Photos and Video Courtesy of Evolution Performance
Earlier this year NMRA/NMCA hosted the first-ever EATON TVS© Supercharger Throwdown, complete with a massive trophy using EATON rotors and built by Superchargers Online, Aerospace Components Winner’s Circle party, and cash plus a supercharger of choice from Magnusson, Edelbrock, ROUSH, or Harrop. Brian Devilbiss walked away with it all while driving his Evolution Performance prepared 2018 Mustang GT and running mid-9s with his street car.
Devilbiss was left wanting more so he picked a new 2019 Mustang GT with 10-speed automatic transmission with the goal of going even quicker and faster, mostly to preserve the street car status of the Mustang he calls VIKtor. Thus VIKtor II was born and it was slathered in Need for Green, one of the brightest hues available for the 2019 model year. His instructions were to Evolution Performance were simple—make it run in 8s. Normally a feat of that proportion on pre-2018 Mustangs is child’s play, or so it seems. The path has been blazed for those Gen 1 and Gen 2 powered Mustangs. But the Gen 3 Coyote, beginning with the 2018 Mustang model year, is still in its infancy and there have only been a handful of cars to run in the 8s.
Using VIKtor I as a guide, Evolution’s Fred Cook began orchestrating the build as they waited for the new car to built by Ford. Cook began with an Edelbrock E-Force 2650 supercharger, using the freebie gift certificate that Devilbiss won at the EATON TVS Supercharger Throwdown. It was shipped to Kong Performance for a complete CNC port job and the addition of a Kong Performance 112mm throttle body. The supercharger was also modified to accept the Evolution Performance 10-rib supercharger drive system. The E-Force air-to-water intercooler is kept cooler thanks to a larger PNR Welding ice tank and high-flowing EMP intercooler pump.
Once the supercharger was finished, the VIKtor II showed up at Evolution and lead tech Steve Schechterly began a seven day thrash began to turn it from showroom stock into an supercharged 8-second screamer. The front engine cover was removed and the two major mods came in the form of upgraded oil pump gears and new chain drive system. A Boundary high-flow anti-cavitation backing plate was installed along with Ford Performance billet oil pump gears. Ford Performance and Accufab parts were mixed together for the chain upgrades—a Ford Performance crank sprocket, heavy-duty primary chain and primary/secondary tensioners, billet secondary tensioner bracket, and Accufab heavy-duty secondary timing chains ensure durability when the boost is cranked up. Other engine upgrades include UPR Products catch can and Brisk Racing RR12S spark plugs.
The added air from the E-Force supercharger is nothing without adding fuel and the Sunoco E85R ethanol-based fuel is delivered via Fore Innovations L2 triple pump drop-in and return-style fuel system. The factory port injection fuel injectors have been replaced with Injector Dynamics ID1300 fuel injectors. Another necessity with a healthy supercharged combination is an upgraded exhaust system and Evolution added long-tube headers from Stainless Works with 2-inch primary tubes and 3-inch exhaust to the rear bumper.
The A10 transmission was pulled and was upgraded with the McCleod 10R80 clutches and steel plates to help hold the extra power. The stock torque converter was ditched in favor of a Circle D Specialties 245mm converter to help the car boogie down track quicker. The stock 2-piece driveshaft was also discarded and in its place is a G-Force Engineering 3.5-inch aluminum shaft.
BMR Suspension was tapped for the IRS upgrades like fortified bushings and other adjustable components to keep the tires square and true at launch. Controlling the axle movement is the job of double-adjustable Viking Crusader rear shocks. Moving forward, the front-end is lighter thanks to a Steeda drag race spec front K-member and a set of Viking Crusader struts. The result has been a best of 1.28 sixty-foot from the 3,850-pound machine, using a special Second gear launch tune-up in the A10 transmission.
Slowing the heavy beast down is the job of Baer SS4+ front brakes and factory disc brakes in the back. A Stroud parachute was also mounted using a Motion Raceworks parachute mount. Weld Racing S70 wheels were selected for their style and performance—18-inch fronts are wrapped in Mickey Thompson rubber. Out back the 17-inch rims feature beadlock rings to lock the bead of the Mickey Thompson 305/45R17 ET Street R radial tires.
As usual with all Evolution Performance builds, they turned to Lund Racing for the engine calibration. Jon Lund Jr. took the lead on this project and sorted the car’s manners out on the in-house chassis dyno and worked with Devilbiss on a drag racing spec tune that allowed him to leave in Second gear. The idea is to knock down the gear ratio as First is too steep of a ratio to run, especially with the Roots-style supercharger under the hood with nearly instant torque at the hit of the throttle. It works exceptionally well given its best short time of 1.28.
Devilbiss has run a best of 8.72 at 158 mph, a new low ET mark for a supercharged Gen 3 engine combination at the time of this writing. With the NMRA Ford Motorsport Nationals coming up in two weeks—June 27-30 at Maple Grove Raceway—Devilbiss and Evolution Performance are looking to lower that mark even further.