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Muscle Mustangs & Fast Fords Us 03 15
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Modern-Day SVO EcoBoost Transplant
Get ShiftingTremec 101
PLUS!
BUILT FOR
SPEED 1,416 HP & 1,201 LB-FT TO THE TIRES!
FIRST LOOK! FORD RACING’S S550 TEST CARS
NMRAWorld FinalsBowling Green
BOOSTED FOR THE STREET: 593 HP THE EASY WAY
Follow us on
MARCH 2015
MMFP-150300-CI1.indd 12/10/14 10:00 AM PAGE 1MMFP-150300-CI1.indd 12/10/14 10:00 AM PAGE 1
WWW.NATIONALPARTSDEPOT.COM
FAST & FREE DELIVERY1 to 3 day delivery to most of the U.S., Free UPS ground shipping on orders over $300.
EXPERIENCESince 1976 exceeding customer expectations!
EVERY-DAY PRICINGWhy wait for sales or points programs? NPD’s every-day prices are competitive.
LARGEST INVENTORYOver 570,000 square feet of fully-stocked warehouses / stores, Over 98% instant fill-rate!
National Parts Depot is proud to be a major sponsor of The Iacocca Foundation and The Lee Iacocca Award, “Given for Dedication to excellence in perpetuating an American Automotive Tradition.”
iacoccafoundation.org
SCAN HERE TO VISIT US ONLINE
Also follow us on
Copyright © 2014 by National Parts Depot, All Rights Reserved.
COURTEOUS SERVICE
Sales staff available 24/7 or walk-in
Mon. - Fri. 8am - 9pm Sat. - Sun. 8am - 5pm
N CAROLINA - Charlotte,Local 704-331-0900
800-368-6451
MICHIGAN - Canton,Local - 734-397-4569
800-521-6104FLORIDA - Ocala,
Local - 352-861-8700
800-874-7595
For fastest delivery & service call the NPD store closest to you
79-93 Complete Floor Pan $399.95
79-93 Deck Lid $174.95
Handle & Housing $189.95
Camber Plates $230.95
Looking for a complete kit with the option of either 28 or 31 spline axles. NPD is proud to offer both for 7.5 or 8.8 rear axle with drum brakes. 87-93 5 lug 28 spline M-2000-7AK 87-93 5 lug 31 spline M-2000-7BK
CONVERSION KITS $439.95
Steeda Autosports is the #1 aftermarket company in Ford performance parts for your 1979-93 Fox Mustang. They have been building high performance parts and accessories for over 20 years. With the design, engineering and manufacturing Steeda utilizes, you can be assured every part will get you the looks, handling and performance you are looking for.
ALL INTERIOR ITEMS IN STOCK!
LOGO DOOR SCUFF PLATES WITH EMBLEM
Looking for a quality interior or have your door panels seen better days or what about that factory seat foam? Well NPD and TMI have teamed up to give you what you need! NPD is proud to offer TMI’s popular Fox body Mustang items and they are in stock, NOT Drop Shipped like so many other suppliers do. So weather your calling in a order, going online or walking up to the counter you can rest assured that NPD has you covered.
These scuff plates are made using the Original Ford Tooling to ensure proper fit, then are CNC machine to cut out a recessed pocket for an actual “5.0” fender emblem or “Mustang” trunk emblem. They are available in black only, but can be painted to match your color interior.79-93 Black, w/ 5.0 emblem, pair.................................M-013208-14AAE $53.9579-93 Black, w/ Mustang emblem, pair ........................M-013208-14AME $53.95
Wanting to add a cowl induction hood to your ride with the weight savings of fiberglass but the bracing of factory hoods? NPD has the answer with a 2 inch aluminum hood for 1987-93 models. Cowl induction steel hoods weighs 42lbs, this aluminum hood checks
2” ALUMINUM COWL HOOD
We are proud to offer a full line of BBK performance products for your Fox Mustang. Everything from X-pipes to Cold Air Kits, we have you covered. With the largest in-stock inventory, we will have you making more power in no time.
IN STOCK AT FL, MI, NC PICK UP & SAVE!
79-93 FOX MUSTANG SHEET METAL
79-90, 91-93 Fenders $59.95
70
in at only 17-1/2lbs. Use your factory hinges and hardware; no front pins or other hold downs required! $499.95
X-PIPES COLD AIR KITS
Bumpsteer Kit $167.95
Looking for top quality High Performance ignition parts. Well NPD offers a complete line of Coils, Wires and Distributors to fit your performance needs.Screamin Demon Coil ...............................M-12029-3D $69.95Ignition Control Module ............................M-12A297-1D $69.95Live Wires Blue(B), Red(R), Black(K) ........M-12259-8AD_ $105.95Hot Forged Distributors Red(R), Blue(B) ..M-12127-57P_ $269.95
INK
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These quality reproduction head light kits are designed to replace your worn out yellowed factory head lights. They are available in many different styles with pricing starting at $89.95
HEAD LIGHT KITS
RH M-13450-9A LH M-13451-9A $59.95 each
87-93 TAIL LIGHT LENSES
These convertible door jamb area
seals have been a long awaited.
83-93 M-28182-1AP
$29.95 pair
QUARTER LOCK PILLAR SEALS
NPD is proud to offer Fuel tanks for 1979-81 model years. 79-81 (before 4/81) ............ M-9002-1A $189.95
NOW AVAILABLE79-81 FUEL TANKS
These units are sure to improve your ride quality and performance needs of your Fox Mustang.79-93 Front Strut 90/10 .............. M-18124-4LA $144.9579-93 Front Strut 70/30 .............. M-18124-4LB $144.95 79-93 Rear Shock 50/50 ............. M-18125-4LA $59.95
Designed to be a direct replacement for broke or missing factory unit.
87-93 M-2A603-1B $39.95
PARKING BRAKE CABLE & EQUALIZER
This is a 1-piece design that does not require gasket sealing com-pound like the OEM. They are made from closed cell foam that resists weathering and does not absorb moisture. They are designed for a perfect fit on all factory style housings.83-93 M-13A495-4CK $39.95
REAR TAIL LIGHT GASKET KIT
U.S.-MADE FROM ORIGINAL TOOLING
This unit is designed to replace your factory broke or brittle factory unit. They are made in the USA using the Original Ford Tooling. So if you are looking for the right OE style part this is the unit for you.86-93 5.0L $21.95
VACUUM OUTLET DISTRIBUTION TREE
These units feature the correct grain and texture like originals. They are not a painted unit, but are made from color matched materials for a long lasting finish. The tooling for this item was adjusted several times, resulting in a perfect fit. Available in four colors Black, Smoke Gray, Scarlet Red, Titanium $32.95
CONSOLE PANEL GLOVE COMPARTMENT DOOR
This molding set is made from Original Ford Tooling for a perfect fit and finish. Each set includes the upper and left/right side moldings with durable black powder coat finish. Illustrated step by step removal and installation instructions included.79-93 W/ Black appearance M-03148-1BK $124.95
WINDSHIELD MOLDING SET
These Drag racing style oil pans feature a
7 quart oil capacity and a 9 inch deep sump. They are
designed to fit 1979-1993 Fox
Body Mustangs with 302 / 5.0L engines, Black $99.95 or Zinc $104.95
DRAG RACE STYLE OIL PAN
FORD LICENSED PRODUCT
ALUMINUM RADIATOR
2 Row 3 Row 4 Row $159.95 $229.95 $289.95
2mm thick aircraft grade aluminum, fully TIG welded for strength and durability.
Pre-molded in a black high gloss finish this hose kit not only looks show ready but performs as well. 86-93 5.0L w/ factory A/C ............M-8260-30SB $89.95
SILICONE HOSE KIT
TUBULAR CONTROL ARM KIT
These grille inserts are made from Original Ford Tooling and are designed to give your Mustang that Cobra look. Top that off with a matching running horse ornament and your conversion is complete.87-93 Insert ................................... M-8200-8A $33.9587-93 Ornament ............................ M-8213-1A $16.95
These units are designed to fit and finish like original units.
Complete with ball joints and rubber
bushings.
GRILLE INSERT AND ORNAMENT
OUTSIDE DOOR HANDLESOur reproduction units are
made of quality metal and are designed to replace
the factory plastic units. They are available in both bright or black finish.79-93 Each $5.50 Mounting Kit $1.75
Scan here to view a video of Escobar’s latest creation. Keep on eye on his True Street 2014 season. NPD provided the quality restoration items used in this remarkable car.
NPD OFFERS FORD BRAND CATALOGS FOR
65-73 MUSTANG
79-93 MUSTANG
55-57 THUNDERBIRD
48-79 F-SERIES TRUCK
80-96 F-SERIES TRUCK
66-96 BRONCO
FRONT LOWER CONTROL ARMS
87-93 RH .. M-3078-4A $159.9587-93 LH .. M-3079-4A $159.95
79-93 Black M-5A651-2BK Red M-5A651-2RK
$129.95
Designed to improve traction and performance.
