The ProCharger D1SC blower is driven by a 7.75-inch lower and 4.00-inch upper pulleys. The head unit is capable of producing upwards of 30 psi of boost on a properly prepared engine.
Nitrous Pro-Flow provided the single-stage system that consists of a nitrous bottle, lines, fittings, WOT activation box, and all the other bells and whistles. Complementing the nitrous kit was a JPC Racing fuel system. "Having proper fuel delivery is important and critical to the engine surviving," Burcham says. The JPC kit includes twin Ford GT pumps, a -8 feed line, JPC 1/2-inch fuel rails, 60-pound injectors, and an MSD Fuel-Pump Voltage Booster. The kit is more than capable of feeding fuel to this blower/nitrous combination, and it can serve enough dead dinosaurs for up to 850-or-so rear-wheel horsepower-with the appropriate-sized fuel injectors.
Performance for Adam Atkins' '07 Mustang GT is nothing less than stellar as it runs low-11s on just the blower alone. After a few track outings, however, the owner realized it suffered from anemic 60-foot times and general sluggish-ness down low. Burcham's solution was to add the nitrous to help this 3,950-pound lead-sled get off the line quickly and get it up to speed. It started off that they were just going to use the juice through the first few gears, but after a little taste of the power and torque, Atkins wanted to run it all out. If it were our car, we'd run the nitrous to half-track, then turn it off and complete the pass strictly on the blower-just to be easy on the puny stock rods and pistons.
JPC is also well versed on the limits of the factory engine and is confident the conservative air/fuel ratio and relatively low rpm (6,600) are the reason for success.
Combine that capability with the fact that the nitrous kit can add 150 more horsepower, and we can't stress self-control enough. | 
The valve flows into this high-flow filter, ensuring only clean nitrous enters the engine. | 
This crafty billet wrench fastens to the feed line, making it much easier to unscrew the line from the bottle. |
A 1,500-psi pressure gauge is attached to the high-flow valve so you can keep tabs on the bottle pressure. | 
Twin Ford GT pumps have been fitted to the factory fuel pump assembly. | 
The added volume provided by the twin GT pumps is nothing if the factory line is restricting the flow. JPC modifies the fuel-pump assembly with a -8 fitting, and a -8 line is run right to the fuel rails. |
The fuel-pump assembly needs a little finagling to drop into place. Once bolted back down, the new fuel line is attached. | 
MSD's FueL-pump voltage booster is used to help drive up the GT pump's capabilities. The volume is increased because the electric pumps are turned harder due to more voltage. The DiabloSport Predator logs the fuel-system duty cycle (not to be confused with the fuel-injector duty cycle), and this car's system was rated at 71.5 percent on the nitrous and 64 percent with just the blower. "You can run without it, but the fuel system will be taxed," Burcham says. "I like to keep the duty cycle low. A car will need to upgrade when the fuel-system duty cycle is pushing 90-95 percent." | 
Final pieces to the fuel system puzzle are the 1/2-inch fuel rails, the 60-psi fuel injectors, and the crossover line. This is a returnless-style system, therefore you have fuel going up to the engine only and no return-hence the name returnless. |