Michael Galimi
July 15, 2011

One look at this magazine, as well as many Internet forums, and you can figure out that the Coyote 5.0L responds very well to boost. There are a couple of key elements for these excellent results, but for the most part, we can say thanks to Ford engineers for the higher compression ratio and free-flowing cylinder heads that feature four valves per cylinder.

Starting with 412 hp (approximately 360 rwhp in a stick-shift--equipped 5.0L) puts the power gains with a supercharger that much higher than its Three-Valve 4.6L brother, which features 112 less horsepower from the factory. The quick responding wide-band 02 sensors certainly help the cause, and most tuners credit those sensors as a big part in being able to safely add boost to an engine with 11:1 compression.

There is no shortage of superchargers for the Coyote 5.0L, with no less than nine companies offering complete systems--not including various size blowers from a few of the manufacturers. This month, JDM Engineering opened its doors for us to get the inside look at the Roushcharger TVS supercharger system that was added to JDM's new R&D vehicle--a silver 2011 Mustang GT.

JDM Engineering's proprietor and head tuner, Jim D'Amore, modified the shop car with a few basic mods, like a pair of Mickey Thompson ET-Street Radials, Ford Racing Boss intake manifold, Airaid cold-air kit, L&M throttle body, and a custom JDM tune. In this trim, the car cranked out 408 rwhp and 387 lb-ft of torque. On track, it clicked off some high-11- second runs, which isn't bad considering it rolls on a set of Ford Racing 18-inch wheels.

The minor modifications were fun, but D'Amore was ready to add a Roushcharger and start developing new parts for supercharged Coyote 5.0L engines. We followed along as D'Amore installed the kit with only a custom tune (using SCT software). At the time of this wiring, Roush didn't offer an ECU tune for automatic-equipped 5.0L Mustangs. Another reason we wanted the custom tune is because JDM specializes in that arena.

The Roushcharger should be a familiar supercharger to you as it utilizes Eaton TVS 2300 internals. In fact, the blower unit itself has been used in several Roush models dating back to 2008, where it first showed up on the P51A Mustang. This supercharger has also delivered the JDM Engineering Roush 427R drag-race vehicle to a best time of 9.71 at 143 mph, and produces 727 rwhp through a 5R55S automatic transmission.

The TVS 2300 is a proven product that is also the standard supercharger system in the highly acclaimed Ford Racing Cobra Jet race car program. Its durability and capabilities are well-documented in OEM circles, of which Roush takes part. The Eaton TVS 2300 uses a Roots-style rotor package that features a 160-degree twist and twin four-lobe rotors for increased efficiency over the Gen 5 series of Eaton superchargers.

The Roushcharger TVS 2300 is virtually a direct carryover from other Roush projects, so the engineering team, lead by Erin Dmytrow, focused on the engine hardware. "The FEAD (front-end accessory drive) represented the largest challenge to the new blower package," said Dmytrow.

He explained the difficulties the engineering team faced: "In stock form, the 5.0L FEAD is a dual sheave (Ed. note--pulley) design. The first sheave, which is located closest to the front cover, is dedicated to the A/C compressor. There is no tensioner on this sheave as it uses a tensioner-less belt. The second sheave contains a light-duty tensioner for the water pump and alternator (Ed. note--no power steering pump required due to the Electronic Power Steering Assist)."

Those complications led Dmytrow and his team to design a heavy-duty tensioner system using the first sheave since it was closest to the first engine block main cap. According to Dmytrow, "It reduces the strain on both the bearings and nose of the crankshaft."

Utilizing the inner set of pulleys, or sheaves as Dmytrow refers to them, requires some modifications to the front cover. A few pulley bosses have to be trimmed down and the ribbing cutaway. This is done so the new cast-aluminum bracket that holds the belt tensioner can be bolted on.

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