“NPD IS PROUD TO SPONSOR 13X TRUE STREET CHAMPION CHRIS ESCOBAR
W130184-MMFP-150300_R.pdf 08:55:33__12/09/14 Ad Insertionblackyellowmagentacyan
DEPARTMENTS11 SHOP TALK18 YO, KEN!22 HORSE’S MOUTH110 BABE OF THE MONTH113 POWERSHIFTIN’114 SNAPSHOTS116 HORSEPOWER116
MARCH 2015 VOLUME 28, ISSUE 3
MMFP-150300-TOC.indd 12/10/14 10:02 AM PAGE 4MMFP-150300-TOC.indd 12/10/14 10:02 AM PAGE 4
88
POWER SHIFT!All about Tremec transmissions for your Stang.
FEATURED FORDS24 LAUNCH PARTY
Ford Racing readies the new S550 for the strip.
46 BREAKING ALL THE RULESDarrell McBryde’s 1994 Cobra Pace Car might be rare, but that
hasn’t stopped him from enjoying it to the fullest.
54 MILLION-DOLLAR MAKEOVERTransforming a mangy Fox into a trophy Mustang with some
afordable fxes.
64 THE BIRD DOCMark Duber’s record-breaking 2013 Shelby GT500 is chock-
full of thrills and frills.
82 ECO SVO
Will and Kelly McLearran’s looked back to the future for their
SVO’s powerplant
TURNIN’ WRENCHES37 BYOB GOES BALLISTIC WITH BOOST
ProCharger adds real power to our fake Boss with 214 more
horsepower.
74 CAM JAMWhat’s the diference between blower and turbo camshafts?
88 SYNCHRONIZED SUCCESSTaking a look at Tremec transmissions for Mustang and the
aftermarket.
EVENT ACTION96 THE BIG FINALE!
The NMRA world fnals was packed, flled with wild wheels
up excitement, & new champions were crowned.
24
54
ON THE COVER: Editor Henry D handled this month’s cover shoot during the NMRA World Finals in Bowling Green, Kentucky. The Grabber Blue GT500 belongs to Mark “Bird Doc” Duber, a cowboy who prefers to row gears down the tarmac. BYOB chassis dyno inset by Vinnie Kung.
64
MMFP-150300-TOC.indd 12/10/14 10:02 AM PAGE 5MMFP-150300-TOC.indd 12/10/14 10:02 AM PAGE 5
Quality Ford CorePrecision HonedLimited Warranty50oz Crank
5.0L 302 ECONOMYSHORT BLOCKA great build for naturally aspirated light street/strip applications or for restoring OE style performance!
$999.99
1979-93 FRONTLOWER CONTROL ARMS
1987-93 5-LUG CONVERSION KITThe ORIGINAL! Upgrade the performance and looks of your Fox Body with the most comprehensive kit on the market!
$399.99
2.5” STAINLESS LXTAILPIPES PAIR,PSURYHG�H[KDXVW� RZ��DQG�JUHDW�IRU�rusted or damaged stock pipes!
$144.99
$169.99
1987-93 FUEL TANK KIT$�GLUHFW�UHSODFHPHQW�IRU�UXVWHG�GDPDJHG��RU�OHDNLQJ�JDV�WDQNV�
$249.99
Quality stamped steel control arms just like OE! Restore control
to your Fox Body!
1987-93 EXTERIORRESTO STARTER KITWhether starting orQLVKLQJ�\RXU�SURMHFW��WKLV�kit contains top items to clean up the exterior of your Fox Body!
$249.99
$44.99 $214.99
1979-93 2PC SUNROOFWEATHERSTRIP KIT
1987-93 LX TAILLIGHTASSEMBLY PAIR
PONY WHEEL & TIRE KIT
$1099.99
An exact replica of the factory Ford Pony wheel but in 17”! 17x8 silver wheels wrapped in Sumitomo HTRZII tires! Includes Ford Licensed center cap.
17 ”
LOWER PRICE!
SPOTINK
W128930-MMFP-150300_1.pdf 08:56:22__12/09/14 Ad Insertionblackyellowmagentacyan
5.0L/5.8L 170CCALUMINUMCYLINDER HEADS
1986-93 5.0L BBKOFF-ROAD H-PIPE
1989-93 BBK 5.0LBLACKOUT COLD AIR KIT
1979-04 TUBULARREAR UPPER& LOWER CONTROL ARMS
1986-93 5.0L SINGLE TURBO KIT
1986-93 SVE 5.0LINTAKE MANIFOLD
1979-93 5.0L FACTORYFIT STEEL PULLEYS
1987-93 COBRA FRONT BUMPER CONVERSION
Lightweight aluminum heads are the perfect upgrade for your 5.0L!
Firmer launches + improvedhandling & grip! Includes poly-urethane bushings
6DWLQ� QLVK�XSSHU��ORZHU�LQWDNH�manifold increases HP & TQ & looks
great under the hood!
5HVWRUH�FKDUJLQJ��ORRNV��cooling power to your 5.0L! Budget friendly and installs
HDVLO\��%ODFN� QLVK�
1993 Cobra styling + increased DLURZ��5HDG\�IRU�SUHS��SDLQW�
$899.99
$139.99
$1599.99
$349.99
$99.99
$249.99
$179.99
$189.99
$209.99
Bring on the BOOST in your 5.0L!4XDOLW\�FKURPH�SLSLQJ����00�WXUER�headers & intercooler included! Full bolt on kit!
Blackout series cold air kits draw FRROHU��GHQVHU�DLU�IURP�WKH�IHQGHUZHOO�for more HP & increased throttle response!
Direct bolt on! Quality 16GA aluminized steel made in the USA!
ON3PERFORMANCE
Our all new fully recline-able race seats look great with any interior! Quality black cloth seating surface with synthetic leather seat caps.Adjustable seat tracks also included!
Top selling kit! Get more charging power out of your fox body! Our kit IHDWXUHV�D�TXDOLW\�1(:����$03�alternator & 4GA power wire.
$549.99
1979-04 SVE S2 RACE SEAT PAIR
1986-93 130 AMP ALTERNATOR KIT
SPOTINK
W128930-MMFP-150300_2.pdf 08:56:02__12/09/14 Ad Insertionblackyellowmagentacyan
1996-04 4.6L GTTHROTTLE BODY &PLENUM KIT
1999-04 FACTORYTINTED HEADLIGHTKIT
1999-04 MACH 1GRILLE DELETE
1999-04 GT AIRAID COLDAIR KIT
1994-04 13” COBRAFRONT BRAKE KIT
1994-04 BLACKINTERIOR RESTOSTARTER KIT
75MM opening brings in more airfor more HP & TQ on your GT!
Increase visibility & looks! Includesour no hassle 1-year warranty!
Increased stopping power andhigh end brake attitude at a fractionof the cost! Includes 2-piston calipersslotted rotors, stainless lines, andbrake pads!
Ditch your factory grille for the clean looks of our Mach 1 grille delete!
,PSURYHG�DLURZ�HP & TQ for your 4.6L!
$219.99
$129.99
$699.99
$69.99 $232.90
$259.99
Get your interior back! Replacements for top wear interior parts includingFDUSHW�� RRUPDWV��GRRU�panel inserts! Fits coupe.
1996-04 H&R SUPERSPORT SPRINGSDesigned to lower your Stang’s center of gravity and reduce body roll for improved handling charac-teristics & an awesome look!
$259.99
$139.99 $24.99
1999-04 COWL VENTGRILLE ASSEMBLY
1994-98 ODOMETER GEARREPAIR KIT
Perfect for your faded ordamaged cowl grille!1pc design.
1979-04 PYPE BOMBCATBACK EXHAUST KIT
1996-04 MIL ELIMINATORS
$389.99
$47.99
Get a deep new aggressive tone whileadding extra horsepower!
Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!
Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!
POLISHED3.5” TIPS!
2003-04 COBRA FRONTBUMPER COVER KIT2003-04 COBRA FRONTBUMPER COVER KIT
$629.99
Fix a burnt, slipping, or grinding clutch Mustang with a quality clutch kit from Spec! USA made components ensure smooth operation and great street performance!
SPEC CLUTCH KITS
$254.99FROM
Restores proper function of odometer
& trip readings!
SPOTINK
W128931-MMFP-150300_1.pdf 08:50:41__12/09/14 Ad Insertionblackyellowmagentacyan
$89.99
Back by popular demand! Centers your factory fog lights for a classic look. Includes fog light extension harnesses for a painless installation!
2005-09 GT CENTER FOG LIGHT GRILLE KIT
SCT X4 TUNER +SVE CUSTOM TUNE
Get the most out of your mods with professional,
dyno proven calibrations IURP�69(��6&7��:L ��GDWD�
logging, portrait & landscape viewing on full color screen!
$399.99
2005-15 SVE DRIFT WHEEL & TIRE KIT
2005-15 SVE SERIES 2WHEEL & TIRE KIT
2005-14 SVE DRAG WHEEL & TIRE KIT
7RS�3LFN��0DWWH�EODFN� QLVK���[����ZKHHOV�PRXQWHG�on Nitto NT555 tires!
Includes gunmetal w/ polished lip 19x9/19x10 wheels mounted on Hancook Ventus Evo tires!
Dark stainless 17x4.5/15x10 wheels mounted on Mickey Thompson ET Street Radial & Racemaster tires!
Give your S550 Mustang the wild howl of American V8 muscle that it deserves! Includes 4.5” polished tips!
Protect your carpet in style with TXDOLW\�SOXVK� RRUPDWV�IURP�/OR\GV��Makes a great gift idea!
