exclusive - Paxton Superchargers

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EXCLUSIVE: PAXTON IL SUPERCHARGER
Pulling
Punches
PUNCTURED OIL PANS CAN BE
A THING OF THE PAST WITH
PAXTON’S NEW INTERNALLY
LUBRICATED SUPERCHARGER
ustang fans love supercharging,
except when it comes to
punching the hole in the oil
pan for lubrication. Some do
it, but it’s an angst-filled
moment; others just can’t swing the hammer. Using the opportunity to sell more
superchargers, Paxton has developed—or
redeveloped—an internally lubricated
supercharger.The blower carries its own
supply of oil and doesn’t require any communication between the engine oiling system
and the supercharger. In turn, that means there’s
no need to plumb a pressurized oil feed line or
return line to the engine’s oil pan. It’s a concept Paxton
pioneered in the ball-drive days but abandoned for an engine-oil feed
when the boost and rpm levels of modern hot-rodding proved too
much for the friction ball drive.
A pressurized oil feed from the engine remains a viable way of
lubricating a centrifugal supercharger, and Paxton has no intention of
abandoning it.There are some good reasons for the company to add
an internally lubed blower to its offerings.We’ve already mentioned
the first: punching the hole. Putting a hole in a perfectly good oil pan
to fit an oil return line is too much for many people, so providing a
choice between an oil-fed blower and an internally lubed one should
result in more Paxton blower sales.
Eliminating the oil-feed and return lines also means fewer steps
during installation, making it quicker and cheaper. That’s always a
plus. Especially since Paxton is seeking to expand its sales to car
dealers. Notoriously parsimonious, dealers demand quick-and-easy
installations, and are resistant to what they perceive as mechanical
mayhem—punching holes, for example.
Finally, oil-fed superchargers rely on gravity to return drained oil
to the engine. In Mustang applications, this isn’t an issue. For Paxton,
there are installations where a gravity drain is problematic. In those
cases, an internally lubed blower offers the ability to mount the
supercharger almost anywhere the drivebelt or jackshaft can reach,
including lower than the oil pan.
M
Challenges & Solutions
Giving a supercharger its own oil supply raises questions of oil
cooling, cleanliness, aeration, distribution, and—most importantly—
control inside the tight confines of the supercharger transmission.
To understand how Paxton addressed these concerns, let’s review
what’s happening inside the drive section of the company’s centrifugal
blower.The action begins at the supercharger pulley, driven by the
blower belt.The pulley is mounted to a shaft that’s part of a large
MPaxton’s new internally lubricated (IL) supercharger (right) offers all the performance but fewer installation hassles compared to its familiar oil-fed Novi 1200 brother.
MRemove the cover on the IL and this is what you’ll see: the large drive gear and the
smaller impeller gear covered by the plain disc of the oil slinger. The cover provides
the location for the two ball bearings seen here.
drive gear inside the supercharger’s transmission. It mates with a
much smaller impeller gear, which is mounted on the impeller shaft
and directly turns the impeller.The two gears feature helical (curved)
teeth and form a gear ratio of 3.6:1.The relationship between the
crankshaft pulley and the blower pulley is also a gear ratio, typically
around 2:1, giving the overall 7.2:1 a step up between the crankshaft
and the supercharger impeller.Therefore, if the engine is ambling
Text and Photos by Tom Wilson
Horse Sense: It doesn’t matter if they’re internally lubed or oil fed, centrifugal superchargers such as Paxton’s IL deliver top-end horsepower without adding unmanageable
torque down low. That typically translates into easy-to-manage traction on street tires.
58 5.0 SEPTEMBER 2007
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along at 2,000 rpm, the impeller and its gear in the blower are turning
12,960 rpm. At 6,000 engine rpm, the supercharger is whizzing along
at 43,200 rpm.There’s tremendous energy whirring inside the blower’s
transmission and at its impeller.
It’s this prodigious rotation inside the transmission that causes all
the frustration when trying to lube and cool the gears and their ball
bearings inside the blower trans.The big concern is the gears, as the
ball bearings need only a mist of oil for lubrication. Oil-fed blowers
spit oil through a 0.032-inch hole at the gear interface, with a constant flow of filtered oil supplied by the engine.The amount inside the
blower is controlled by the small orifice, and it’s constantly draining
out the bottom of the blower to the oil pan.There’s never a large
volume of oil in the gearbox, just a heavy mist to constantly wet the
surfaces.
