzkrieg of changes in the past two years and now leads the way in the horsepower wars. Its latest rendition is currently credited with being the most powerful Coyote 5.0L on the planet, but we're sure that record will be eclipsed by the time you read this issue, as the pace at which these enthusiasts work is a staggering. Right now, the output is 1,032 hp at the wheels--in street trim and on Shell URT high-octane gasoline.
The main ingredient for power is a Paxton NOVI 2200 supercharger system with an air-to-air intercooler. Boost is set at a paltry 20.5 psi, but don't be fooled--the custom CP pistons put the compression ratio at 11:1, as if it came from the factory. To handle the 1,000-plus rwhp, Burcham has made some changes to the car, including a race-prepped Tremec TKO-600 and a dual-disc McLeod Racing RXT clutch. Naturally, the front and rear suspension has been modified for street and strip use. The best time thus far has been a 9.34 at 151 mph, but that was when the car made "just" 843 rwhp, according to Burcham. As the winter breaks in the mid-Atlantic region and the dragstrips start opening, he hopes to shatter the 8-second barrier with speeds in the 160-mph range--and he will do so banging the gears of the Tremec five-speed.
The fuel system was converted to a return-style setup. It consists of an off-the-shelf kit from JPC Racing that includes the company's TopHat drop-in billet aluminum fuel hat with three Walbro 400-lph fuel pumps, an AN-10 feed line and fittings, an AN-8 return line and fittings, and a MagnaFuel fuel-pressure regulator and fuel filter. Fuel injectors are massive Injector Dynamics ID1000s that are estimated at 100 lb/hr in most applications. DiabloSport tuning software helps the JPC gang stay in control of the fuel, timing, adjustable camshaft timing, and other parameters.
The engine is not radical for being over 1,000 rwhp. Rich Groh Racing (RGR) collaborated with JPC Racing on the engine build. The stock block was honed and a set of custom CP pistons was added. An aftermarket set of connecting rods attaches the pistons to the stock crankshaft. Billet oil-pump gears keep the oil pump working under stressful situations.
A Paxton High Output Tuner kit was bolted on and then upgraded with an eight-rib pulley drive system for added belt traction. To produce 20.5 psi of boost, the impeller reaches a speed of 62,679 rpm at the engine's 7,200-rpm redline.
The cylinder heads feature a mild port job, but RGR kept the stock valves and valvesprings. The group shimmed the valvesprings for more seat pressure, as the intake valves have trouble operating properly when boost exceeds 14 to 15 psi. The RGR/JPC conglomerate markets these heads as Stage 1. The OEM camshafts remain, as Burcham drives the car on the street. The stock intake manifold is also employed for its torque production and throttle response around town.