5DFH�VHULHV�PXHU�JLYH�D�SRZHUIXO�tone, increase HP & give stealthy looks to the rear of your Coyote!
%HWWHU� RZ���PRUH�KRUVHSRZHU�IRU�your new 2015 Mustang GT!
Easy installation!
BLACK FINISH!
2015 GTGIBSON CATBACK EXHAUST
2011-14 5.0LMBRP RACE AXLE BACK
2015 GTJLT COLD AIR INTAKE
$1599.99 $1589.99$1699.99
$689.97$89.99$598.40
$349.99
$189.99 2005-14 SVE PROGRESSIVELOWERING SPRINGS
Obtain that perfect stance & improved handling the right way with these lowering springs from SVE! Lowers 1”-1.5”
$1699.99
$164.99
Add serious power to your coyote and clean up your engine bay! Includes Cobra Jet manifold, GT500 WKURWWOH�ERG\��-/7�FROG�DLU�NLW��1�$�FXVWRP�WXQH� OH�
2011-14 COBRA JET MANIFOLD KIT + JLT COLD AIR
2005-12 LEDHEADLIGHT +FOG LIGHT BULBKIT
FROM
2005-15LOGO 4 PC FLOOR MATS
SPOTINK
W128931-MMFP-150300_2.pdf 08:50:42__12/09/14 Ad Insertionblackyellowmagentacyan
2011-15 5.0L COYOTEBLUE COIL COVERS
2011-14 COBRA JETCOLD AIR INTAKE KIT
$79.99
$329.99
Quick and easy eye catching mod to set your 5.0L apart from the rest! Features POWERED BY FORD engraved text and SRSXODU�EOXH� QLVK�
More HP & TQ from your 5.0L equipped with a Cobra Jet intake!
Massive 102mm inlet!
2011+ 5.0L 4VCOYOTE CRATE ENGINE
3.73 REAR GEAR KIT
2005-14 GT500 BREMBO BRAKE KIT
Join the craze and make the swap to an awesome 2011+ 5.0L Coyote crate motor! Lightweight aluminum block, high revving & awesome baseline power! The next revolution in engine swaps!
Eliminate the guesswork on your next 8.8” gear swap! This kit haseverything you need. Improved acceleration and quicker take offs! Includes gear set, gear oil, friction PRGL HU��PDVWHU�EHDULQJ�NLW�More ratios available online!
Size matters! The biggest factory brake setup available for a Mustang to your 2005-2014 GT or Boss 302! 6-piston Brembo calipers, 15” front rotors/13.8” rear rotors, direct bolt on Ford parts!
$6189.00$319.99
$255.99
1979-04 ALUMINUMDRIVESHAFT 28 SPLINE
1986-04 24LB FUELINJECTOR & ADAPTER KIT
A great upgrade for your Mustang! Improves acceleration, reduces unsprung weight, and creates a
smoother ride!
Upgrade to these bigger injectors to give your engine the fuel it needs to run HFLHQWO\��,QFOXGHV�DGDSWHUV��6ROG�DV�a set of 8 injectors and 8 adapters.
$294.99
$107.96 $199.99
$1797.00
$219.99
5.0L/5.8L SPARKPLUG WIRE SETS
1986-14 TRACTION LOKREBUILD KIT
5.0L/5.8L HYDRAULICROLLER E-CAM
2011-14 5.0L/5.4LGT500 AXLE BACK
1985-95 5.0L/5.8LPERFORMANCE HYDRAULIC ROLLER LIFTERS
Easy installation & looks great under the hood! Variety of colors available!
Upgrade your traction-lok to carbon discs. No more one wheel burn outs!
Excellent upgrade over stock with an aggressive lope exhaust tone!
5-Star top seller! Get a deep, muscular tone out of your GT! Stainless steel construction, includes polished 4” tips and is a direct bolt on!
Direct replacement for OE, but allows 200-300RPM higher rev!
$44.99
$199.99
FITS1979-95
POLISHED4” TIPS!
INK
W128932-MMFP-150300.pdf 08:55:36__12/09/14 Ad Insertionblackyellowmagentacyan
SHOP
The Year Of The Mustang, SEMA 2014!
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 11
The annual show of the Specialty Equipment Market
Association (SEMA) is held at the Las Vegas
Convention Center at the heart of Sin City. I’m willing to bet
most of you are well familiar with the show, but if for some
reason you aren’t, there’s no denying that it’s a bucket list item
for many enthusiasts, and understandably so. This is the big
show, where every manufacturer you can imagine showcases the
latest products for the upcoming year. We’re talking everything
from the latest wheels to complete suspension packages and
performance engine components, including every power adder
imaginable.
To be honest, I was really looking forward to this year’s event.
With the all-new S550 Mustang’s coming into play, we all had a
feeling it was going to be the center of attention. And believe me
when I say this, there was no shortage of 2015s and many booths
were prominently displaying their latest products on the new rides.
Ford’s booth was nothing short of amazing, with a big empha-
sis on the newest F-150 and a huge display of killer S550s from
various custom builders. Chip Foose showcased his EcoBoost-
powered convertible in a two-tone green with orange accents.
Then there was the King Cobra, a 600-plus-horsepower dedicated
tarmac terror. One of my personal favorites was the 2015 Roush
Stage 3 TrakPak concept S550 with a 777hp Roush-Yates power-
plant!
Everywhere you looked was something to see, and if noth-
ing else, this year’s SEMA event really showcased how much of
a great canvas the S550 really is. My
opinion? I’m sold and can’t wait to
get into my own. And now post-SEMA,
the Shelby GT350 was unveiled—the
engine is a buffed-out Coyote featuring
a robust 5.2L and, for the first time
ever, a flat-plane crank that’s usually
seen in more high-end exotics. This is
a naturally aspirated combination that
is capable of generating over 500 hp
and buzz to the moon. We’ll get more
into this in the months to come, but
this is just a prime example of how the
S550 platform will easily become the
world’s next favorite Pony car.
Now before you start inquiring
about the cost of getting into one of
these rides, I’m simply saying that the
S550 will open the door for all kinds
of builds. Let’s be real: Mustangs have
always been a working man’s (and
woman’s) car with a huge following.
My question for you is how would you
build yours? Write me at finishline@
enthusiastnetwork.com, and be sure to
share your thoughts. HDLS
With the
all-new S550
Mustang’s
coming into
play, we all
had a feeling
it was going to
be the center
of attention.
EDITORIAL HENRY DE LOS SANTOS
TALK
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2010-2014 GT500 & 13-14 Mustang Type IV Ram Air HoodPart #1211...................................................................................$639.992013-2014 C-SERIES 10-piece Body Kit Hood, chin spoiler, LED lights, upper & lower billet, side exhaust, skirts, upper & lower scoops, rear valance & wingPart # 9052...............................................................................$2,999.99
2010-2014 GT500 & 2013-2014 Mustang Stalker HoodPart #1209...................................................$639.99 Also available for 2005-2009 & 2010-2012.
2013-2014 Upper Billet Grille3DUW������������%ODFN�RU�%UXVKHG�¿QLVK�����������2013-2014 Lower Billet Grille3DUW�����������%ODFN�RU�%UXVKHG�¿QLVK�������������
2013-2014 Stalker Body KitHood, upper & lower billet grilles, chin spoiler, window louvers, side scoops,skirts, wing & rear valance.............Part #9053.......starting at $1,999.992013-2014 Stalker Rear Valance - Part #4416.................................$349.99
2013-2014 C-Series Chin SpoilerPart # 4412...............................................................$199.992013-2014 LED Driving Lights Part # 7270..............................................................$199.99
2010-2012 Stalker 9-piece Body Kit - Part #9051.....................$2,499.99 2010-2012 Stalker Front Bumper Kit - Part #8054..........starting at $769.992010-2012 Stalker Hood - Part #1214...........................................$639.99
10-14 Stalker Side Skirts - Part #4360-4391....$339.992010-2014 Stalker Wing - Part #2217............$388.992010-2012 Stalker Rear Valance - Part #4397...$349.99
2010-2014 Side Exhaust with Skirts & Rear ValanceCat-back Stainless Steel 3” exhaust system featuring stainless steel mufflers and polished cast-aluminum tips. 4.6L & 3.7L systemsare also available.............................................starting at $1,439.99
2010-2014 Lower Side Scoops - Part #4388...Now Only $129.99Painted Lower Side Scoops - Installs right out of the box!Now Only $329.99
2010-2014 Window Scoops - Includes mesh insertsPart # 4387.................................................................................$129.99 Painted Window Scoops - Installs right out of the box!....$329.99
2010-2012 Type 4 Ram Air Hood w/ Louvers Part #1226......................................................................$639.992005-2009 Type 4 Ram Air Hood w/ Louvers Part #1225 (not pictured)...........................................$639.992010-2012 Upper Billet Grille - Available Black or %UXVKHG�¿QLVK��3DUW�����������������������������������������������������
2013-2014 Ram Air Hood Part #1222...................................................................$639.992013-2014 C-Series Chin Spoiler Part #4395...................................................................$199.99
10-12 GT/CS Chin Spoiler Splitter ComboOne piece single molded design in a textured matte black finish, manufactured by Cervini’s. Fog lights are optional. Part # 4418....................Without fog lights.................$299.99With fog lights.................................................................$399.98
2010-2014 GT500 & 2013-2014Mustang Cobra R Hood Part # 1210......................................................................$599.99
2010-2012 Ram Air HoodPart #1198....................................................$639.99
2010-2012 Ram Air Type IV Hood Part #1201.........................................................$699.99
2013-2014 GT500 Style Upper Grille - Part #4413...$189.992013-2014 GT500 Style Lower Grille - Part #4414.....$139.992013-2014 GT500 Style Chin Spoiler Part #4415..............................................................starting at $199.99
2013-2014 - Part # 4411.........................$299.992010-2012 - Part # 4420.........................$299.992005-2009 - Part # 4410.........................$299.99
Carbon Fiber Radiator Cover
2010-2014 GT 500 & 2013-2014 Mustang4” Cowl HoodPart #1223......................................................................$599.99
2010-2012 Stalker II HoodPart #1221......................................................$639.99
DON’T FORGET TO SUBSCRIBE
TO OUR NEWSLETTER FOR SPECIAL OFFERS!
