Steve Baur
Former Editor, Modified Mustangs & Fords
March 1, 2008
Photos By: Ford Racing Performance Parts
Ford Racing Performance Parts' PN M-9407-GT05 calls for this trick dual-pump assembly. Retail prices vary, but expect to cough up somewhere around $700-770 for the plug-and-play setup.

Forced induction has become all the rage with S197 Mustangs, and for good reason. By adding a supercharger or turbocharger, the Three-Valve engine can easily make more than 450 rwhp-significantly more than the stock 300hp flywheel rating. Like all Mustangs before it, though, the S197 does have its limitations both in the mechanical limits of the block and rotating assembly, as well as with the fuel-delivery system. With aftermarket forged internals, the Three-Valve engine has proven to be quite reliable, with power well past 500 hp, but one will find that the factory fuel system has a hard time keeping up.

"The stock pump isn't sufficient for over 400 hp no matter what size injectors you have with a blower," says Jesse Kershaw of Ford Racing Performance Parts. "On a turbo or NA setup, it may be good to around 440-ish. The blower has far more parasitic drag, so in reality the engine is using extra fuel to compensate. Many people also go over that [horsepower number] because they don't anticipate cold-weather driving. It's in the cold when the air is most dense that you need that extra fuel flow."

Installation starts in the back seat, where the lower portion is removed to gain access to the gas tank and fuel-pump assembly.

Almost all aftermarket supercharger or turbocharger systems utilize some sort of fuel-pump modification or upgrade, whether it's a larger pump, an additional helper pump, or a voltage-modified pump. "Piggyback pumps, like the one supplied in the Vortech kits, are only good for 500-525 rwhp," says HP Performance's Tony Gonyon. "We've seen people upgrade to a Ford GT pump, but we don't recommend it [because it's just not sufficient]."

With 500 supercharged horsepower on tap, the '07 Shelby GT500 needs a lot of fuel, and Ford has the easy solution. A dual-pump setup was designed to increase the fuel volume, and FRPP now offers this setup as a plug-and-play package for the Mustang GT.

Our subject vehicle sports a recently turbocharged, Three-Valve powerplant. The tempting thing with turbochargers is that extra boost is just a wastegate change away-a dangerous scenario if you don't have the fuel system to back it up.

"The M-9407-GT05 kit is actually a GT500 dual-pump setup with the second fuel pump driver module and a harness with correct size wiring," Kershaw says. "When compared to buying the pigtails and having someone wire it without the harness, this package looks like a great deal. The labor to do it on your own and the potential for miswiring is pretty great. In my experience, the sharp guys who do figure this out still sometimes use wire that's too small of a gauge. Our kit simplifies matters greatly."

When HP Performance's Tony Gonyon called and said he was installing one of these kits, we had to stop by and see what it was all about. The subject vehicle was a show-car-quality '07 Mustang GT that recently received a Granatelli Motor Sports turbocharging system. The kit uses a 76mm Turbonetics turbo and comes preset to deliver 8.2 pounds of boost. The somewhat large turbocharger, however, is capable of delivering much more than that, so a fuel-system upgrade was needed.

Make sure you're down to about a quarter tank of gas or less. When the gauge reads half, the tank with the fuel-pump assembly is actually full, as the system drains the passenger-side tank first. If you have half a tank or more, gas will spill out of the top of the tank. FRPP recommends pulling the fuelpump fuse and running the system out of gas to relieve line pressure, but if you wait half an hour or so, the line pressure will dissipate. Disconnect the fuel line and the various electrical connections.

The GT500 setup isn't inexpensive, but it's a plug-and-play installation with the only non-factory wiring being a 12-volt power and two ground sources. Our subject vehicle had an aftermarket stereo system and subsequently a suitable power supply in the trunk; otherwise you'll need to run the power wire to the front of the car. FRPP includes an excellent instruction manual to get you through the installation, and the whole thing shouldn't take more than an hour or so. You'll need to have a competent tuner complete the install by making changes to the ECM, as there are a few tables that need to be altered to make the secondary fuel-pump driver work in sync with the stock unit.

With the fuel-system issue behind us, we were able to turn up the turbocharged wick to the tune of 462 hp and 494 lb-ft of torque. At this point, we've reached another limit, that being the stock rotating assembly. Luckily for you, FRPP has an easy solution for that as well.

The GT500 setup isn't inexpensive, but it's a plug-and-play installation.

With the fuel-system issue behind us, we were able to turn up the turbocharged wick to the tune of 462 hp and 494 lb-ft of torque.