With internal lubrication, the supercharger has 4 ounces of oil.
Think of it as a wet sump compared to the dry sump oiling of the
oil-fed blower. This volume is necessary to allow it to cool, but
pouring this much fluid into an unmodified oil-fed blower transmission means the dervish of gears entrains the oil and races it around
the perimeter of the transmission housing. This heats the oil, beats
air into it causing it to foam, and doesn’t put it where it’s needed, at
the center of the transmission where the gears and bearings are.
Paxton’s solutions are to cast fences in the oil’s path to stop the
roundy-round flow, provide a slinger to fling oil where it’s needed, and
use specially formulated lightweight oil for its lightweight and antifoaming capabilities. Oil filtering is addressed by regular changes.
To see how the new internally lubricated transmission housing and
its oil-control fences are laid out, it’s best to examine the photos and
captions. Paxton arrived at this configuration, including the shape and
volume of the IL supercharger’s transmission housing, by beginning
with a standard oil-fed blower fitted with a clear plastic cover. Once
the flow was visually determined, trial and error gave the various
MThe drive gear (left) and driven-impeller gear
(right) are identical to those in the oil-fed
supercharger. The only difference is the
addition of the oil slinger—the large flat
disc—to the impeller shaft assembly.
The slinger dips into the oil sump and
flings a fine film into the drive-gear
portion of the blower. It’s the only oil
“pump” in the system.
MRemove the gears from the supercharger housing
and the details of the redesigned housing are apparent.
The bottom of the housing is the oil sump at the bottom
in this photo. The angled fences are anti-windage
devices, as is the semicircle fence around the impeller
bearing bore. This housing is used on oil-fed and IL
Paxton superchargers.
OPaxton
designed the oiling improvements to
function in the IL and oil-fed
superchargers, so this housing is now used for all
Paxton 1200- and 2200-series superchargers. The
three threaded holes along the bottom are for the
return oil drain when used as an oil-fed blower. Three
holes are provided to accommodate any clocking of
the supercharger—they’ll likely all be plugged in IL
applications; in oil-fed blowers two are plugged and
one has a drain fitting. At press time, Paxton thought it
might provide an oil-drain fitting and hose in one of the
holes on IL blowers to facilitate the oil change.
OMost of the supercharger cover is
filled in to form a thin opening between
the drive and driven gear sides of the
supercharger housing. This reduces
windage and improves oiling. An O-ring
seals the cover-to-housing interface.
COST & AVAILABILITY
superchargers will be available in mid-July 2007, according to Paxton. Only
the ’05-’07 Mustang kit will be available initially; the second kit will come
shortly thereafter for the evergreen ’86-’93 Mustangs. They remain a major
market for Paxton. Kits for SN-95 Mustangs will follow the Fox cars.
It’s tougher to call the kit prices—they hadn’t been set at press time. According
to Paxton’s estimate, the individual IL superchargers (blower head only) will cost a
bit more than the existing oil-fed units, but the IL supercharger kits should be
slightly less than their oil fed brothers, thanks to the missing oil plumbing.
IL
60 5.0 SEPTEMBER 2007
MAssembled on the bench as they are in the supercharger, the 3.6:1 ratio gearset would have the blower
pulley at left and the impeller at right. The close quarters among the gears and oil slinger are obvious.
Besides being quiet, the combination of wide and helical gears provides more gear engagement.
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shapes and angles needed to kill the roundyround action, direct the oil flow, and shear
or knife the air/oil hurricane inside the
transmission.
Paxton says the exact oil specifications
are proprietary, but confirms the lube is a
light synthetic oil designed to avoid foaming.
Motor oil can’t be substituted, as it would
foam, cause more heat, entrain, and perhaps
bubble out the vent.
