The new unit takes its inspiration from the YSi redesign.
“The traditional JT supercharger has a cast wheel, but the JT-B has a billet wheel with quite a few improvements,” says Vortech’s Lance Keck. “The inducer diameter is legal for competition in NMRA Coyote Modified, and the technology we’ve learned through our billet wheel development program has been applied to the JT-B supercharger.”
He explains that the impeller profile is unique to this compressor, and there are a number of other functional changes within the supercharger.
The latest version of the JT supercharger uses a V-7 style gearcase with a 10mm impeller shaft, and due to the increased performance of the new JT-B supercharger in terms of airflow, a 7/16-inch impeller shaft is used for added strength and durability.
The supercharger is manufactured in two clockwise rotation versions, one with a straight discharge [PN 2A158-090/-098] and one with a curved discharge [ PN 2A158-100/-108], and a counter-clockwise straight discharge housing [PN 2A159-090/-098].
The JT-B supercharger is capable of 29-plus pounds of boost pressure and well over 1,000 horsepower depending upon engine combination. As you can see from the dyno graph above (graciously provided by Terry Reeves of Team Beefcake Racing), in action, the supercharger performs quite well. This particular combination is a 302 cubic inch Bischoff Engine Service-built Coyote engine that’s full of tricks to get it to live in NMRA Coyote Modified competition, and is built to take full advantage of the supercharger’s performance.
“The standard JT will fall off once it reaches a certain RPM level. The JT-B just keeps pulling and when it gets to that peak, it still carries power. It didn’t just fall off like the regular JT impeller,” says Reeves.
Another Coyote Modified racer sporting the new JT-B supercharger is NMRA newcomer Ronnie Reynolds, who runs his 2013 Mustang out of the Revolution Automotive camp in Baltimore, Maryland. Reynolds has one race win–the Maryland International Raceway stop–and a semifinal appearance under his belt this season and is getting acclimated to the JT-B’s power output.
Before he ever entered an NMRA event, Reynolds installed the JT-B supercharger on his car as a replacement for his previous Paxton 2200SL self-contained supercharger–an impressive supercharger in its own right, and a solid comparison to Vortech’s original JT huffer.
“The car made 840 on the 2200SL on E-85, and then we swapped to the JT-B supercharger a little bit later in the year. I did change the crank pulley to help feed the blower, and I made 1,019 horsepower on the same fuel with no other changes–and in worse air. We saw a 3 psi difference in boost pressure,” says Reynolds.
For more information on the new V-7 JT-B supercharger and the complete line of Vortech superchargers, check out their website.