2003 Ford Mustang SVT Cobra Bassani Exhaust

"We wanted to create a system that would spool quickly and make an enormous amount of low-end power," Urist says. "The turbos are 66 mm and would normally be too big for this engine, but when combined with the super-charger, they're perfect. As you can see in the graphs at the end of this story, the low rpm power is big, and it simply doesn't fall off on the top-end. You can run this engine higher and still make more power.

"The Roots-style supercharger is a constant-displacement device. It moves air against a restriction, which is the engine, and it creates pressure. The downside of the supercharger is that it's not as efficient and takes more power to drive than a turbocharger. So peak horsepower per pound of boost with our compounded setup will differ from turbocharger-only applications."

Simply removing the supercharger and adding a '99 Cobra intake will increase peak horsepower, but low-end power would be sacrificed. The reason behind the madness, though, was to create a combination that provides superior low-end and average horsepower.

The easy part was designing the system and getting it plumbed to the throttle body. The harder side of the project was ensuring the car would operate properly when on the dyno. Delivering the right amount of fuel was first on the list. Urist wasted no time and converted the Cobra to a return-style fuel system. The stock tank was removed and a sump was added to the bottom. Moving the fuel forward to the engine is the job of a -10 supply line, a Weldon 2345 fuel pump and filter, 1/2-inch fuel rails, and 160-pound fuel injectors. A Weldon Dial-A-Flow was also installed for street driving. A single -8 line has been tasked with returning the unused fuel to the tank.

"The fuel system is capable of feeding anything the engine can handle," Urist says. "It might seem like overkill, but we wanted to set it up for future projects that include running E85 fuel, which requires about 40-50 percent more fuel volume than gasoline."

Other areas of concern were with the drivetrain, ignition system, and engine management. The latter two were solved with one component. Urist ordered a PMS engine-management setup from Anderson Ford Motorsport. Stock electronics are kept in place, and the PMS plugs into the computer box. It's capable of driving the low-impedance fuel injectors, as well as firing spark in high-boost applications.

We were pleased to see how effective the PMS was in this application. Running such high boost (44 psi) was relentless on the ignition system, and the add-on proved to be quite durable. The PMS was programmed to go stand-alone at 3,000 rpm and reference a map sensor. Urist controlled the injectors easily using the handheld tuner. He adjusted the fuel volume based on the air/fuel ratio meter. Timing was a rather conservative (for race fuel) 19 degrees on the big power pulls.