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NEW!
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W130702-MMFP-150300_L.pdf 08:53:17__12/09/14 Ad Insertionblackyellowmagentacyan
2005-2009 C-Series Body Kit – Includes hood, front bumper kit, functional cat-back side exhaust with skirts and rear valance, upper window louvers, side scoops & ducktail wing.....................................Starting at $3,599.99Window Scoops – Part #4305..........................$129.99Lower Side Scoops – Part #4306....................$129.99
Side Exhaust with Skirts & Rear ValanceCat-back stainless steel 2.5” exhaust system DQG� PXIÀHUV� DQG� SROLVKHG� DOXPLQXP� WLSV�2005-2009.............................starting at $1,439.99
Front Bumper Kit – Includes front bumper, upper and lower billet grilles, PIAA fog lights & lower fog lights with bezels - Part # 8013...........$1,289.99 Lower Billet Grille with Fog Lights - Part #7026 %ODFN�RU�%UXVKHG�¿QLVK��������������������������������������������������������������������������������������
2005-2009 Ram Air Hood – Part # 1171............$639.99Ram Air Kit – Part #8031........................................$299.99
2005-2009 Cobra R Hood - Part #1207................$599.99Type III Chin Spoiler - Part #4339........starting at $259.99
2005-2009 Mach One Hood - Part #1206.................$599.99 2005-2009 L.E.D. Tail Light Conversion Kit(US Patent # D677,411) Part # 7265..........$599.99
2007-2009 GT-500 Type IV RA Hood - Part #1197....$789.99Vinyl Hood Stripe Kit - Part #7261....................................$99.99
Type IV RA Hood w/ Billet Inserts - Part #1187.....$699.99Part #1181.........................................w/o billet inserts.....$639.99Ram Air Kit...............................................Part #8032....$299.99
2005-2009 Ducktail Wing – Part #2227......$339.99 Front Bumper – Part #3347..........................$588.99Upper Billet Grille – Part # 7025....................$169.99
2005-2014 Styling Bar - Part #8033...............................$539.99 2005-2012 Speedster Covers - Part # 4361...............$539.99
Stalker Wing - Part #2221.........................................................$339.99Stalker Rear Bumper - Part #3351........................................$539.99
Speedster Covers Part #4000....................$529.99
1999-2004 / 10-Piece Stalker Kit - Part #9003.....$1,999.991999-2004 Ram Air Type II Hood - Part #149..........$599.99 1999-2004 Front Bumper - Part #3355.....................$599.99
1994-1998 Styling Bar - Part #7005..........................$499.99 1994-1998 Side Scoops - Part #4304........................$99.991994-2004 2-pc Speedster Covers - Part #4000........$524.99
1999-2004 Cobra R Hood - Part # 153......$599.991999-2004 Upper Billet Grille - Part # 7072...$99.99
1994-1998 Cobra R Hood - Part #117................................$599.99
1987-1993 2.5” Cowl HoodPart #105 (1983-1986 Part #106)................................$599.99
1987-1993 Cobra R HoodPart #136....................................................$599.99
1987-1993 4” Cowl Hood Part #121 (1983-1986 Part #122)...........$599.99
1987-1993 2.5” Stormin Norman HoodPart #103 (1983-1986 Part #104)................................$599.99
1979-1993 Cobra Wing - Part #206..............$339.991979-1993 SLN Wing - Part #200..............$339.99 Coupe/Convertible also available.
1987-1990 LX 4-Piece Kit - Part #9013..........$669.99 1991-1993 LX 4-Piece Kit - Part #9014............$669.99 1987-1993 Rear Valance - Part #4302............$289.99 1987-1990 LX Air Dam - Part #4323............$289.99 1991-1993 LX Air Dam - Part #4324............$289.99
1987-1993 GT 9-Piece Conversion Kit - Part # 9011...........$1,399.99 1987-1993 Cobra Grille Insert - Part #4315..................................$59.99 1987-1993 Cobra Side Skirts - Part #4335...............................$429.991987-1993 Cobra Rear Bumper - Part #3336..........................$399.991991-1993 Cobra Front Fender Ext - Part # 4331....................$169.991987-1990 Cobra Front Fender Ext - Part # 4332....................$169.99
1987-1993 1.5” Ram Air Hood - Part #101..............$599.991987-1993 Stalker Front Bumper - Part # 3334.....$624.99
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W130702-MMFP-150300_R.pdf 08:53:17__12/09/14 Ad Insertionblackyellowmagentacyan
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W130049-MMFP-150300_R.pdf 08:58:39__12/09/14 Ad Insertionblackyellowmagentacyan
YO YO
Noise ControlI have an off road X-pipe on my 2004 Mach 1 with a
complete exhaust system, and the car is loud. I like
it, but the local police don’t like it as much as I do,
and they have been warning me about it. What can
you recommend I do to tone it down just a bit and not
lose performance?
Name withheld
Via mustang-360.com
The best way to get the sound down to a police-
friendly level is to put the catalytic converters back
on. High-flow cats have very little flow restriction for
your application. Engines that are mildly modified
get very little benefit from using an off-road X-pipe,
if any. The horsepower gain is minimal on mostly
stock engines. In some cases the backpressure
caused by the cats (which is small) helps the low-end
performance. You can go with more restrictive muf-
flers, but you will lose some performance. The cats
are the way to go and will give you the milder tone
you are looking for.
KEN!KEN MIELE
18 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
out of my 2001 GT 4.6L
without going to a power ad-
der, are there basic bolts-ons
I can use? I’m pretty handy
with a wrench, so swapping
heads, intakes, and cams
would not be a problem.
Jerry
Via mustang-360.com
A cylinder head swap will
give you the biggest gain
in power. Upgrading the
cams, intake, and exhaust
will make it a total package
with gains up to 150 hp. I
suggest contacting Trick
Flow Specialties (trickfow.
com), which can supply
everything you need for your
4.6L. Trick Flow has dyno
numbers on many packages
to make choosing the right
parts easy. Remember that
you must get a custom tune
to get the most out of your
upgrades.
3V TransplantI have a 1988 LX with a
five-speed. The engine spun
a rod bearing and broke a
rod. Would a 4.6L 3V with
the Ford Racing control pack
work? And is that all I need
as far as the ECU goes? Are
there any issues I should be
aware of?
Troy M.
Via mustang-360.com
Any engine swap that is not
the factory engine will have
some issues. For the 4.6L
3V, Ford has made this as
hassle-free as possible. Ford
offers a standalone engine
controls package to retrofit
the engines into older cars.
There are some other is-
sues to worry about, like
exhaust and air intake, but
the 3V will bolt in—just be
prepared for a little fabrica-
tion.
Engine WeightsI have a question regard-
ing engine weights. What’s
the true weight difference
between the same car with a
either a traditional push-
rod 302 5.0L versus the
Aluminator Coyote? There
are weights listed at various
sources online, but I doubt
those numbers paint an
accurate picture of the true
weight difference between
the two as a complete, in-
stalled package. For instance,
is the listed weight of the
pushrod engine taking in to
account things like the smog
pump? I’m guessing not.
As far as I know, one is not
required on the modern OHC
engines, and would represent
a pretty decent chunk of
weight to factor in. So to be
specific, comparing a typical
mild street pushrod EFI 5.0L,
something with aluminum
heads, fully dressed, and
50-state emissions legal
versus the Coyote engine and
what all it needs to work in-
stalled in a Fox body car, can
you tell me which setup is
going to make for a lighter/
heavier car and by approxi-
mately how much? Thanks.
Phil Strong
Via email
The engine assembly on a
traditional Fox-Body 5.0L
weighs 411 pounds. This
is without accessories like
smog, power steering, A/C,
alternator, and flywheel or
flexplate. It is considered
a dry weight. The Coyote
without accessories weighs
444 pounds as listed in the
Ford Racing Parts catalog.
The old 5.0s are hard to get
exact weights for and can
range between 411 and 460
pounds. In my research I
believe that 411 pounds is
correct for an old 5.0L dry
engine weight. Both engines
come with stainless exhaust,
but the Coyote does have
a manual flywheel weigh-
ing 23 pounds. All things
being pretty equal in dry
weight, the Coyote weighs
421 pounds sans flywheel
and the 5.0L is 411 pounds.
