Jason Sands Associate Editor
December 2, 2015

It's no secret that today's new Mustangs are fast. When it began life as a new car on the lot, Mike Ayer's 2014 5.0 Mustang was capable of 12.70s in the quarter-mile and 5-second zerto-to-60 times. Ayers had a trick up his sleeve though. "I ordered a Roush Racing Phase III supercharger kit the very same day that I ordered the Mustang," he tells us. "I had raced some pretty fast naturally aspirated cars before, but I was determined for this to be something completely different."

Ayers bought a Roush Phase III blower kit because of the excellent level of fit and finish. With the help of Steve Ellis at Speed Garage in Chico, California, he set about cranking his Stang up to the next level. The blower would need a lot of fuel though, as an E85 tune was on the list as soon as the car was purchased. In addition to the supercharger, a JMS Fuelmax was installed, as were Injector Dynamics 1,000cc injectors. The intake side received a Cobra Jet twin 65mm throttle-body, while the exhaust was modified with a set of high-flowing but quiet(ish) Shelby GT500 mufflers.

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With paper plates still on the car, the newly supercharged Mustang was fitted with 275/60-15 Mickey Thompson E.T. Pros on 15x10 Weld Racing RTS wheels, with Moroso DS-2s on 17x4 Weld wheels up front.

With traction, and a dyno-proven 651 rwhp thanks to an AED tune loaded into a SCT X3, the Mustang was ready for the track. The car’s first runs on E85 yielded a number of mid 10-second passes, knocking more than two seconds off the car's factory times. On pump gas the car was still no slouch, putting down 603 to the wheels and clicking off high 10s. "We were surprised," says Ayers. "The car should have been fast on paper, but mid 10s in real life, first time out, was quite a kick."

What impressed him and Ellis more than anything else was that the Mustang was clicking off these times at a mere 8.5 psi of boost, which meant that more pressure was in order. For the next go-around, a pulley swap was performed, a set of Kooks long-tube headers was installed, and an aluminum driveshaft was swapped in. The latest mods netted 681 rwhp on E85, and a 10.08, 10.09, and 10.11 at the track. With more than a hundred test and race passes with this combination, things were looking awesome. Right until the engine exploded.

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OK, so the engine didn't blow up exactly, but a failed oil pump did send metal through the engine, which meant a rebuild. With the metal-contaminated motor destined for a Fox-body project and grudge season in full swing, the time-saving decision was made to buy a Ford Racing Aluminator long block and swap it into the 2014. The Aluminator had 11:1 Mahle pistons, H-beam rods, and of course an upgraded oil pump, so it would be just what the doctor ordered to keep pushing forward with the project.

With the new engine (and some downtime) came a host of other modifications designed to make the Mustang go even faster. Weight was removed, and a Fore Innovations fuel system was installed. The injectors were bumped up to 1,300 cc's of flow, and a VMP Gen II housing and heat exchanger made their way onto the blower system. An ATI balancer was also installed on the new engine, for crankcase safety. The final piece of the puzzle was an eight-rib conversion, which would allow the blower to be maxed out at 14 psi.

The rebuild also gave Ayers and Ellis time for much needed safety equipment, plus suspension work. A Maximum Motorsports roll bar was installed, as were a set of Hurst brake rotors and EBC Yellow pads to prevent brake fade after multiple passes. The BMR catalog got raided for an engine K-member, control arms, a rear antiroll bar, and drag springs. All four corners were also upgraded to Viking Crusader adjustable shocks. The final piece of the rebuild puzzle was the 3.15-geared rearend, which was upgraded with a Detroit Truetrac, C-clip eliminators, and Strange 31-spline axles.

"We didn't want to make the same mistake with the transmission, as the engine," notes Ellis. That meant the transmission would also get the treatment, as the virtually stock trans was taken out and rebuilt by Nor-Cal Transmissions with an Exedy Racing Stage 2 kit and billet intermediate shaft from Beefcake Motorsports, and a cut-apart and reinforced torque converter from Spec-Rite Torque Converters.

After some more custom tuning by AED (and "comfortably" over 800 rwhp), the Mustang clicked off a 9.70-second pass at its latest grudge outing—all the while weighing a portly 3,650 pounds without driver. While the debate rages on over what exactly constitutes a street car, there's virtually no argument that can be made with an air-conditioned flex fuel ride that can drive hundreds of miles to a track. Sure, there may be faster cars out there, but very few are more street friendly, or track ready, than Mike Anyer's supercharged Mustang.