Regular oil changes are required, but at
press time Paxton hadn’t determined the
exact interval. It will likely be once a year/
12,000 miles, but could be slightly longer or
shorter depending on testing. It was sent to
an independent test lab for several durability
trials, each approximating 50,000 miles of
use. Oil changes are facilitated by drain holes
in the bottom of the blower.The regimen
was promised to not involve pulling the
blower out of its brackets to turn it upside
down.We’re expecting a hose and drain valve
at the bottom of the blower.The oil is filled
through the dipstick hole.
Function & Reliability
Naturally, Paxton wanted the new IL
supercharger to meet or exceed all the
existing standards for power output and reliability. Because the blower uses the same
pulleys, gears, impellers, and volutes as its oilfed units, it’s no surprise Paxton’s testing
showed no difference in power output
ON THE DYNO
BASELINE
RPM
2,043
2,117
2,205
2,300
2,435
2,515
2,600
2,706
2,817
2,901
3,012
3,113
3,205
3,316
3,407
3,509
3,600
3,704
3,805
3,922
4,000
4,103
4,203
4,320
4,400
4,511
4,610
4,719
4,821
4,924
5,000
5,101
5,207
5,302
5,419
5,503
5,600
5,708
5,805
5,910
6,000
6,125
TORQUE
224
227
228
230
231
229
230
232
233
231
229
228
229
231
235
239
243
242
244
246
247
248
250
251
250
249
246
245
244
242
240
237
234
229
225
221
217
213
209
204
201
195
PAXTON IL
DIFFERENCE
POWER
RPM
TORQUE
TORQUE
87
92
96
101
106
109
113
120
124
128
131
135
139
145
152
160
166
171
177
183
189
193
200
206
209
213
215
219
224
227
228
230
231
231
231
231
231
231
231
230
229
227
2,008
2,107
2,205
2,320
2,409
2,509
2,610
2,708
2,827
2,910
3,012
3,105
3,212
3,304
3,407
3,513
3,608
3,719
3,817
3,906
4,000
4,119
4,211
4,312
4,405
4,501
4,606
4,708
4,813
4,904
5,006
5,107
5,203
5,312
5,407
5,503
5,602
5,710
5,825
5,904
6,000
6,119
236
234
238
242
246
248
249
252
260
263
261
262
259
264
270
280
290
298
304
308
306
313
320
327
330
328
328
327
326
327
330
330
332
331
330
329
328
326
323
321
316
315
POWER
89
93
100
107
112
118
123
129
140
145
149
155
158
166
175
187
199
211
221
228
233
245
255
268
276
280
287
293
298
305
313
320
329
334
340
345
349
355
357
360
361
366
12
7
10
12
15
19
19
20
27
32
32
34
30
33
35
41
47
56
60
62
59
65
70
76
80
79
82
82
82
85
90
93
98
102
105
108
111
113
114
117
115
120
POWER
2
1
4
6
6
9
10
9
16
17
18
20
19
21
23
27
33
40
44
45
44
52
55
62
67
67
72
74
74
78
85
90
98
103
109
114
118
124
126
130
132
139
hown here are dyno results produced by one of Paxton’s test cars, an
’06 Mustang GT convertible. It’s owned by Paxton Manager Tom
Catalano, and it’s stock other than the blower and some bolt-on suspension parts. It’s also the same car seen in our installation photos. You
may see short-tube headers in the background, but they weren’t installed
when the dyno tests were performed on Paxton’s in-house Superflow chassis dyno.
All test data was supplied by Paxton from development testing. We’re
showing the naturally aspirated baseline run and a typical power run with
the supercharger installed. As expected, the power gains are dramatic and
correspond exactly with the equivalent oil-fed supercharger.
MPaxton uses high-quality, aerospace ball bearings
where appropriate. That’s mainly on the impeller shaft,
which spins up to 50,000 rpm and must absorb thrust
due to the helical-cut gears. The bearing carries our
favorite three-word inscription, as well as “Vortech,”
which is Paxton’s sister company. The brand name
identifies the bearings without letting the world know
who the supplier is, and confirms Paxton’s dedication to
quality control—not just any old bearing is being used.
PClearance
between the drive
gear and housing is
tight, about 1⁄16-inch
along the oil control fences. This
keeps oil from
clinging to the gear
and roping itself
around it. Shedding
the oil reduces the
power needed to
drive the blower
and allows the oil
to gravity-feed its
way to the sump.