It would be a wash in my
book when all accessories
are added to their respective
engines.
Driveshaft Thoughts?I have a 2005 Mustang GT
five-speed manual and I am
looking to upgrade the two-
piece driveshaft. I have heard
that they free some horse-
power but I could develop a
driveline vibration if I go to a
one-piece setup. It’s a daily
driver, and I don’t want to
upgrade it if the vibration is
too bad. Any help would be
great if it is worth the swap.
My car is stock except for a
tune and exhaust.
Matt
Via mustang-360.com
The stock two-piece
driveshaft weighs about
47 pounds. The aftermar-
ket comes in about 18-20
pounds for an aluminum
one-piece driveshaft. There
is a gain in power through
less rotating mass, but
unless yours is a high-
horsepower application I
suggest you stick with the
stock setup. Harmonics are
greatly reduced with the
factory two-piece and is
why Ford choose to go that
route. Vibration issues are
not uncommon, but many
quality driveline companies
have solved most harmonic
problems—but it can get
expensive. For the money
versus performance gain, it
does not make much sense
to upgrade on a basically
stock daily driver.
Added PowerIf I want to get more power
ANSWERING YOUR TECHNICAL QUESTIONS
MMFP-150300-YO1.indd 12/10/14 10:01 AM PAGE 18MMFP-150300-YO1.indd 12/10/14 10:01 AM PAGE 18
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W103697-MMFP-150300.pdf 08:49:59__12/09/14 Ad Insertionblackyellowmagentacyan
Grip in a
For 23 years, “Maximized” Mustangs have ruled
both the road and the track. That’s because the
Maximum Motorsports products that win races and
national championships are the same parts we build for
your street car.
Our exclusive Grip Boxes and Launch Boxes are
engineered systems, made in the U.S.A. by Maximum
Motorsports. We test and match all components to
work together, ensuring easy installation and optimum
performance in Mustangs producing up to 1000 lb-ft of
torque. Photo-illustrated instructions are designed for
home builders. Expert tech support is available
by phone or email.
Congratulations – again! – to Chris Griswold, 2014 American Iron Extreme champion (Eastern division), NASA’s only six-time national champ.
All items can also be ordered separately, enabling you
to improve your 1979-2014 Mustang in stages, while
continuing to drive the car. Factory-direct orders for
complete packages or individual parts usually ship
within 24 hours. Please visit our Website for detailed
photos, technical info, tuning tips, and authorized
dealers. Get online now. Get going next weekend!
Maximum Grip Box for the road or track
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Box
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W131821-MMFP-150300_R.pdf 13:49:03__12/09/14 Ad Insertionblackyellowmagentacyan
HORSE’S
22 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
MOUTHBY EVAN J. SMITH
After much speculation, Ford confirmed it will build the Shelby
GT350 Mustang, which is set to make roughly 520 hp and over
400 lb-ft of torque. Rather than using supercharging or Eco-
Boost power, Ford engineers have leaned heavily on the popular
Coyote engine to extract maximum output.
The engine was fitted with a flat-plane crankshaft, which
reduces rotating weight and alters the firing of the cylinders
as compared to a conventional V-8 crankshaft. It will allow for
quicker revs and a unique sound. Look for peak power to come
in around 7,200 with a redline over 8,000 rpm.
We hear that the valves have been relocated in the heads for
optimized flow and the ports have been revised. Unfortunately,
GT350 heads will not simply bolt up to the base GT 5.0L Coy-
ote. We speculate that the base MSRP will be around $50,000,
but dealers will likely ask a premium. We’ve already seen deal-
ers asking $25,000 over sticker on the 25th Anniversary model.
Of course you can check out mustang-360.com for all the details
on the GT350.
NMRA Announces 2015 Event Schedule
Ford Reveals 2016 Shelby GT350 Mustang
heads-up drag racing in
classes like VP Racing Fuels
Street Outlaw and the popu-
lar Coyote Stock, plus we
have our giant UPR Products
car shows, huge manufactur-
ers’ midways, and more,”
said NMRA president Steve
Wolcott.
In addition, NMRA is
home to the Muscle Mustangs
& Fast Fords True Street
class, which has been a hit
with Ford enthusiasts for over
20 years, and the MM&FF All-
Female Shootout at Summit
Motorsport Park in June.
“The 2015 season will
also feature the Aerospace
Components Winner’s Circle
and special events at each
and every race, plus True
Street and all the exciting
classes at each venue,”
Wolcott added.
The NMRA (National Mus-
tang Racers Association)
has just released the official
schedule for the 2015 sea-
son. NMRA provides a great
place for fans of racing, car
shows, and general drag
racing to spend a weekend in
the sun having a blast with
their Mustang or fast Ford.
“This is our 17th year
of exciting NMRA all-Ford
THE LATEST NEWS IN THE FORD WORLD
PRESENTED BY
Mar. 5-8, 2015: 21st An-
nual Nitto Tire NMRA Spring
Break Shootout presented by
Muscle Mustangs & Fast Fords.
Bradenton Motorsports Park
in Bradenton, Fla.
Apr. 9-12, 2015: 7th An-
nual NMRA/NMCA All-Star
Nationals presented by Miller
Welders. Atlanta Dragway in
Commerce, Ga.
May 1-3, 2015: 15th An-
nual NMRA Ford Nationals
featuring the 3rd Annual SVT
Shootout presented by SVT-
Performance.com. Maryland
International Raceway in
Budds Creek, Md.
June 11-14, 2015: 12th
Annual McLeod Racing
NMRA Ford Super Nationals
featuring the Muscle Mustangs
& Fast Fords All-Female Shoot-
out. Summit Motorsports
Park in Norwalk, Ohio.
July 30–Aug. 2, 2015: 10th
Annual Nitto Tire NMRA/
NMCA Super Bowl of Street
Legal Drag Racing. Route 66
Raceway in Joliet, Ill.
Oct. 1-4, 2015: 17th Annual
Nitto Tire NMRA All-Ford
World Finals. Beech Bend
Raceway in Bowling Green,
Ky.
Galpin/Fisker Unveil 725hp Rocket 2015Love it or hate it” seems to be the theme of Rocket, a 2015
Mustang that Galpin Auto Sports and Henrik Fisker took the wraps
off of at the 2014 Los Angeles Auto Show. The team said that the
design is “unmistakably inspired by specialty pony cars of the
1960s and early 1970s, including the 1968 Shelby GT500.”
The handmade carbon-fiber bodywork is slathered with
scoops and vents that direct airflow. The hood features two
large air intakes that are designed to channel cooler outside air
through the engine compartment, supplementing the grille and
front splitter in keeping the 725hp V-8 engine at peak operating
temperature. Two additional scoops, mounted on the rear fend-
ers ahead of the wheels, help channel air to cool the oversized
15-inch Brembo Gran Turismo high-performance brakes.
The color is a mixed silver called Éminence Grise. Rocket
rolls on large 21-inch ADV.1 wheels with Pirelli P-Zero extreme
performance tires.
For more information, stay tuned to nmradigital.com.
MMFP-150300-MOUTH.indd 12/10/14 10:03 AM PAGE 22MMFP-150300-MOUTH.indd 12/10/14 10:03 AM PAGE 22
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FEAT SECTHEAD1
LAUNCHPARTY
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WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 25
FORD RACING READIES THE NEW
S550 FOR THE STRIP.
BY DALE AMY • PHOTOS COURTESY OF FORD RACING
THECREW AT FORD RACING BURNED THE
MIDNIGHT OIL IN ADVANCE OF THE
OFFICIAL LAUNCH OF THE S550.
CHY
They burned up a bunch of rubber, too.
While a huge aftermarket no doubt sali-
vates over the introduction of an all-new
Mustang, Ford’s in-house performance
division wanted to be frst out of the gate
to demonstrate—and improve upon—the
dragstrip capabilities of the pony car’s lat-
est generation. Using a trio of manual-shift,
pre-production 2015 coupes—two 5.0L
GTs and an EcoBoost 2.3L—Ford Racing
Performance Parts got to work last summer
testing, tuning, and wrenching. They even
set themselves an elapsed-time target for
each of the three cars. Testing was done at
Milan Dragway, not far from Ford Racing’s
headquarters, as well as at U.S. 131 Dragway,
in Martin, Michigan.
For the Ingot Silver 2.3L EcoBoost, Ford
Racing’s goal was a 12.99-second ET. Yup,
right of the bat they targeted a 12-second
quarter-mile performance from the feisty
little four-banger. Moving to the GTs, Ford
Racing’s Ruby Red ’15 coupe would remain
in naturally aspirated form and aim for a
performance goal of 11.99 seconds. And the
second GT, fnished in black, would receive
the soon-to-be-released Ford Racing/Roush
Performance TVS supercharger, with which
it was hoped to run a 10.99-second e.t.
Lofty goals? Yes, we’d say pretty ballsy,
yet those targets were met and surpassed
with surprisingly few modifcations.
