Elisa Coon
June 1, 2013

With the install coming to a close, we still had some odds and ends to finish up. We installed the fan shroud, upper radiator hose, and de-gas bottle inlet hose and clamped them in their respective locations. Reinstalling the upper airbox lid and clean air tube, along with the aforementioned modified brake vacuum hose, we were approximately 10 hours into this installation and the finish line was near.

Wrapping things up, we installed our bumper cover, radiator trim cover, wheels, and filled our radiator and intercooler system with factory-spec fluid. We re-checked our transmission fluid levels and noticed about a half-quart of fluid loss from previously disconnecting the ooler lines.

With little effort, we now have a Stang that is one full-second and a tenth faster than our stock runs, and it's still 50-state-legal and under warranty!

We could barely wait to fire her up, and with a long day of work behind us, we owed it to ourselves to see if our slick backyard mechanic skills were up to par. She started right up and sounded oh-so-sweet. This proves that any average Joe can handle a Roush supercharger install with most basic handtools in their garage. Roush has provided an intuitive set of directions that won't leave you scratching your head or throwing wrenches—and for that, we thank them.

Putting Our Phase One Roush Supercharger to the Test

With our newfound boost, we headed back to Stang-Hi Performance in Baton Rouge for another dyno session. Cody Cutforth of Stang–Hi strapped our Coyote to the rollers and made three close-to-identical pulls.

The air/fuel was spot-on, as one would expect from the OEM quality engineers at Roush. Our Pony put out a solid 470 rwhp and 417 lb-ft of torque—an impressive 100 hp more at the tires than it made in completely stock form. These numbers are dead-on with what Roush estimates for the Phase One portion of the Phase Two kit. And, of course, we plan to crank it up next issue.

The pulley size provided for both Phase One and Phase Two is 85 mm, and the only difference between the two is a less-restrictive Roush cold-air intake. At that point, it's up to the owner to provide their own ECU tune—in most cases, much more aggressive since it wont be smog-legal like the Phase One tune.

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With the numbers on paper, it was time to see what our wild Coyote could do on the track. Again, we rolled out to State Capitol Raceway in identical weather as day one; it was sunny and cool with a DA of about 800 feet above sea level. With the lighter wheels and sticky tires, she bolted to a very quick 11.61 at 118.4 with a 1.69 60-foot, and with us launching slightly higher than before at 1,800 rpm.

With little effort, we now have a Stang that is 1.1 faster than our stock runs, and it's still 50-state-legal and under warranty! Not to mention it's launching like a bat out of hell and even brought the front tire off the ground a couple of inches. We backed it up with several 11.64 passes with very little cool-down time between runs, which tells us heat-soak might not be a big issue.

The throttle feel was a little different this time out due to the new calibration from Roush. We realize it's there for a good reason, but the torque management aspect that still remained after the Roush calibration leaves racers like us itching for a custom tune. It's a little sluggish out of the hole, and you don't feel the car wake up until about the eighth-mile mark, but then it really starts propelling you through the traps. The potential gives us a lot to anticipate.

Overall, it's a very impressive and easy-to-install upgrade with the quality and reliability we have come to expect from our friends at Roush. It's truly the epitome of OEM quality fitment.

We will be covering Phase Two as well as a comparison of a custom tune verses Roush's super-safe calibration, so you'll want to keep an eye out for the next segment and look for the Roush-boosted Pony at an NMRA event this year!

23. Even with the stealthy stock wheels and tires, the GT can run mid-11s at 118 mph.