Now that we have the 10-second Paxton thread, which is essentially a Paxton on a stock longblock with traction, I'm more interested in hearing about the higher HP builds.
What exactly did you have to do to get 800+ rwhp with the Paxton Novi 2000 head unit? Besides the typical built shortblock with forged pistons and rods, what else is needed?
Head studs?
Better than OEM head gaskets?
Headers or not?
Still using the kit intercooler setup?
Fuel pump, external or in-tank?
Tuning software and engine management system?
Methanol kit?
What is your exact combo, what power did it make, what boost PSI?
Thanks in advance. Trying to justify building my engine vs going twin turbos. Looking at pros and cons and cost comparisons. I'd like 800-900 rwhp on pump gas.
If you want 800-900 I think you should build the engine either way. You will also need water/**** for the ability to run the pump gas.
What is needed-
IMO most importantly is the fuel system. I have 3 in tank pumps. I would not compromise on the fuel system. I have 1500 rwhp capability. The high capability just lowers my duty cyle at the reduced power. Better for the entire system.
Better head gaskets and studs..valves and springs.rockers.definately. Ported heads will help greatly as well.
Don't know about the headers on a Gen 3 like yours, but I know the Gen 2s starting in 1999 have decent headers on them already. And I thought headers for these cars are overpriced and if I went TT I would have to sell them used anyway.
I have the kit intercooler, and my car runs fine and has never overheated. I didn't want a front mount because of the radiator blockage it causes. I think the stock intercooler setup if you run **** as well is sufficient.
With the AEM it uses the factory connections and there is no wire splicing involved. You can also datalog with it, to make sure everything is ok. It also takes into account if the car is supercharged/turboed/has ****, etc. The only negative is the car won't pass emissions if you need it to, but the return fuel system is better than the returnless with the hp this high IMO. You could check with your state, maybe there is a show car exempt law like there is where I live. Easy enough to get, just apply. Or go with a return less system and do an SCT tuner, but I'm guessing that would leave alot on the table.
I made 875 through a filter with this setup at a 11.2 to 11.5 A/F ratio.....conservative.. My power is a little low comparitive to some UGR cars because I opted for a 8.6cr instead of the 9.1 cr they usually do for the Paxton. I wanted to be as conservative as possible, and able to go TT in the future, and the 9.1 is pushing it on the UGR TT cars.
Proline built 510 stroker
Oliver billet rods
CP forged reverse dish race pistons, CP spiral locks, CP .180 wall wrist pins, CP oil rail support.
UGR custom cam
Clevite bearings
Total seal TNT file fit rings
Billet main caps.......very important over 800 rwhp.
ATI balancer..don't forget a good balancer.
Aeroquip SS lines and aluminum fittings, Aeromotive regulator.
75 pound injectors/rails top feed.
Billet pump in tank hangar/3 high flow pumps.
Novi 2000 ~11 pounds according to the AEM.
AEM water **** kit.
Custom crank case vent system.
Ported heads/valves/retainers/roller rockers.
No cats
stock 2000 GTS headers
Corsa catback 4 inch round tips
Also did new timing chain/lifters during the build.
I have only taken the car to the track twice. My first time....just trying to feel out the new UGR setup... I ran an 11.0 at 129 shifting at 5K at RT66 with a2.0 60 and got the boot after that pass for no roll bar. Second time I went to Rt41 where there is NO prep and ran three 10s back to back. 10.7 at 140 was my best. That was with a 1.9 60 foot. I roll around the water and do no burnout. 30 pounds in the tires. BFG DRs. I ran it like it would be run at a stoplight. I'm not in the slick/skinny crowd.........but the car has a lot left in it. Mainly seat time is what I need, but I never seem to get to the track.
I'm guessing if my car was TT with the same engine, I would be at 75-100 hp more with my setup with the same 93 octane. BUT I could turn up the timing 2 degrees and run 100 with my Paxton to make that back up if I wanted to run it that way..........SO anyway IMO TTs when the price was considered along with the results was not cost effective enough for ME at that time.......but I wanted to be able to make the switch if I wanted to at a later date....thus the 8.6cr.
I can tell you my car runs/drives great. The engine has never lost a beat and the tune, even with the bigger cam I opted for, the AEM runs the car without a hitch. Only problem I have had with my build is my AEM would not let my alternator charge the battery at one point.........I called UGR and there was a new AEM loaded with my tune sitting at my door the next day when I got off work.