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A
B
C
D
26 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
LAUNCH PARTY
Coming to GripsWhile we’ve all been itching to see just
what this new S550 is all about, quarter-mile
addicts in the crowd have no doubt wondered
(worried?) how the Mustang’s now-standard
independent rear suspension would respond
to a dragstrip’s extreme demands. Early on
in their program, Ford Racing engineers took
the then-stock prototypes to Milan Dragway
to answer that question for themselves. Per-
haps not surprisingly, they soon determined
that stock IRS rubber bushing compliance
contributed to some axle hop under sticky-tire
launches. And later, once the supercharged
GT test mule topped the 600hp mark, Ford
Racing also experienced a stock IRS half-shaft
failure.
Luckily, Ford Racing has fxes for both
issues, frst in the form of aluminum bushings
to replace the factory rubber originals in the
pumpkin-to-subframe and subframe-to-body
interfaces on the IRS. FRPP had also been
working with G-Force to develop an upgraded
half-shaft kit. The three Ford Racing test
coupes were then ftted with these revised
bushings and half-shafts, all of which report-
edly performed “fawlessly” and should be
available through FRPP and its dealers by the
time you read this.
A) This octet of blue
anodized aluminum bushing
halves is intended to replace
factory rubber bushings at
the junctions between the
S550’s IRS subframe and
unibody. This kit carries
the FRPP part number M-
5872-M.
B) A second bushing up-
grade kit (M-4425-M) elimi-
nates the rubber-induced
compliance where the IRS
differential pumpkin mounts
to the subframe. Like the
preceding kit, it is applicable
to all S550 Mustangs: I-4,
V-6, and V-8.
C) For those not feeling up
to the process of installing
these new bushings them-
selves, a complete replace-
ment subframe (M-5035-M)
is also available, pre-fitted
with the two bushing kits.
D) For high-power applica-
tions, check out FRPP’s di-
rect-replacement, heavy-duty
half-shafts (M-4139-M, left;
M-4138-M, right) featuring
serviceable CV joints with
CNC billet centers, billet
one-piece inner and outer
stub ends, anti-wheelhop
technology, and electrically
bonded e-coating. FRPP will
also offer a complete kit
(M-FR2-M) comprising the
half-shafts and aluminum-
bushing-equipped subframe.
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Though shown here in early testing at Milan while
still wearing its OEM front rolling stock, FRPP’s
EcoBoost four-banger went on to set a best time at
U.S. 131 Dragway wearing drag skinnies up front.
This all-new turbo four is obviously the least
familiar occupant of a Mustang engine bay. It
may be small, but we all know how well boost
can compensate for diminished displacement.
Here’s the short list of what it took to post that
eye-opening mid-12 pass.
• FRPP performance rear subframe kit
• FRPP heavy-duty half-shaft kit
• FRPP custom engine calibration for race fuel
• FRPP prototype of-road exhaust
• 3.73 gearset
• Hoosier drag racing front tires
• Weld-Racing AlumaStar drag wheels, front
• Hoosier drag slicks (28x10x17 D06
compound)
• Weld-Racing AlumaStar drag wheels, rear
• 4-point rollcage
• Recaro race seat
• Passenger and rear seat deleted
Note: This EcoBoost coupe was the only one
of the three testers to post time with skinnies
up front. The two GTs retained their fat factory
front wheels and tires.
2.3L EcoBoost CoupeBest pass 12.56 at 109 mph
28 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
LAUNCH PARTY
THE TEST
MULESWith that brief introduction to Ford
Racing’s rear suspension hard-
ware, let’s look a little closer at
each car’s modifcations and quar-
ter-mile performance on slicks.
Like FRPP’s pair of GT mules, the four-banger spent time on a chassis dyno to
aid development of the race gas calibration. In the EcoBoost’s case, this tuning
also had to account for the prototype off-road exhaust system.
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The Ruby Red test
GT benefitted from
Cobra Jet long-tubes
and FRPP’s prototype
intake system. No
photos or details have
been released on this
intake, but we’ll keep
you posted.
Aside from the rear suspension and tire
upgrades, pushing the nonpressurized 5.0L
into the 11s required nothing much more than
a high-octane tune, some matching race gas,
and dropping the factory exhaust system
in favor of unmufed Cobra Jet long-tube
headers. Oh, and this car also ran with a
“prototype intake system” installed. We know
that neither the old Boss 302 nor Cobra Jet
intakes will ft under a stock S550 hood, so
the logical conclusion is that Ford Racing has
an S550-specifc version under evaluation.
Nothing like stating the obvious, right?
• FRPP performance rear subframe kit
• FRPP heavy-duty half-shaft kit
• Factory headers and exhaust removed
• ARH Cobra Jet long-tube headers installed
• Prototype intake system
• FRPP custom engine calibration for race
fuel
• Hoosier drag slicks (28x10x17 D06
compound)
• Weld-Racing AlumaStar drag wheels, rear
• 4-point roll cage
• Recaro race seat
• Passenger and rear seat deleted
5.0L GT Coupe NABest pass 11.77 at 117 mph
30 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
LAUNCH PARTY
While time spent at the strip with prototype S550s hardly sounds like tough duty
to most of us, rest assured that, to Ford Racing engineers, this was work. But
even they might admit that some workdays are better than others.
MMFP-150300-FRPP.indd 12/10/14 11:15 AM PAGE 30MMFP-150300-FRPP.indd 12/10/14 11:15 AM PAGE 30
Don’t Just Race...
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‘86-’03 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM8602B....$558.20 Sale $458.20
Alloy axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool
‘86-’03 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM8602B....$639.50 Sale $539.50
Hy-Tuf race axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool
‘94-’04 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM9402B....$678.80 Sale $578.80
Alloy axles with eliminator kits installed (non ABS)4.5” (1/2-20) bolt circle w/ 3” stud kit & spool
‘94-’04 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM9407B....$809.40 Sale $709.40
Hy-Tuf race axles with eliminator kits installed (non ABS)4.5” (5/8-18) bolt circle w/ A1027 stud kit & spool
1987-14 Mustang double adjustable strut package with springs & caster/camber plates S2000FM.......$1282.73 pr(Drag Race Only)
2005-10 Mustang double adjustable coil-over strut no springS2043 .......$499.00 ea (Drag Race Only)(Will work with 11-14 if used with 05-10 upper mount oraftermarket camber/caster plate)
1987-04 Mustang V8 double adj. coil-over strut no spring S2041......$499.00 ea (Drag Race Only)
2011-14 Mustang single adj. strut - S6011LM.........$139.50 ea
1994-04 Mustang single adj. strut - S6005LM.........$119.50 ea
2005-10 Mustang single adj. strut - S6009LM.........$139.50 ea
1987-93 Mustang V8 single adj. strut - S6001EM......$119.50 ea
1979-93 Mustang single adj. rear shock - S6000EM.....$69.50 ea
2005-14 Mustang single adj. rear shock - S6008LM.....$89.50 ea
Don’t Just Race...
Strangeeng.net 847.663.1701
Sale Ends
Jan. 15th
INK
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FRPP’s supercharged
coupe shows pretty
good weight transfer
at launch. Note the on-
board video cameras.
In addition to the one
above the windshield,
there was one mounted
behind—and recording
the reaction of—
each slick.
Ford Racing and Roush Perfor-
mance have codeveloped a version
of Eaton’s TVS Roots-type blower for
S550 applications. We don’t have all
the details at this point, but look for
a CARB-approved kit complete with
91-octane tune very soon. However,
this test mule ran on race gas with a
prototype of-road exhaust. And note
that although FRPP intends to release
91-octane performance tunes for both
5.0L and 2.3L EcoBoost S550 applica-
tions, no race gas (of-road) tunes will
be ofered.
• Ford Racing/Roush Performance
supercharger kit
• FRPP performance rear subframe kit
• FRPP heavy-duty half-shaft kit
• FRPP custom engine calibration for
race fuel
• Prototype of-road exhaust
• Hoosier drag slicks (28x10x17 D06
compound)
• Weld-Racing AlumaStar Drag
Wheels, rear
• 4-point rollcage
• Recaro race seat
• Passenger and rear seat deleted
5.0L GT Coupe SuperchargedBest pass 10.97 at 128 mph
What Does It All Mean?From this testing and development pro-
gram we can draw two really quick conclu-
sions. First, the new Mustang is more than a
pretty face. Second, Ford Racing isn’t just a
marketing moniker. Stay tuned, as we intend
to dive deeper into FRPP’s quickly evolving
shopping list of S550 goodies.
Ford Racing Performance Partsfordracingparts.comw
Source
An underhood shot of the black GT shows its S550-specific Roush/FRPP Twin Vortices
Series blower. It fits beneath the stock hood.
32 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
LAUNCH PARTY
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ProCharger’s Stage II kit includes a massive
air-to-air intercooler that works in conjunction
with the P-1SC-1 supercharger. For BYOB we
went with the polished finish and standard
eight-rib belt setup. Also included is an SCT
programmer with ProCharger’s tune installed
and ready for upload.
BYOB Goes Ballistic With Boost
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 37
ProCharger adds real power to our fake Boss with 214 more horsepower.
BY VINNIE KUNG PHOTOS BY AUTHOR
ProCharger ofers a few variations of its
centrifugal supercharger kit, which is
known to add serious power to just about
any car it is installed on. The High Output
(HO) kit is where the action begins. Using
ProCharger’s excellent P-1SC-1 head unit
and a nice-sized front-mounted inter-
cooler, this kit provides gobs of boost all
day long. Moving up to the Stage II kit
adds a larger intercooler, a bigger air flter,
and new pulleys for more boost. Since we
wanted the most from our car, we went for
the big-dog Stage II kit in complete form
for BYOB (ProCharger also ofers these
two kits in Tuner versions, where the
52-pound injectors and programming are
excluded so that independent shop own-
ers can create their own packages.)
