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Project #PureEvil On Cusp of 8s—Goes 9.03, 9.05 during World Cup Finals

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It is only a matter of time before Project #PureEvil drops into the 8-second zone as Mike Washington pushed it right to the cusp of the barrier with a best of a 9.03 at 147 mph during qualifying for the World Cup Finals at Maryland International Raceway. That outruns the previous record of 9.17 at 147 mph run <<HERE>>, which Washington ran in #PureEvil a few weeks ago during the Ford Fever Classic at the same track. With winter weather rapidly approaching, the team is searching for local venues still open to take one more crack at the 8-second barrier.

“There is either something bent or flexing in the rear suspension,” Washington told Race Pages Digital. He explained that JPC Racing’s Eric Holliday treated the tune-up in the AEM Infinity engine management system like he does the 6- and 7-second turbo cars he tunes. Holliday built a timing curve to calm the launch down so Washington could get off the starting line consistently and the 9.03 and 9.05 runs were the result. The car still only sixty-foots in the low 1.30s, a number that should be in the 1.20s when the car is lined out.

For those unfamiliar, #PureEvil is the latest project car from Race Pages and we teamed up with Mike Washington to make it happen. Working with several key companies, we picked up a GT350 engine block and a pair of cylinder heads from Ford Performance with the intention of building the quickest and fastest naturally aspirated Coyote. We quickly turned over the parts and pieces to Rich Groh Racing (RGR) Engines and began working on an evil plan for it all.

JE Pistons was first to sign on and they digitized the combustion chamber in order to custom build a set of pistons for this project. They also supplied a set of K1 connecting rods, of which are connected to a factory Boss 302 crankshaft. The cylinder heads are surprisingly “mostly stock” as the only modifications made were a valve job and Groh added a set of Manley Performance valvesprings. The valvetrain consists of a custom COMP camshafts that were spec’d by Groh. Modular Motorsports Racing helped solved several issues including adapting the 2011-2014 Coyote style camshafts to the GT350 cylinder heads. The camshafts are locked out using RGR phaser locks. The heads are sealed to the block using JE Pro Seal MLS gaskets and the compression is listed as 14.7:1 when factoring in the custom JE piston, head gasket thickness, and the combustion chamber size.

The top of the engine has a Ford Performance Cobra Jet intake manifold with a mono-blade throttle body, a combination we think is holding the engine back and have several tests lined up for the winter off-season. The bottom of the 5.2L engine is covered by a Moroso oil pan, which hides the Triangle Speed Shop oil pump gear set and oil scrapper from Crank-Scrapper.com. The fuel system is a simple return-style setup with a AN8 feed/AN6 return braided hoses, rear mount fuel cell, Weldon Racing 2035 fuel pump, and Injector Dynamic fuel injectors. American Racing Headers built a custom set of long-tube headers specific for this combination and also to be legal in the new NMRA heads-up category dubbed Steeda Autosports Limited Street. That means the collectors are restricted to 3-inches along with a 3-inch X-pipe and mufflers. American Racing Headers used Race Parts Solutions v-band clamps to ease the removal of the exhaust system.

The drivetrain that sits behind the record-holding combination begins with a RAM adjustable diaphragm-style clutch, like the one found in many NMRA Coyote Stock combinations. It transfers the power to a G-Force Racing Transmissions G101-A four-speed manual transmission, with a Long Vertigate shifter attached to it. A Stifflers cross-member and driveshaft loop made the transmission installation an easy swap and keeps the car NHRA legal. The power is sent to the 8.8-inch rear housing via a Strange Engineering chromoly driveshaft. UPR Products is credited with the K-member and A-arms while the Team Z Motorsports rear control arms were bolted on the backside. Strange Engineering double adjustable shocks and struts are at the corners. The final piece of the puzzle in transferring the power to the ground are a set of Mickey Thompson ET Drag 26×10 bias-ply slicks, which are wrapped around Bogart Racing Wheels. Washington rolls over the scales at 2,680 pounds, with driver.

The car produced 600 rwhp at 8,900 rpm on the JPC Racing chassis dyno and Holliday buzzed the engine to 9,600 rpm <<HERE>>. Stay tuned to the pages of Fastest Street Car Magazine and this website for more in-depth coverage of the engine build and the parts and pieces we used to achieve the record-breaking performances with #PureEvil.


Mike Galimi
Mike Galimi is the Director of Content & Marketing at ProMedia Publishing and Events with nearly 20 years of experience in motorsport writing and photography.
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