We already established that for most normal people, a 662hp '13 Shelby GT500 is more than enough. For denizens of the 5.0&SF nation, it's really just a starting point. And, for the crew at Lethal Performance, such a car is a head-start to the end result of huge performance gains on the dyno and at the track.
Power by the Hour's Jesse Guajardo shows his strength as he lowres the big FRPP/Whipple su
That certainly proved to be the case as Team Lethal immediately tore into its Performance White '13 Shelby GT500 in the name of high-performance science. When we last left this ride it was running deep into the 9-second zone and putting down over 830 rwhp with bolt-ons and nitrous. In short, it was already a really serious street machine.
Of course, that was just the beginning. We all knew that as a top distributor for Whipple superchargers, Lethal would be quick to swap out the factory supercharger for one of these twin-screw units. It's a pretty standard move for GT500 owners to make a move for the 2.9-liter supercharger. However, we know how the Team Lethal bunch is. They didn't pass Go, or collect a 2.9-liter. They headed straight for the big 4.0-liter.
"We initially wanted to test both the 4.0-liter and the 2.9-liter to see how they compared to the stock TVS as well as each other. However, we just didn't have the time to do it all so we went with what we knew would make big power," Lethal's Jared Rosen explained. "Having already made over 1,000 rwhp with our '10 GT500, we figured the results with the '13 would be even better. I'm hearing that there will be a 4.5-liter in the cards soon."
When we last left Lethal Performance’s latest GT500 project we had run the gamut of bolt-o
At least that was the best laid plan. However, when you are pushing the envelope with a stock engine, sometimes there are casualties. Such was the case with the stock Trinity. A crank damper failed and took the balance out of whack and the engine with it. That put our blower upgrade story on pause and turned this examination into a built engine with the big blower. Even better.
"I was definitely surprised when Jake notified me about the balancer breaking. However, it wasn't until we actually pullied down the 4.0-liter that we figured out the crank was damaged. It just wasn't picking up more power when we increased boost," Jared added. "I suppose when the balancer broke it also hurt the crank, and we were missing 5 degrees of timing the entire time. At that point, it wasn't even a question whether we would build the motor or not. If we're gonna do it, we're gonna do it right and then some."
To that end, Lethal had a rugged 5.8 constructed to take as much as the 4.0-liter can dish out. Lethal then backed it up with a monster fuel system made to flow enough E85 to support the heavily boosted 5.8. The results are the stuff of legend.
"Just like our previous builds, we really don't have anything set in stone. We take it how it comes and make changes as necessary. The one thing we do know is that we want to go fast. So whatever it takes to accomplish that, we'll do," Jared said. "The only thing we really don't want to do is put a cage in it. We've already got one GT500 with a cage in it, so I'm not looking for another."
Jesse starts down the path to the larger supercharger by removing the trusty, paint-matche
For now, read on to see how the most powerful factory Mustang ever created became twice as powerful.
Horse Sense: The big, 4.0-liter supercharger was an option on the '10-'12 Cobra Jet drag car offered for sale by way of Ford Racing Performance Parts dealers. However, FRPP's primary twin-screw offering is the stock-hood-friendly, 2.9-liter version available for both Coyote (PN M-6066-MGT624D) and GT500 (PN M-6066-MSVT29TD) applications.
After relieving the pressure from the fuel system, Jesse disconnected the fuel line, unplu
With all the vacuum and electrical connections removed, Jesse unbolted the stock 2.3-liter
Now the path is officially clear for the new supercharger. If you haven’t followed our ext
To keep intake temps as low as possible on the drag strip, and clean up the engine compart
With a significant upgrade in boost pressure courtesy of the big 4.0, Jesse installs an ei
Things are coming together, and Jesse begins bench assembly of the 4.0-liter supercharger
This polished adapter plate allows for swapping the stock EGR system onto the new supercha
The final bit of bench assembly is for Jesse to install these vacuum fittings on the Crush
As we were gearing up to see what the 4.0-liter supercharger would yield on a stock Trinit
With the new engine in place, it was supercharger time. Before putting the blower on the e
With the blower settled into its new home, Jesse tightened the bolts down before torquing
Since the giant supercharger and Crusher inlet relocate the vacuum connections, Jesse shor