S
62 5.0 SEPTEMBER 2007
MCooling is the main job of the blower oil; only minute
amounts are needed to lubricate the ball bearings.
Thus, the slinger doesn’t move a ton of it, and at
14,000 to 50,000 rpm, accuracy isn’t a problem.
Enough oil gets washed over the gears to provide lubrication and cooling. In fact, simplicity was a design goal
of Paxton’s; the company knows that the less complicated the part, the more reliable it is.
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between IL and oil-fed Paxton superchargers.
We’ve included before and after dyno tests
of the prototype IL Mustang installation in a
sidebar; they show the expected gain at the
rear tires.
Paxton’s durability testing was conducted
in the shop, on the road, and in outside labs.
The only parts requiring validation were the
lubricated parts in the blower’s transmission
and the oil itself. Because the gears and
bearings are the same as those used in the
oil-fed superchargers for years, the only
unknown was the lubrication and cooling.
While Paxton used its chassis and engine
dynos, the most definitive IL tests were done
on the road using instrumented test mules
with extensive datalogging.The driving was
done on the hilly country in Paxton’s Southern
California region, including the long and steep
Highway 14, Baker, Cajon, and Grapevine
grades, as well as the long run to Reno,
Nevada, including the high-altitude Bishop
grade.The data showed plenty of underhood
heat, around 200 degrees on 98-degreeambient days, and some supercharger heat.
The blowers were instrumented to reveal the
individual bearing’s temperatures—front and
rear impeller bearings, for example—and the
lubricant.Testing was designed to find the
source of blower heat, and the two important factors include the ambient temperature
and impeller speed.
Interestingly, the blower oil temperatures
tend to be slightly lower in the IL superchargers than the oil-fed units except under
the worst conditions. In any case, Paxton was
comfortable with the IL’s heat performance
and has no plans to fit the supercharger with
a pump and oil cooler, as was optional
PTaking another
look at the lower
end of the blower
housing shows
the occasional
machining touches
designed to maintain gear-tohousing clearance.
MJumping to conclusions, here’s the finished Paxton
2200 high-output (charge-cooled) IL installation on an
’06 Mustang GT. From the top it’s essentially impossible to see the difference between it and the existing oilfed kit. The IL offers no difference in blower sound qualities and the weight difference is negligible.
MAnother consideration given to using the new Paxton
blower housing for the IL and oil-fed superchargers is
shown here. The U-shape cutouts in the windage fencing
allow spray oil to reach the impeller in oil-fed blowers.
The 0.032-inch oil spray jet is located in the threaded
hole seen across from the U-shape window; a second
window and hole are provided 180 degrees away to
allow different supercharger clockings. Only one is used
at a time in oil-fed blowers; none are in IL applications.
PNo changes
were made to the
back of the
supercharger
housing. It works
with the same
impellers and
scrolls as previous Paxton
superchargers.
PTo use only two
covers across the
entire supercharger
lineup, Paxton has
drilled and tapped
the outside of the
covers with numerous threaded holes.
The only difference
between the two
covers involves
one large threaded
hole for a belt tensioner. This is the
non-tensioner
cover used on S197 Mustang applications.
64 5.0 SEPTEMBER 2007
MOil level and quality checking is done via dipstick.
Two holes are drilled and tapped in each cover to
allow the dipstick to fit in whichever hole is uphill.
The other one is plugged. The supercharger holds 4
ounces of special synthetic oil which will likely
require an annual change.
MIL superchargers are vented using this trick dipstick.
The vent hole on the cap is clearly visible; it communicates with the blower internals via the slight gap left
between the dipstick and cap when the cap is swedged
onto the stick. Even in this close-up shot, the clearance
is nearly impossible to see. Also shown are the sealing
washers and plug used on the hole opposite that occupied by the dipstick in the blower housing.
MThe finished installation is compact, with the blower
belt barely visible between the engine and supercharger.
While this view mainly illustrates the S-bend in the
intake-air path, along with the open element air filter and
aftermarket mass air meter, it also shows the dipstick
and matching plug atop the supercharger housing.
MWhile the throttle body is never touched, the intake
manifold must be removed to access the engine
coolant crossover passage running just behind the
alternator.