To get a nice sound out of the car, we
elected to get the standard sound level
from the blower (where the helical gears
make a subtle and smooth whine at idle)
and combined it with the quieter eight-rib
belt drive instead of the 12-rib or more
obvious cog-belt-drive setup for our street
car. ProCharger advertises an aggres-
sive 185-plus horsepower gain on a stock
Coyote, and we were anxious to see if this
would be true for a car that’s digesting the
91-octane swill that California likes to call
high-octane.
The installation took one day. The
Stage II’s large race intercooler fts 2013-
2014 models without any modifcations,
but on 2011-2012 models, like BYOB,
installation required the lower portion of
the bumper cover to have about 2 inches
removed from the lower half’s backside.
It cuts into the black textured bumper
insert as well, and you’ll have to eliminate
the driving lights, like we did. This added
about two hours to the installation, but
overall we were done in six hours. We
even had time to put fresh oil in, so we
poured in Royal Purple HPS oil in the fac-
tory weight of 5W20 to make sure that our
big bad 5.0 was properly lubed internally.
With the hard parts all installed and
the canned tune uploaded from the SCT
handheld programmer, we moseyed on
over to our friends at GTR High Perfor-
mance in Rancho Cucamonga, California.
Once there, GTR’s Ricardo Topete had the
DynoJet’s 224X spinning and we were
soon rubbing our hands with excitement.
On the frst run, we decided to start of
TECHBYOB is at it
again! This
time it sees
a ProCharger
being added
under the
hood. We
discover huge
power gains
on the dyno.
MMFP-150300-BYOB6.indd 12/10/14 10:35 AM PAGE 37MMFP-150300-BYOB6.indd 12/10/14 10:35 AM PAGE 37
BALLISTIC WITH BOOST
38 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
with the default 4.38-inch super-
charger pulley, which came with the
kit. Using Fourth gear, we were able
to see 5.31 psig (pounds per square
inch gauge) of boost and an amaz-
ing 556.00 rwhp at 6,950 rpm and
440.62 lb-ft of torque at 5,200 rpm.
These were all using true SAE correc-
tion factors for the weather. Consider-
ing how low the boost was, we were
stoked at what we saw. ProCharger’s
in-house tuning guru Erik Radzins
was on hand to gather data as we
personally witnessed that there were
no changes to the tune and that it
was the same canned tune that came
with the kit. Radzins later confrmed
The P-1SC-1 head unit featured a unique billet
impeller that not only looks trick but also adds
power due to its precise tolerances. I don’t know
about you, but for some odd reason I want to
see the CNC machinery that created this thing!
1
ProCharger’s large race intercooler is a true
beaut. Featuring large cross-sectional area, the
core is the secret to sustainable power gains.
Note that the mass air sensor bolts to the end
tank here, which is on the passenger side.
According to Erik Radzins of ProCharger, this
is because they discovered that having it here,
rather than on one of the charge tubes, provides
less fluctuation in values and makes for a more
consistent reading during all throttle positions.
The biggest benefit, he says, is having a signal
that is more stable for tuning.
2
With the front bumper cover removed, we can get right to business.
3
We started with the injectors. Remove the
entire fuel rail with a 10mm socket and
carefully disconnect the fuel feed line.
Swap out the stockers for the 52-pound
units provided by ProCharger, and reinstall
the rail with the provided hardware.
Because its injectors are the short-body
version of the EV6s, you will need to use
ProCharger’s shorter fuel rail risers and
bolts as well.
4
The crankshaft pulley bolt comes off
next to allow for the installation of the
ProCharger’s pulley. Using an 18mm
impact socket, we “cranked’ the bolt off
with little fuss.
5
ProCharger uses a dedicated belt-drive
system for its kits. That means the stock
belt continues to drive the accessories
and a separate piggyback pulley spins the
blower. On the backside of the ProCharger
pulley you can see the adjustable eccen-
trics that, once in place, butt up against
the factory pulley’s spokes for positive
engagement. Use the supplied crank bolt
and, uh, crank it down.
6
The factory fan setup doesn’t clear the
large intercooler piping, so a custom
fan shroud and SPAL fan are provided.
The male spade connectors fit right into
BYOB’s female fan connectors, minding
the red-on-red, black-on-black connec-
tions. A large glob of electric tape was
spun around this connection, ensuring a
safe and well-insulated junction.
7
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BALLISTIC WITH BOOST
TECH
that at that boost level, no knock
retard was detected and the power
was indeed purely uninterrupted on
mere pump gas.
Next up, we slapped on the
smaller 4.00-inch pulley to increase
the supercharger’s speed. Knowing
that Coyotes love to be revved,
Radzins wanted to see what would
happen if we increased the rev
limiter to 7,300 rpm, to fnd out how
the ProCharger would react. That’s
because like the Coyote engine,
Once the electrical connection was made, we dropped the fan and shroud assembly into
place, aligning the lower tabs to the factory radiator and reusing the stock upper bolts to
rigidly mount it.
8
Next up, we installed the ProCharger-
supplied coolant surge tank. A neatly
fabricated piece, this tank fits nicely onto
the new shroud and reuses most of the
factory hose connections.
9
To mount the supercharger bracket onto
the front of the engine, threaded standoffs
are supplied that go onto the factory alter-
nator mounting stud, the belt idler pulley,
and a vacant hole on the cylinder head.
10
We added a staggering 214.15 peak horsepower and 98.30 lb-ft of torque at the tires at 8.28 pounds of boost.
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AFR’s NEW Renegade Ford line is our ground up re engineered and re designed update of our very formidable and proven 20° in line heads. These new Renegade heads flow dramatically more than our previous best to give you more Horsepower.
•Renegade220ccflows340CFM@.800liftandaveragesastout11CFMincreasegainoverourretired225ccdesignfrom.400to.750liftwitha 5cc smaller runner.
All these new designs sacrifice nothing at low lift flow while outperforming the competitions mid and peak flow numbers. Performance like this from a bolt on inline head will have your competition scrambling.
•Renegade185ccflows297CFM@.600liftandaveragesanimpressive17CFMmorethanourpreviousdesignfrom.200to.600lifts.
•Renegade 195cc flows [email protected] lift fromthis exciting new entry to our Ford lineup.
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Pacaloy Racing Valve Springs
Bead Lock Valves& Retainers
Lightweight 8mm Valves, 1.290 O.D. Springs, Retainers & Locks. Reduces Valve Float.205 & 220cc have 1.550 O.D. Springs
Bronze Guides
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Hardened ChromeMoly Spring Seats,Not Flimsy Shims
Fully CNC Ported for Maximum Flow
Viton Oil Seals, NotCheap Poly Acrylic
58cc or 72cc QuickBurn CombustionChambers. 165cc
only available in 58cc
Adjustableguideplates for
perfect rocker arm alignment.
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Pacaloy Racing Valve Springs
Bead Lock Valves& Retainers
Lightweight 8mm Valves, 1.290 O.D. Springs, Retainers & Locks. Reduces Valve Float.205 & 220cc have 1.550 O.D. Springs
Bronze Guides
.750”Thick Deck
Hardened ChromeMoly Spring Seats,Not Flimsy Shims
Fully CNC Ported for Maximum Flow
Viton Oil Seals, NotCheap Poly Acrylic
58cc or 72cc QuickBurn CombustionChambers. 165cc
only available in 58cc
Call for details. AFR heads only.
AFR’s NEW Renegade Ford line is our ground up re engineered and re designed update of our very formidable and proven 20° in line heads. These new Renegade heads flow dramatically more than our previous best to give you more Horsepower.
•Renegade220ccflows340CFM@.800liftandaveragesastout11CFMincreasegainoverourretired225ccdesignfrom.400to.750liftwitha 5cc smaller runner.
All these new designs sacrifice nothing at low lift flow while outperforming the competitions mid and peak flow numbers. Performance like this from a bolt on inline head will have your competition scrambling.
MADE IN USA
Adjustableguideplates for
perfect rocker arm alignment.
•Renegade185ccflows297CFM@.600liftandaveragesanimpressive17CFMmorethanourpreviousdesignfrom.200to.600lifts.
•Renegade 195cc flows [email protected] lift fromthis exciting new entry to our Ford lineup.
•[email protected] lift,a16CFMimprovement,thissmallerintakerunnerflows more than our previous 225cc head.
INK INKINK
MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 40MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 40
ProChargers love rpm. So we threw
connecting rod caution to the wind
on the next run and raised the rev
limiter. We didn’t let the car cool
down, since we wanted real power
numbers, and with the eight-rib belt
gripping for dear life, Topete spun the
DynoJet to the tune of 593.68 rwhp
at 6,900 and an astonishing 462.92
lb-ft of torque at the wheels with a
peak boost level of a modest 8.28
psig. Peak power came in at nearly
the same rpm as before (save 50
The easiest way to install the blower is
to assemble the head unit to the bracket
and then to lower the entire assembly as
a complete unit. Once in place, the three
standoffs and bolts were tightened with a
1/2-inch socket.
