Lund Racing's Jon Lund was...
Lund Racing's Jon Lund was on hand to click away on the keys and tune the updated '13 Shelby to near-four-digit horsepower.
Of course, baseline dyno testing is a required element for this type of project. Since Evolution's new Shelby had been treated to a small assortment of bolt-on pieces prior to this effort, we accounted for the upgrades(JLT CAI, 65mm throttle body, long-tube headers, ATI 15-percent overdrive damper, and calibration) and used the ‘Stang's 750hp/780–lb-ft output as the numbers to beat with the blower upgrade.
Attempting to stretch performance...
Attempting to stretch performance beyond 800 horsepower definitely is asking a lot of a new Shelby GT500's OEM fuel system, despite its dual Coyote 5.0 fuel pumps. In an effort to maximize every bit of the dual-pump setup, Chuck wired in Kenne Bell's Competition Boost-A-Pump, a 20-Volt unit that increases fuel pump flow up to 75 percent, and broadens the safe-tune parameters for high-boost applications.
The KB showed immediate improvement. With a conservative calibration (only 17 degrees of timing for 93-octane pump gas), rear-wheel horsepower registered 710 at 5,500 rpm, generated by only 18 psi of boost. A full pull (to 6,700 rpm with 19 degrees timing and 19 psi of boost) immediately followed, and the GT500 easily surpassed its best power output (with pump fuel and bolt-ons).
According to Jon Lund, this level of power would be "about it" for earlier-generation Shelbys, as the fuel system would be maxed out, and attempting 21 degrees of timing simply wouldn't be wise with 93-octane gas. Air/fuel for the '13 actually showed as rich during the initial tests, but Jon was confident that power would be in the 800s with fuel trimmed down and additional timing. One caveat in making 770 rwhp horses on the OEM fuel injectors and pumps is the scary fact that the pumps are at 96 percent duty cycle.
As a liquid-cooled supercharger,...
As a liquid-cooled supercharger, the Kenne Bell uses engine coolant to help control the expansion and contraction of the supercharger's straight-cut gears and front bearings.
The latest GT500s are equipped...
The latest GT500s are equipped with 190-degree thermostats (left) from the factory. We're changing this unit to the aforementioned 170-degree 'stat from Reische Performance, which features the correct reach and depth for 5.4/5.8 engines' thermostat housing.
NGK TR6-R spark plugs are...
NGK TR6-R spark plugs are gapped at 0.028-inch for the KB upgrade.
"We would probably peg the duty cycle at 7,000 rpm," says Jon. "Just because the fuel system uses dual 5.0 pumps does not mean that the capacity is doubled. So give or take a few horsepower, 790 is about the maximum output with the factory stuff, 21-degrees of timing, and pump gas, and that's unbelievable." The Shelby's twin-Coyote pumps can be run as return-style. Reconfiguring the system as such is a great idea when you want to make even more steam safely.
A pulley change, Shell's URT Advanced race fuel, and more timing earned 4 more pounds of boost and its resultant 950 hp. "Based on the size of the engine and the big-boost capability of the Kenne Bell, it's clear the supercharger wasn't working efficiently with the 4-inch pulley," says Jon. The 3.6's efficiency range is about 17,000 rpm, and with the 4-inch wheel, blower speed was roughly 12,000 rpm at best. The dyno chart clearly shows the difference between the two pulleys.
The calibration for big power really didn't change (21 degrees of timing). However, adding Kenne Bell's 20-Volt Boost-A-Pump provided a little more pump volume, which allowed Jon to increase pressure. "Without the Boost-A-Pump, safely reaching 900-and-anything horsepower would be impossible with the stock fuel system. The injectors are basically screaming for mercy at this point," says Jon. Bigger is better! While this attitude isn't always true when it comes to modifying Mustangs, we definitely endorse the notion if it applies to replacing a '13 Shelby GT500's stock blower with Kenne Bell's gargantuan (3.6-liter) wind machine. The big blower garnered huge results in our landmark test.
At first look, the new Shelby's...
At first look, the new Shelby's air-to-water intercooler appears to be a direct carryover from its 5.4-powered sibling. However, technically, this is not so. This new core actually is much larger and a lot less restricted than its predecessor, which allows it to cool twice as much air than OEM 'coolers on earlier GT500s.
One of the main criteria in...
One of the main criteria in our swap effort is that all of the critical hard parts on the GT500 be factory stock. While we elected to include a fuel-rail change (to Evolution's billet rails) with the blower swap, Trinity's original 54.8-lb/hr Bosch injectors remain in play, as does the remainder of the stock returnless fuel system.
Chuck and Evo's Steve Perrera...
Chuck and Evo's Steve Perrera set the big KB onto the stock 5.8-liter Trinity engine in Evolution Performance's '13 Shelby GT500.
As we mentioned earlier, Evolution Performance now has a bonafide "rep" for building up and transforming Ford's latest bad-boy Mustangs into phenomenal ground-pounding beasts. After making record steam on the chassis dyno, the next step in our '13 Shelby GT500 evaluation was all about cutting the Pony loose on the quarter-mile at Atco Raceway. In preparation for this segment, Chuck equipped the 'Stang with a custom 7-quart replacement water/ice reservoir for the intercooler, swapped the OEM front brakes with lightweight stoppers from Strange Engineering, and swapped the stock 8.8 rear with a built unit that contains 35-spline axles.
With a 9.95/142.3 e.t. and mph already in the bag via the factory supercharger, the Shelby responded to the increased power by picking up 0.3 in e.t. (9.65) and 7 additional mph (149). It's important to note that this track performance was achieved in oppressive summer heat with the 'Stang weighing in at 3,854 pounds. We dare to say the 8s are inevitable. Sure, installing an automatic transmission, yanking out the seats and such, or simply adding a dash of nitrous oxide probably will carry the Kenne-blown brute into that hallowed territory. But that's going too far against the grain for Evolution Performance…and for us. Adding a Kenne Bell 3.6 makes this great car incredible. Bolt one on your new Shelby, and you'll instantly be in a great position to tear up the street and the 'strip.
For dragstrip testing, a Gates...
For dragstrip testing, a Gates Green Stripe serpentine belt was added for improved belt traction, as well as a custom 7-quart reservoir for the intercooler's ice and water.
The Shelby's OEM 19-inch wheels...
The Shelby's OEM 19-inch wheels and tires were exchanged for Weld Racing wheels with Mickey Thompson 28x10.5W drag slicks and 17-inch front runners. Our track test also included fitting a fortified. 3.90-geared 8.8 rearend under the car, as well as lightweight front brakes from Strange Engineering.
You can't beat running 9 seconds...
You can't beat running 9 seconds in this type of plushness. With a hard-and-fast commitment to hopefully running 8s yet maintaining its Shelby's street attitude, Evolution elected to add an NHRA-certified rollcage but keep the GT500's Recaro front seats, stock rear seat, center console, carpet, dash, headliner, and more intact. A Hurst line-lock (red button in console side panel) keeps the beast in one place during burnouts, and Barton's stout six-speed shifter was added to help Nelson get through four gears with quickness.