Elisa Coon
Freelancer
November 27, 2013

Trackside Fuel System Upgrade

Knocking on nearly 600 rwhp, we hit a brick wall with the factory fuel system capabilities. This is where Part 3 of our Roush-powered Coyote project begins.

To feed our GT, we opted for a Roush plug-and-play fuel-pump voltage booster, ID1000 injectors, VMP 100mm idler pulley, and a VMP 72mm blower pulley, all installed trackside at the NMRA event at Maryland International Raceway.

Roush Fuel Pump Voltage Regulator

The Roush fuel system upgrade (PN 421597) for '11-and-newer Mustangs is a relatively new addition to its product line. Many are familiar with the Kenne Bell Boost-a-Pump; the concept of the Roush piece is the same.

Roush's design has made it extremely simple to install—about 20 minutes is all you need. The only modification we made to the recommended setup was to crimp the two wires together in order to bypass the boost-activated switch. This is something that Jon Lund prefers when tuning the vehicle to keep the pump running at all times, not just when boost is applied. Omitting the switch also kept us from having to run the wires up to the engine bay, which is a score in my book since you aren't forced to tuck and hide wires.

From there, it's as simple as plugging the supplied harness into the Roush fuel pump voltage regulator. Currently, this plug-and-play system is sold in a kit with an 80mm pulley and retails for $1,099.99. We went with a smaller pulley from VMP Tuning for more boosted Coyote goodness.

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Fuel Injector Swap

We moved on to the next step of our trackside fuel system upgrade—we installed higher-flowing Injector Dynamics ID1000 fuel injectors (PN ID1000). With a boosted application, proper fuel delivery is an absolute must. You don't want to skimp on feeding your engine.

The ID1000 injectors will set you back about $800, but it's a good investment. The size and quality difference between the upgraded injector and the 47–lb/hr Roush-supplied injectors can be seen in the side-by-side comparison photo.

Installation is easy—you just need remove the cold-air inlet tube, throttle body, and supercharger rear inlet tube if you have one. Once you get to the fuel rails and remove them, ditching the old injectors and snapping in the new ones is a breeze.

Installing the VMP Pulleys

VMP Tuning in Central Florida has found a comfortable niche in the supercharger aftermarket, and is proving to be innovative with its custom tuning, VMP-branded superchargers, pulleys, exhaust, and much more. We opted for a 72mm pulley provided by VMP (PN RSC5L72MM6) to increase boost to roughly 14.5 psi.

During installation, we chose to leave the belt on with tension to keep the pulley from spinning. The 100mm VMP idler pulley (PN 100IDLER50L) provides increased belt wrap around our supercharger pulley to limit belt slip, and it also allows us to use the originally supplied Roush belt.

Upon completion of our trackside-installed goodies, Jon Lund was on hand to give us a quick retune before hitting the pavement. Until now, the fastest pass we had seen was 10.74 at almost 131 mph, but this time—with a shiny new pulley, Shell URT Advanced in the tank, and brand new Mickey Thompson drag radials out back—we eclipsed the mid-10-second zone and pushed the limits toward the ultimate goal of a 9-second pass.

Our ultra-quiet, unsuspecting Steed ran a new personal best of 10.44 at 134 mph with a stout 1.51 60-foot time, snatching the left front tire off the ground as it squatted and bit into the concrete harder than it ever had before.

The new Lund tune has this angelic-looking beast dialed in with perfectly crisp runs. We are dying to push the limits with the stock converter, but with such big gains from an aftermarket converter swap, it will be difficult for horsepower mongers like us. At this rate, it won't be long before we are (hopefully) reporting on our 9-second street ride, so stay tuned for more.