Jack Ryan
July 1, 2007

Mustang Racing Technologies' Bullitt Reloaded project has generous 315/30x18 Pirelli rear skin-apparently still not enough to contain the enthusiasm of the car's new Novi 2000 centrifugal, with charge-cooler. The black Bullitt will now serve as owner, Scott Hoag's, daily good-weather driver, make occasional show appearances, and visit both dragstrip and road- course from time to time. Not bad for what started as a stolen and stripped write-off once destined for the recycling bin.

Way back in our February '06 issue, we began the saga of Mustang Racing Technologies' (MRT's) reloading of a thoroughly spent Bullitt Mustang (No. 1,118 of 5,582.) Its rearming started, quite literally, from the ground up, with the first order of business being to provide the previously stolen and stripped Bullitt a new short-block, and an upgraded suspension and braking system. Scott Hoag, the head honcho at MRT took on this mission of automotive mercy because, as former Mustang customization manager at Ford Motor Company, and therefore one of the corporate enthusiasts who spear-headed the whole Bullitt program, he just "couldn't let one of his kids die that way" and so he rescued the written-off No.1,118 from the uncaring jaws of the crusher.

In case you missed Part 1, the project began with a non-running shell that had to be shuffled about with a forklift. We showed up after the new engine and a complete 8.8-inch axle assembly with 3.55 gears had been fitted. We then proceeded to watch as, in one night's marathon session, the MRT crew raided the boss' parts catalog and installed Kenny Brown's ultrarigid chassis support system, Tokico nonadjustable struts and shocks similar in damping specification to what the company made for the factory Bullitt, H&R progressive-rate springs, and adjustable-perch rear lower control arms from J&M. The MRT/SSBC Tri-Power brakes combine 13x1.25-inch grooved front rotors with aluminum three-piston calipers, and also have 12x1-inch rear rotors and calipers with integrated parking brake hardware. Astride a temporarily fitted T45 tranny (a T56 is in the works), the guys then strapped on MRT's stainless 2.5-inch cat-equipped H-pipe (Scott hates those other x-shaped things, preferring the unhindered bass of the H-pipe), hooked to an after-cat system of equal diameter, except for the 3.5-inch brushed-stainless tips. For the retro-musclecar look, Hoag ordered from Wheel Replicas a set of decidedly Bullitt-ish, black-spoked rims in 17x8 front and 18x10 rear dimensions, and wrapped them in 255/40 and 315/30 Pirelli Corsa rubber.

That's about where we left off in our last installment, promising that this time around we'd see the reloading continue by way of a Novi 2000 intercooled supercharger-something to justify that huge rear rubber. In truth, MRT's project would be serving as a prototype platform for trial fitting of the burly Novi 2000 to the Bullitt (Paxton's basic Bullitt kit is based around the smaller-scrolled Novi 1000 and is noninter-cooled.) Since we figured prototyping a specific application for an intercooled blower kit would likely involve some fabrication, and since MRT was also going to develop the tune for the kit, we wisely chose to stay away until the job was done and the dyno wheels had stopped spinning. Paxton now offers a Bullitt-specific charge-cooled Novi 2000 kit for the Bullitt, so the operation must have been a success.

What we're doing here is by no means a detailed how-to, but rather a look at how the big Novi fits, and what MRT did from a fuel-supply and tuning perspective to make it work-safely. Paxton sells the Bullitt Novi 2000 kit only in "tuner" form, meaning the company leaves it up to you and your tuner to decide on the fuel pump, fuel injector, and calibration approach for your particular vehicle-a wise idea since the big Paxton can produce up to 27 psi. Rest assured that MRT pulleyed its car for a lot less, since the Bullitt Reloaded project is meant to be an all-around performer, from street to strip, and even to Hoag's favorite venue, the road-course. This latter idea of doing some open tracking led MRT to err on the side of caution when it came to cooling and fuel supply, the details of which we'll get into in our captions.

By the way, if some of these photos look suspicious, it's because we actually photo-graphed the blower coming back off the Bullitt-as we said, we weren't there for the actual prototyping. MRT did the disassembly both so we could have some photos to accompany these words, and in order to replace an air-conditioning line damaged in the original installation. Just the same, we think you'll get the idea that this is a pretty tight fit, and unless you have need of the Novi 2000's huge boost potential-and the subsequent budget for a built short-block if you're planning on using that full boost potential-you might want to give some consideration to the smaller Novi 1000. Then again, if only the biggest will do.

Photo Gallery

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And the Dyno Says...
MRT's new facilities in the Motor City Steel building in suburban Detroit include a Mustang loadable dyno. It's generally accepted that a Mustang dyno produces slightly lower peak numbers than does a Dynojet. Unfortunately, in the move from the old building to the new, the reloaded Bullitt's baseline dyno numbers somehow went astray, so we have no direct before/after comparison to show you-just the boosted numbers. By the way, these numbers were attained running only about 9 psi of the Novi 2000's full potential, in view of the car's stock short-block and the fact that it will find itself open-tracking on a road course from time to time, meaning long periods of wide-open throttle. Dialing up the Novi's wick any more under track circumstances would likely have less than desirable effects on stock pistons and rods. And no one wants Bullitt Reloaded to end up shooting blanks.

NOVI 2000, JBA SHORT-TUBES & AFTER-CAT
RPM HP TORQUE AIR/FUEL RATIO: 1
2,748 133.0 251.0 11.5
2,848 138.0 254.0 11.6
2,948 145.0 260.0 11.6
3,048 154.0 265.0 11.7
3,148 166.0 276.0 11.8
3,248 177.0 287.0 11.7
3,348 189.0 295.0 11.9
3,448 195.0 298.0 11.8
3,548 206.0 304.0 11.6
3,648 215.0 309.0 11.8
3,748 224.0 313.0 11.7
3,848 232.0 317.0 11.8
3,948 243.0 324.0 11.8
4,048 252.0 326.0 11.9
4,148 262.0 332.0 11.9
4,248 274.0 334.0 11.9
4,348 276.0 334.0 11.9
4,448 288.0 337.0 11.7
4,548 294.0 336.0 11.8
4,648 293.0 333.0 11.8
4,748 307.0 338.0 11.6
4,848 314.0 341.0 11.7
4,948 314.0 342.0 11.7
5,048 326.0 338.0 11.7
5,148 328.0 334.0 11.5
5,248 333.0 334.0 11.5
5,348 337.0 331.0 11.6
5,448 340.0 328.0 11.3
5,548 342.0 324.0 11.4
5,648 352.0 326.0 11.7
5,748 354.0 324.0 11.5
5,848 357.0 321.0 11.6
5,948 364.0 321.0 11.7
6,048 366.0 318.0 11.6
6,148 370.0 314.0 11.5
6,248 371.0 311.0 11.6
PEAK 371.0 342.0