Elisa Coon
November 27, 2013

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.

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.