5.0 Mustang & Super FordsHow To Engine
3.6-liter Kenne Bell Blower - Pulley Mammoth
Evolution Performance Pulls Out All the Stops!
Our never-ending technical exploits continue this month with a project that solidly supports Editor Steve Turner's staunch position about late-model Mustangs: "They're made to be modified!"
Yes, while keeping a Pony stock is one way to go, we are all about making changes--subtle and not-so subtle--which is one reason why we really appreciate Fred "The Idea Man" Cook, Nelson "The Shoe" Whitlock, and Chuck "The Wrench" Wrzesniewski of Evolution Performance. Oh, and don't forget Jon "The Wizard" Lund of Lund Racing, who is the braintrust behind calibrating ECUs in almost all of the mega-powered Ponies that Evo develops. Radically augmenting the supercharged Four-Valve engines that power '11-'13 GTs, Boss 302s, and '07-'10 Shelby GT500s, then pushing those modded Ponies on the chassis dyno and dragstrip, is the Evo crew's trademark.
We're sure veteran 5.0&SF readers and those enthusiasts who follow forum chatter and Mustang videos on the Internet, are familiar with many of the benchmarks that Evolution-prepped ‘Stangs have set over the last five years. Chris Cruz's 2011 King of the Street-winning '11 GT has had the distinction of being the big dog in Evo's pound since May 2012. It stopped the time clocks at Maryland International Raceway in 8.99 seconds. The shop's new focus is its latest acquisition, the Grabber Blue '13 Shelby GT500 that we introduced in our Oct. '11 issue ("To The 9s," p. 78). In typical "Fred form," a plan for hopping up the Shelby was drafted long before the 5.8-powered 'Stang arrived at Evolution's Aston, Pennsylvania, headquarters.
Steve's report focused on a series of bolt-on upgrades and their dyno-test results, which definitely are impressive in their own right. With this effort, we're going far beyond the bolt-ons and straight for the gusto by strapping Kenne Bell's massive 3.6-liter Mammoth twin-screw supercharger onto the stock Trinity powerplant. Yes, the exhaust system was modified (with long-tube headers) in the last tech outing, and a fragged clutch was replaced with an improved piece since then, but the fuel system and transmission remained totally stock. As always, our objective is to document rear-wheel power and improve on the Evo Shelby's landmark 9.99 dragstrip e.t., which was recorded at Atco Raceway just days after the first round of mods. One of the big differences in Fred's plan for achieving ultimate Shelby performance this time is that the '13 'Stang will not immediately slide down the race-car side of the slippery slope.
"We're keeping this car in street trim, with the seats, carpet, radio, air conditioning, and all other amenities intact," says Fred. "Our first Shelby (Evolution's '07 GT500 was first in the 8s) and the Kona Blue ('11) 5.0 eventually evolved into race cars. Yeah, they both ran 8s, but there's a lot more to be said when a car like Chris's GT does it with a majority of the factory gear still in place." Your author once again ventured across country to document this latest advance in new-era Mustang technology, which took place in July 2012, in the tech bay and dyno cell at Evolution. Our Dream Team's efforts are all conveyed in the following photos, captions, dyno, and dragstrip data. 5.0
Horse Sense: With 'Stangbangers like us and the crew at Evolution, the buck will never stop at simply adding a CAI and tune to a new Pony, and calling it good. That's just the start. A new '13 Shelby GT500 is too potent to leave alone, and it's just natural for us to seek its potential. After reading this report, we bet most of you who share our passion for power will strongly consider following suit ... immediately.