Elisa Coon
September 11, 2013
Photos By: Team MM&FF

Our visit to Stang-Hi Performance in Baton Rouge with the stock air-box, pump gas, and Roush calibration put out an ample 469 rwhp and 415 lb-ft of torque. That's with an 85mm pulley (yielding about 9psi of boost). The results of the tune swap alone were enough to bring a tiny little tear of joy to JD's eye—542 rwhp and 458 lb-ft of torque for a total gain of 73 hp to the tires.

With these results, it's safe to say a custom tune is a must in order to get into the 500-rwhp range with the first phase of this Roush supercharger. It's also the tune that netted us 10s.

Phase 2

105mm Roush Cold-Air with 93-Octane Lund Tune

The Phase 2 Roush supercharger kit (PN 421390), retailing for $6,599.99 and rated at 625-flywheel horsepower, is basically the Phase 1 kit with the addition of the supplied 105mm cold-air intake and a more aggressive in-house Roush calibration, removing the 50-state emissions-legal status.

Since we jumped right into having a custom tune from Lund Racing, we bypassed sending our PCM back to Roush. However, we did install the cold-air kit trackside with zero directions. Lucky for us, there was a Roush representative on hand and that helped us with one frustration-saving tip that we are passing on to you—it's much easier to install if you pre-assemble the entire airbox kit prior to replacing the stocker.

Overall, the swap was simple and only took a few minutes. With the newly installed addition it was time for another trip down the quarter-mile. With the assumption that the cold-air modification would help things “breath” a little better, we were surprised at the results—or should I say lack thereof: 10.90 at 128 mph, but still impressively fast.

Overall, we aren't quite sure the additional cost of the cold-air intake supplied in the second phase is really worth it since we easily achieved 10-second e.t.'s with the stock piece. We may not have been wowed, but it is more aesthetically pleasing than the factory airbox, and may help when higher power levels are reached for. These results go to show us that Ford didn't hold back on the 420hp 5.0, including the factory induction system.

Shell URT Advanced Race Fuel/Lund Tune

There has been quite a bit of buzz around the newest fuel to hit the race scene as Shell URT Advanced has proven to be a viable option to many commonly used fuels. After loading in the third and final custom email tune, we filled up the Pony with Shell URT Advanced and strapped her down on the Stang-Hi Performance DynoJet. We had to do a double-take when the numbers came up on the computer screen—582 rwhp and 462 lb-ft of torque for a gain of 38 rwhp from race fuel alone over the 93-octane.

One final track test was in order and with identical conditions as the previous track visit, we headed to the local test and tune session. Still being fed by the race fuel and Lund Racing tune, our five-oh screamed down the track with a best e.t. of 10.74 at a blazing 130.89 mph! This factory suspension Coyote actually lifted the front left wheel off the ground a couple of inches.

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Lets recap for a moment from the start of the Roush Phase 2 project. We bolted on an astonishing grand total of 214 rwhp and nearly 120 lb-ft of torque in our home garage. We chiseled away about 2 full seconds from the stock quarter-mile time, and backed it up with multiple consistent runs. All of this while maintaining completely factory exhaust, converter, rear gears, fuel system, and suspension setup. This proves we haven't even tapped into the full potential of this 2.3-liter supercharger.

For Mustang lovers who live in states with strict emissions mandates, bolting on the Phase 1 Roush supercharger will get you deep in the 11-second range with ease, while maintaining factory driveability and virtually unchanged fuel economy. And gears and exhaust will likely get you 10s. Meanwhile, boost-junkies willing to spend a full Saturday with a buddy installing this Roush kit can be at the track running in the 11- and 10-second range on Sunday, or quicker with more mods.

In the near future, we plan to go faster than 10.70s, but in order to achieve any additional horsepower, we need to address the fuel system by adding a Boost-a-Pump (or similar system) to support those extra ponies. Combining more fuel with a converter/gear upgrade should yield us low 10s.

These results are a true testament to the quality of Ford's Coyote and Roush's engineering. We are seriously blown away.