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toward the end of the friction-ball era.
Fitting In
Paxton’s business requirements for the
IL blower were that the new supercharger
fit into the existing lineup with minimal disruption. The IL superchargers augment—
not replace—the oil-fed superchargers,
which continue in production. In fact, as the
POur installation
was done on a car
that already had the
blower kit installed,
so we’re showing the
results of the coolant
hose rerouting. The
welch plug is where
the stock Ford
coolant bypass exits
the engine. The Ford
nipple is extracted with some brutality, and the welch
plug is installed. The Paxton water neck is then
installed atop the coolant crossover casting; it’s visible
here just above the welch plug.
PWith the coolant
rerouted, the intake
manifold is reinstalled,
along with Paxtonsupplied high-capacity
fuel injectors. The
intake manifold, throttle body, fuel rails, and
almost all the associated plumbing is
unchanged.
POne hose section
that changed is the
PVC assembly. The
stock PVC valve is
retained, but it’s
slightly rerouted. A
series of cut hoses
and clamps replaces
the stock molded
plastic line.
PSticking the camera between the
engine and the radiator shows us the
reconfigured coolant
bypass hose assembly. It includes the
thermostat housing.
Paxton supplies the
necessary molded
hoses and instructions on how to modify the existing
hoses; the point is to open the necessary space for the
supercharger.
PA pair of idler
pulleys is mounted
on the front of the
engine using existing
holes. They both use
unusual Paxtonsupplied stud/bolt
hole combination
fasteners. These are
needed because the
blower mounting plate mounts to the bolt hole portion
of the fastener while the idler pulley is sandwiched
between the engine and blower mounting.
66 5.0 SEPTEMBER 2007
photos detail, its hardware improvements
are also used in the oil-fed superchargers.
The IL drops into the existing oilfed blower brackets and mates with all
tubes, belts, and so on. If an existing oil-fed
blower customer wanted to switch to the
IL blower, it could be done by swapping in
the new blower head unit, as the engineers
refer to the supercharger proper. It also
means a minimum amount of new part numbers for the Paxton organization to absorb.
Expect the familiar-standard (non-chargecooled) and high-output (air-to-air chargecooled) kits.
Impeller trim levels for the Paxton blowers
are the same for oil-fed and IL kits.These
would be the Novi 1200 rated at a 680hp
capacity and the Novi 2200 rated at 900 hp.
PWith the pulleys
mounted, the serpentine belt is next. The
engine accessories
and supercharger
share the same belt;
Paxton supplies the
required longer belt in
its kit. It must be
threaded into position
before the blower
goes on.
PSupercharger-tocharge-cooler tubing
is mounted on the
driver side. The
clamp that suspends the tubing
from a tab on the
radiator support is
being tightened
after all the tubing
is in place.
PPaxton has long
been known for its
stout blower mounts,
and the IL superchargers fit into them
with no modifications. A series of
standoffs correctly
space the blower
mount; the bolts are
left loose for now.
POn the passenger
side, the charge
cooler discharge air
is routed using more
aluminum tubing. All
the tubing is nicely
bent and mounts
with simple screwdriver work.
PThe supercharger is
placed in its mount,
a procedure that
requires fiddling. The
supercharger, its
mount, the drivebelt,
and some hoses all
come together at once.
PAt this point, the
installation switches to
the air-to-air charge
cooler fitment. The first
piece of aluminum
tubing is slid into position. It will lead from
the downward-facing
supercharger discharge
to under-car tubing that takes the air forward to the
charge cooler.
MThe cooled intake air is lead to the throttle body
using a heavy, cast-aluminum intake tube. It mounts
using simple hose clamps.
MWith the charge cooler and tubing installed, the front
bumper cap can be replaced.
MThe Paxton charge cooler is big—it can support 900
hp worth of charged air. It mounts behind the front
bumper, using long replacement bolts and existing bolt
holes. The front bumper cap must be removed to access
this area, a job that looks more involved than it is.
PSome of the front
bumper cap is secured
by the same fasteners
holding the inner fenders in place. Once the
bumper cap is in position, the inner fenders
can be reinstalled and
the pop-on plastic fasteners replaced. A
special tool for prying the plastic nails helps, but a
screwdriver will work.
