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Picking the Boost: Buying the Right Supercharger
Testing Vortech Superchargers’ V-7 JT and V-7 YSi on a Ford Performance Aluminator Coyote powerplant
Bigger is not always better…in terms of power adders. Planning for power expectations can help properly size a supercharger for your goals. Today we look at two of the biggest blowers from Vortech Superchargers that bolt into the 2011+ Mustang bracket system; the V-7 JT and V-7 YSi-B.
Vortech normally includes their tried and true V-3 Si with their Coyote kits. The helical cut gear set and contained oiling system allows for simple maintenance while providing a subtle whirl from under the hood. The 78% peak efficiency requires less horsepower to turn and will support up to 775 crank horsepower.
775 horsepower is fine and dandy power for a stock 5.0 but what if you have a built motor or a Ford Performance Aluminator? Of course, then 775 horsepower just isn’t enough. The next logical step up is to Vortech’s V-7 JT supercharger. Coming in at 75% peak efficiency, the JT will support up to 1,000 horsepower and a maximum of 27 psi. The D-port volute helps improve efficiency while housing a 3.486-inch inducer. Ceramic ball bearings allow the V-7 JT to be used with cog drive systems and allows the blower to be spun to a higher maximum impeller speed than normal V-1/V-2/V-3 street units.”
Vortech recently released a V-7 JT-B head unit that contains a billet impeller wheel. Taking what they’ve learned from the YSi-B (which we will get to in a minute), the JT-B is good for “over 1,000 horsepower” and two more pounds per square inch of boost. Since we have seen racers making around 1,000 horsepower at the wheels, we will call this one 1,100 crank horsepower capable. Additionally, the improved V-7 gear case is paired with a 7/16-inch impeller shaft. We should also note, the JT-B will make more power the faster you spin it.
The second blower for our test is Vortech’s V-7 YSi-B. Vortech offers a standard YSi supercharger that fits in between the JT-B and YSi-B but we wanted to test both ends of the spectrum. The standard YSi is designed for 1,200+ horsepower and over 30psi of boost. Flowing 1,600 cfm, the YSi contains a 3.700-inch inducer.
Much like the JT-B, Vortech’s YSi-B is designed for blower speed; the faster the blower is spinning at peak power, the more horsepower-per-psi will be achieved. The YSi-B is designed for over 1,400 horsepower and was updated with Vortech’s billet wheel technology ahead of the V-7 JT, meaning it carries many of the same great features. Spending more than six months on the development of the YSi-B compressor stage, Vortech ran multiple iterations through their in-house supercharger dyno. The new design contains an increase to the tip height of the compressor wheel along with more blades. Just like the JT-B, the YSi-B is driven off the V-7 gear case with heavy duty ceramic ball bearings that are oiled from the engine’s oiling system.
So, the big question. How does the JT and YSi-B perform on a built motor? We picked up a brand new 2015 Ford Performance Aluminator crate engine that comes complete with fully forged internals. We selected the 9.5:1 version (PN M-6007-A50SCA), though Ford Performance offers an 11:1 that is capable of handling boost as well. Other upgrades include BOSS 302 valvesprings and billet oil pump gears. Since we are working with a stock Aluminator and GT manifold, we were going to be limited on the amount of RPM we can spin the engine.
The 2015 crate engine is equipped with the charge motion control plates and mid-lock camshaft phasers. Due to this, a 2015+ Controls Pack (PN M-6017-504V) is required. Ford Performance has perfected the Controls Pack and is extremely easy to wire up, even on Westech Performance’s engine dyno. Also included is a throttle pedal, wideband oxygen sensors, air intake, and radiator lines. Eddie Rios of Addiction Motorsports was on hand to provide tuning duties.
Our JT and YSi-B are paired up with Vortech’s 2011-2014 Coyote bracket system, which will bolt to the front of a 2015-2017 crate engine. Vortech’s 8-rib upgrade adds belt width and increased traction, which is necessary when making big power. Included in the upgrade is wider idlers, factory-style damper cut for 8-ribs, water pump, and alternator drive pulleys.
Our Aluminator needed more fuel to accommodate the additional power we needed to make, especially considering we’re running it on E85. Fuel Injector Connection 1,300cc injectors. Running at the near 60 psi of base fuel pressure a Coyote needs, the FIC injectors are rated at 1,500cc and fully capable of handling over 1,100 horsepower on E85.
First up was the V-7 JT. With the box-stock 3.60-inch diameter pulley we were able to make 731.5 horsepower and 569.5 lb-ft of torque with boost at 9.3 psi. Sizing down to the 3.125-inch pulley, power jumped considerably – 848.1 horsepower and 659.5 lb-ft of torque. Making 12.3 psi at peak power, we had picked up nearly 38.8 horsepower per pound of boost. With our smallest 2.85-inch pulley the Aluminator soared to 905.7 hp and 717.4 lb-ft. When peak power occurred, we made 14.0 psi of boost, netting an additional 33.8 hp per psi of boost. To really take advantage of the 1,000 horsepower capability we were going to need to upgrade to an overdrive damper.
