Muscle Mustangs & Fast Fords
One-Day DIY Roush Blower Install on a 2013 Ford Mustang GT, Part 3
Taking the Phase Two even further with a handful of trackside-installed fuel upgrades to help us inch toward 9-second e.t.'s.
Welcome to Part 3 of our “any average Joe can do it” Coyote Roush blower install. We've come a long way from where we first began with our stock 2013 Mustang GT, and at team C&C Racing, we have been working our butts off to bring you interesting and useful data.
First, we brought you a real-world, do-it-yourself, 50-state-legal Phase One install, plus impressive before-and-after track and dyno testing in the realist of conditions.
Here is a quick recap of our brand-new labor of love—a completely stock, automatic, base 2013 Ford Mustang GT.
Part 1 and 2 Recap
The Phase One Roush supercharger kit and in-house Roush calibration (PN 421388) retails for $6,099.99 and is rated at 525 hp. We kept the factory airbox and 50-state-legal calibration and tested it on track, while still maintaining our emissions-legal status and Roush warranty.
In a nutshell, we took a 368-rwhp, high-12-second bone-stock Stang and easily bolted on an OEM-quality 2.3L boost machine that immediately put our ride in mid-11-second quarter-mile territory. The Roush tune was adequate enough to run mid-to-high 11s, but there was more power to be gained from a custom tune—if we were willing to ditch the Roush warranty and our emissions-legal standing.
In the second segment, we traded the Roush calibration provided with the Phase One kit for a custom SCT tune by Jon Lund of Lund Racing, and turned to Shell URT Advanced (the oxygenated equivalent of 110 octane) to adequately fuel our Pony. (Note: Roush does offer a Stage 2 calibration, but we had already implemented our custom tune). The ultimate goal was, and still is, to go as fast as possible, while keeping the stock converter, stock suspension, stock exhaust, and feeble stock 3.15 rear-gear ratio. Keep in mind that this is a full-weight car at about 3,900 pounds.
Incredible gains were seen from the tune change alone, keeping all other variables the same with the exception of the addition of the new 93-octane tune. We went from a best e.t. of 11.61 at 118 mph on the Roush calibration to a very quick 10.90 at 128 mph with the Lund tune.
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The Mickey Thompson drag radials gripped the track surface, and with a sweet launch on the stock suspension, our steed yielded a 1.55 60-foot with virtually no wheelspin. This white knight was a totally different animal with the new tune, and it underwent a huge transformation in overall mannerism and driveability with zero traction issues.
We amped up the octane, adding Shell URT Advanced and a 105mm Roush cold-air kit to the mix, and there was even more power to be had. The dyno showed 582 rwhp and 462 lb-ft of torque—that's a 38-rwhp gain over the custom 93-octane tune—and we ran 10.74 at nearly 131 mph! By jumping into a custom tune, we bypassed the Phase Two option that Roush offers (PN 421390, retailing for $6,599.99 and rated at 625-flywheel horsepower). It is basically the Phase One kit with the addition of the supplied cold-air and more aggressive in-house Roush calibration. We officially had a 10-second street car on our hands—we were pumped.
Here's a quick summary to put your jaw on the floor. From the start of the Roush project, we bolted on an astonishing grand total of 214 rwhp and nearly 120 lb-ft of torque in our home garage. We also shaved about two full seconds off the stock quarter-mile time. It should be mentioned that we installed a six-point rollbar and harness setup shortly after the previous segment of our story in order to be legal to run at the next NMRA race. This added about 50 pouunds to the GT.
This project has turned into a playful husband-and-wife rivalry. Your author's husband, JD, has a 9-second GT500, and the days of a comfortable Sunday cruise around town are long gone for his beast. He will probably kill me for writing this, but it took a gross amount of money and time for him to reach the 9- second mark. I want to dip into 9s with minimal modifications, proving that these Coyote stallions can be crazy fast and still keep the mildest of street manners and all of the creature comforts we have come to expect.
The new-school Mustang GT is a fierce breed that can't be compared to many predecessors as 11-, 10-, and 9-second 5.0s are becoming commonplace on the dragstrip.