It began nearly a year ago, Race Pages kicked off a new project vehicle with the intention of building the quickest and fastest Naturally Aspirated Coyote drag car. We teamed up with former NMRA champion Mike Washington to create the Pure Evil project car, a 1993 Mustang LX. In that time, Race Pages worked with several manufacturers and NMRA championship winning engine builder Rich Groh Racing (RGR) to create a high-winding 5.2L engine. Two weeks ago, Pure Evil cranked out 600rwhp at JPC Racing as the internet was buzzing about the 9,600 rpm pulls <<Video Here>>. We are happy to report that Washington, this past weekend, piloted the project car to a best of 9.17 at 147 mph during the Ford Fever Classic at Maryland International Raceway.
“When Mike Galimi approached me about building an engine with no rules and just go after the record, I knew I had to be involved,” commented Mike Washington. He continued, “We worked with some awesome companies to develop parts and push the Coyote platform to where no one has gone before. The car ran 9.17 on just the third pass ever with the combination, so we have some more work to do as I think an 8-second pass is a real possibly.”
A quick overview of the combination shows the 5.2L is based on a Shelby GT350 engine block and cylinder head setup, which were procured from Ford Performance Parts. Rich Groh Racing used a factory Boss forged crankshaft, a set of K1 connecting rods, and custom JE pistons to round out of the rotating assembly. Total Seal worked with Groh on a special ring package for naturally aspirated engines that draws technology from the Pro Stock ranks. Additionally, JE Pistons designed the crown of the piston using a computer-generated image of the GT350 cylinder head combustion chamber, with JE Pro Seal MLS head gaskest the compression ratio is listed as 14.7:1. The cylinder head ports remain stock as are the sodium-filled OEM valves. Groh, however, did perform a multi-angle valve job before they were bolted to the engine block. He also added Manley Performance valvesprings to keep the valves under control during the high rpm pulls. An ATI Performance lightweight balancer keeps everything copacetic when the engine is turned to nearly 10,000 rpm.
Custom COMP camshafts were designed for this application as Groh has extensive knowledge with naturally aspirated Coyote combinations, they are also 2011-2014 style cam cores. He worked with Modular Motorsports Racing for their adapter kit to retro-fit the older camshafts and on a revised chain-drive system. The cam phasers are locked out using RGR phaser locks. A Cobra Jet intake manifold with a mono-blade throttle body tops off the 5.2L engine. On the bottom side, the only thing visible to the eye is a Moroso aluminum oil pan but it covers some critical components. The Lucas Oil 5W30 synthetic oil is moved through the engine thanks to a set of forged billet oil pump gears from Triangle Speed Shop. Controlling oil in the pan can help in the horsepower department and Crank-Scraper.com makes a scraper specific for this application.
The fuel system comprises of a Weldon Racing 2035 fuel pump that sucks VP Racing Fuels Q16 from a trunk-mounted fuel cell and delivers it to Injector Dynamics fuel injectors. JPC Racing’s Eric Holliday works with the AEM Infinity engine management system to keep the high-winding powerplant running properly. The AEM Infinity is a plug-and-play style ECU as JPC Racing’s wiring harness allows the system to be installed in approximately 30 minutes! American Racing Headers built a custom set of long-tube stepped headers and custom three-inch x-pipe, using Race Part Solutions V-band clamps, a set of Flowmaster mufflers attempts to keep the car quiet.
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 rolled over the scales at 2,680 pounds this past weekend at Maryland International Raceway.
Stay tuned to the pages of Fastest Street Magazine and Race Pages Digital as we reveal what it takes to go bottom 9s without a power adder.