Next up was the YSi-B. Designed for big boost and RPM, how was it going to stand up on a stock Aluminator? Starting with the 3.125-inch pulley, the YSi-B made 795.9 horsepower and 613.6 lb-ft of torque. Way below its efficiency range, the YSi-B was only producing 11.7 psi at peak horsepower and lost 52.2 hp when compared to the JT at the same pulley diameter. The 2.85-inch pulley netted 865.1 hp and 665.5 lb-ft of torque with 1 more psi of boost. At 7,200 rpm the YSi-B actually created 14 psi of boost but as we all know, boost pressure is simply a measurement of restriction and the engine wasn’t able to process the amount of airflow the supercharger was supplying due to the stock intake manifold and camshaft configuration.
So, contrary to popular belief, bigger isn’t always better. With a stock Aluminator, we weren’t able to spin the YSi-B fast enough to even register in the lowest portion of its compressor map’s efficiency range. It’s likely that a BOSS 302 or Cobra Jet manifold would have allowed us to turn close to another 1,000 rpm, and make a considerable jump in power. If you’re looking for a supercharger to make around 1,000-1,100 horsepower, the JT and JT-B are going to provide much more efficient power. Now when the need of 1,200+ arises, you can’t go wrong with the YSi-B!
1. Steve and Troy from Westech ready the Aluminator on Westech’s dyno as Eddie from Addiction Motorsports assists with tuning cable setup to the factory PCM. Our test bed is a stock 9.5:1 2015 Aluminator crate engine.
2. Vortech’s V-7 JT supercharger was first up in our testing. This head unit has been a popular choice for those looking to make around 1,000 horsepower at the crank.
3. The standard V-3 Si 2011-2014 Mustang kit is actually 50 state CARB legal when paired with the factory air box. Vortech offers a competition air inlet upgrade that will allow for easier breathing.
4. A 1,000 horsepower capable front mount intercooler comes standard with all Coyote Mustang kits. The long, black transition leading up to the throttle-body contains an air straightener to provide a cleaner MAF signal.
5. Fuel Injector Connection Supplied a set of 1,300cc injectors to feed our Coyote 85% ethanol. Adaptor plugs allow for a drop-in installation.
6. Both the JT and YSi-B are externally oiled. Pressure side oil is teed off the oil pressure dummy light and returns to a fitting we installed on the front of the oil pan.
7. A trio of pulleys: Vortech’s 3.60-inch and 3.125-inch 8-rib pulleys along with their 2.85-inch high traction profile pulley.
8. With the V-7 JT only producing 9.3 psi on the 3.60-inch pulley, the Coyote produced 731.5 horsepower and 569.5 lb-ft of torque. That’s 250-plus horsepower increase over a stock 2015 Aluminator!
9. Equally as impressive was the 38.8 horsepower per psi of boost we picked up between the 3.60 and 3.125-inch pulley. The new number? 848.1 horsepower and 659.5 lb-ft of torque with 12.3 psi at peak power.
10. Our last pull was made with Vortech’s 2.85-inch pulley. We cracked the 900-horsepower mark with 905.7 hp and 717.4 lb-ft. When peak power occurred, we made 14.0 psi of boost, netting an additional 33.8 hp per psi of boost.
11. Next up was the big boy – Vortech’s redesigned YSi-B. The “B” means it’s equipped with Vortech’s newest billet wheel technology that spent over 6 months in development. The new design contains an increase to the tip height of the compressor wheel along with more blades.
12. Running the YSi-B with the 3.125-inch pulley is like Michael Phelps doing laps in a kiddie pool – we simply weren’t even spinning the supercharger fast enough to make efficient power. The YSi-B made 795.9 horsepower and 613.6 lb-ft of torque at 11.7 psi.
13. Similar story with the 2.85-inch pulley. The YSi-B’s compressor map doesn’t even start until 15 psi of boost. The factory intake manifold and camshaft configuration was limiting our ability to rev the engine and subsequently make more boost. The 2.85-inch pulley netted 865.1 hp and 665.5 lb-ft of torque.
14. Here’s a comparison of the YSi-B versus the JT with the 2.85-inch pulley. We were operating the JT in its sweet spot, which showed in the power numbers. The smaller JT was worth 40.6 more horsepower at nearly the same boost level. If you’re looking for a supercharger to make around 1,000-1,100 horsepower, the JT and JT-B are going to provide much more efficient power. Now when the need of 1,200+ arises, you can’t go wrong with the YSi-B!
Injectors for Any Combination!
Fuel Injector Connection offers everything from stock flow rates to 1700cc injectors for the Coyote engine platform. Designed as a plug-and-play solution, they come with the required data needed for tuning, are E85 compatible, and flow matched. Most of Fuel Injector Connection's injectors come with lifetime warranty.