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PTo make room for
the charge-cooler
coolant tank, the
passenger-side
engine-wiring loom
must be pulled out of
the way. This is
done by pulling it
against the inner
fender, then bending
the soft A/C service
point tubing back to form a lock. It’s sort of crude, but
is easily done, costs nothing, and has no effect on A/C
functioning or testing.
PWith the wiring
loom pulled aside,
the coolant tank is
lowered into position
between the engine
and right shock
tower. Some assembly of brackets and
nipples is required,
but it’s all simple
wrench work. The
stains on the tank
attest to our photo car’s status as a test mule, with
multiple IL installations. The techs were guessing this
was the car’s 10th installation of this kit.
MA coolant hose extension is required; it lies atop
the radiator and is joined by crimping a band clamp.
There’s a special tool for this that’s not supplied by
Paxton, but the job can be done with wire cutters if
care is taken to crimp the band from both directions
to even the load.
PWith the first
bypass assembly in
place, the second
one goes in. Again,
this is simple hoseclamp work, but the
working room is
cramped. This step
is easier with someone to hold things
out of the way.
PInstalling the
cold-air kit is easy.
A new mass air
meter is supplied to
replace the stock
one molded into the
air filter box.
PUnder the tank
access cover you’ll
find the fuel pump,
fuel level sending unit,
and fuel pickup/return
assembly. It’s secured
by a locking ring
that’s tapped out
using a long punch.
MThere’s no worry about extending the wiring to the
mass air meter; a Diablo Mafia unit supplies the needed
wiring. It’s a simple plug-and-play device, which
extends the useful range of the MAF electronics. In this
case, it also supplies some welcome wire length.
PPaxton supplies
an electronic tune
in a DiabloSport
Predator flash tuner.
It communicates
with the engine
management
computer using
the diagnostic
port under the
dashboard.
ODue the high volume of air between the supercharger
and the throttle body in air-to-air charge-cooled Paxton
kits, they use two bypass valves. Here’s the first one
assembled with its plumbing being placed below the
supercharger.
Which to use—the traditional oil-fed or
the new internally lubed Paxtons? Punch
the hole or change the oil? The choice
is yours.
IL Installation
Installing the Paxton IL supercharger follows the same basic procedure as the familiar oil-fed variety, except there are no oil
lines to plumb. Assuming the more popular
high-output kit is being installed with its
complicating air-to-air charge cooler, plan
on a six-hour installation; you’ll probably
spend an entire weekend if it’s your first
blower install.
Major points include fitting the blower
MWith more air being pumped into the engine, more
fuel must be injected. Paxton’s auxiliary in-line pump is
added to the existing Ford fuel pump which lives in the
fuel tank. Removing the rear seat reveals this large,
round rubber plug. Pry off the plug to locate the fuelpump access in the top of the fuel tank.
and its bracket into the front engine
dress—it shares the serpentine drivebelt
with other accessories. Removing the front
bumper cap to bolt on the charge cooler
and fitting a second fuel pump to the
assembly submerged in the fuel tank are
other things that need to be done. No
holes are drilled, but the engine coolant and
other hoses are cut and extended or
rerouted. Engine management upgrades are
accomplished with a DiabloSport Mafia
MAF extender and a reflash of the engine
computer via a Diablo Sport Predator.
Once installed, the supercharged engine
will need premium 91-octane or higher
fuel. It will give a definite gear noise even
PWith the fuel unit
removed from the
gas tank, the Paxton
auxiliary pump can
be piggybacked to
the stock pump. The
job is shown halffinished here—the
Paxton pump is the
silver cylinder with
the black top, while
the factory pump is
bright white and to
the left. All that’s
left to attach are
several fuel hoses.
The assembly can
then be returned
to the fuel tank, finishing the supercharger installation.
with the helical gears (heard mainly outside
the car), and swell the powerband starting
around 3,500 rpm until near bursting at
redline.
5.0
SOURCE
5.0
Paxton Automotive
Dept. 5.0
1300 Beacon Pl.
Oxnard, CA 93033
(805) 604-1336
www.paxtonsuperchargers.com
SEPTEMBER 2007 5.0 67