11
The intercooler assembly comes next.
Since we went with the Stage II kit, the
intercooler was as big as it could possibly
be. This core took up nearly all of the
available real estate behind the bumper
support and was just millimeters away
from the A/C system’s condenser. The
mounting tabs and bracket attach directly
to the hood latch bolts.
12
Next up, we routed the intercooler piping.
This was trickier than expected. After
about an hour of trial fitting, we shaved
approximately a half-inch off of each
silicone and/or rubber connector to make
everything snug.
13
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Profile J Template_Layout 1 11/12/2013 09:47 Page 1MMFP-150300-BYOB6.indd 12/16/14 3:09 PM PAGE 41MMFP-150300-BYOB6.indd 12/16/14 3:09 PM PAGE 41
BALLISTIC WITH BOOST
TECH
revs) but was still under the factory
rev limiter. To avoid windowing a
motor, we decided to put the stock
rev limiter back in, keep the power
at under 600 to the tire, and run the
best pump gas was can fnd.
Based on our stock fgures (79.53
rwhp at 6,500 rpm and 364.62 lb-ft
of rear-wheel torque at 4,350 rpm)
on this exact same dyno, it means
The blowoff valve is mounted inside the
driver-side bumper cavity. We had to move
the horns slightly out of the way to make
the extra room, but it was super easy. A
vacuum tree is supplied to provide a sig-
nal for the blowoff valve so that it relieves
boost pressure under deceleration. This is
placed before the mass air sensor so that
there is no issue with false readings.
14
Here is another angle of the intercooler so
you can see just how massive it is.
15
With only 25,000 miles on our factory
plugs, we decided it wouldn’t hurt if we
went to new Ford Racing plugs that were
one step colder.
16
INK
MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 42MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 42
we added a staggering 214.15 peak
horsepower and 98.30 lb-ft of torque
at the tires at 8.28 pounds of boost.
This shattered ProCharger’s claimed
gain of 185-plus horsepower. Looking
back at the numbers from the pulley
that produced an easy 5.31 pounds of
boost, those gains were also incred-
ible, with a 176.47hp bump and 76.00
lb-ft more torque to the ground.
Adding items like a ProCharger
kit not only brings back memories
but also makes new ones. Few cars
can cross generations as much as
our Mustang can. While your uncle is
waxing his 1970 Boss 302, you can
literally do the same with a newer
version of that same Boss. Just add
boost to a 5.0, and time travel is
almost possible.
Because the P-1SC-1 head unit is de-
signed to be self-contained (where it relies
on its own oil supply for lubrication) there
is no need to tap into the engine’s oiling
system. Instead, special oil is required,
so ProCharger provides perfectly-sized
bottles to fill your blower’s gear case with.
The fill plug also serves as the dipstick,
so it’s good to check fluid level regularly.
We broke in our unit for about 500 miles
and then changed the oil to make sure all
was well.
17
ProCharger’s pulleys come with a seal
to prevent tampering with this bolt, but
we like to throw caution to the wind and
play with boost levels. Here, we reinstall
the stock 4.38-inch pulley with a 5/8-inch
socket, after we took it off to help facilitate
installation of the blower assembly.
19
For the engine, we also upgraded the oil-
ing with a fresh crankcase of Royal Purple
HPS 5W-20 oil. Since we knew the car
was going to make more power than ever,
we decided to pour in the good stuff to
protect our investment.
18
With the induction pipe under the Kenny
Brown strut tower brace, we reinstalled
the factory engine cover. It’s an artful
piece, and we are glad that the ProCharger
kit does not require it to be cut up.
20
With all the hardware bolted up, we then
uploaded the provided tune from the SCT
handheld unit into BYOB.
21
INK
MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 43MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 43
BALLISTIC WITH BOOST
44 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
SourcesATI ProCharger913.338.2886procharger.com
GTR High Performance909.987.4386gtrhipo.com
Royal Purple888.382.6300 royalpurple.com
These Coyotes sure love to rev. Corrected for SAE, the stock power figures (blue) were
trumped significantly by the red line, which is the run made with 5.38 pounds of boost.
With the canned tune still in place, we simply swapped on the smaller 4.00-inch super-
charger pulley and were able to see 8.28 psig of boost with a resulting 593.68 hp at the
wheels (green). Looking at the data log after each run, we believe we could have easily gone
past 600 at the wheels if we chose to mess with the tune. But because we detected one
incident of timing retard at around 4,700 rpm, we decided to play it safe and let it be. It’s
not like 593 rwhp is anything to be ashamed of. Even better, heat soak is never an issue, so
we made the same power consistently.
The front bumper cover required quite a
bit of trimming to clear the huge inter-
cooler. While owners of 2013-2014 cars
won’t have to do a thing, owners of 2011-
2012 cars, like us, will have to remove
about 2 inches of material from the lower
valance and the pockets for the foglight
assemblies.
22
To find out what it was all worth, we
strapped the car down to GTR High
Performance’s DynoJet 224X and were
rewarded with solid numbers. With the
box-stock 4.38-inch pulley, BYOB went
from 379.53 rwhp to 556.00 with a mere
5.31 pounds of boost. Astounding, but
we weren’t done yet.
23
Erik Radzins from
ProCharger con-
firmed that even on
the 91-octane fuel
we were working
with, no activity was
detected from the
knock sensors. Con-
sidering the high
compression and
low boost level, this
was encouraging.
We decided to press
onward in our quest
for more power.
24
Stepping up to a
smaller driven pul-
ley, we were able to
raise boost levels
slightly. The reduc-
tion from a 4.38-
inch diameter down
to an even 4.00
doesn’t seem monu-
mental, but this was
a good time to find
out what the dyno
would say.
25
MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 44MMFP-150300-BYOB6.indd 12/10/14 10:36 AM PAGE 44
www.amsoil.com/auto
1-800-777-8491
Legendary Performance.
INK
W130226-MMFP-150300.pdf 10:22:14__12/11/14 Ad Insertionblackyellowmagentacyan
1994 COBRA PACE CAR
BY JUSTIN FIVELLA • PHOTOS BY STEPHEN BROOKS
RULESBREAKING ALL THE
MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 46MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 46
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 47
DARRELL MCBRYDE’S 1994 COBRA PACE CAR MIGHT BE RARE, BUT THAT HASN’T STOPPED HIM FROM ENJOYING IT TO THE FULLEST.RULESIn the name of preserving these rolling
rarities, owners are obligated to keep them
fawless, keep them stock, and avoid miles
like the plague. So what if a rebellious owner
ignored the rules, modifed his limited-
number car, and then drove the wheels of
it? Would enthusiasts storm his driveway
with pitchforks and torches? Would they
condemn said individual to a solitary
life sans car shows and gatherings
because he committed a cardinal sin?
Darrell McBryde, owner of this
modifed, high-mileage 1994 Ford
Mustang Cobra Indy Pace Car, is all
too familiar with ridicule from the pur-
ists and praise from the gearheads. He
says, “I’ve been called everything from
stupid to ignorant by the Pace Car pur-
ists, but everyone else loves it.”
Yes, folks, the Cobra before you is num-
ber 591 of just 1,000 Cobra Indy Pace Cars
produced for 1994, and it’s neither stock nor
low mileage. As we’re sure you already know,
all 1994 Cobra convertibles were called Pace
Cars and they came in any color combo so
long as you wanted a Rio Red exterior with
Saddle Brown leather interior. The all-new
SN95 platform was a big departure from the
seasoned Fox-body it replaced, but Ford fans
were pleased that the venerable 5.0 still lived
under the hood. The Cobra Pace Cars received
embroidered seats with the Indy Wings along
with special badges and a stack of commemo-
rative stickers thrown in the trunk so that
owners could decide if they wanted the full
Pace Car ensemble or not.
“The Ford Mustang was selected to be the
pace car for the 78th Indianapolis 500 on May
29, 1994, and although Roush converted the
THE UNSPOKEN RULE OF THE AUTOMOTIVE WORLD STATES THAT RARE
CARS SHOULDN’T BE DRIV-EN, AND CERTAINLY NOT BE MODIFIED.
MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 47MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 47
48 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1994 COBRA PACE CAR
actual pace cars to automatics, the 1,000 com-
memorative units were identical save for their
manual transmissions,” McBryde says.
It’s not often you see a Cobra Pace Car
outside an automotive museum. They’re rare,
but their exclusivity didn’t stop McBryde
from turning the blank canvas into his rolling
dream machine.
“It was stock with 60,000 miles when I
bought it from the original owner in 2000,”
he explained. “The minute I bought it, I knew
I was going to modify it because Mustangs
were meant to be driven and stock cars are
boring.”
And drive it he did. The odometer now
registers an impressive 147,000 miles of pure
pleasure. “I’ve done my best to keep it clean,
but any chance I get I drive it. My wife and I
have taken it on several 1,200-mile trips to
the Mid America Shelby Meet and other Mus-
tang gatherings in the Midwest,” he says.
There’s one for the purists: a rare car, the
open road, and plenty of splattered bugs. And
if you ask McBryde, it doesn’t get any better
than that. He says, “The Cobra is great on the open road, and the motor
and suspension mods make it even better than when it was stock and I
used to daily drive it.”
Yep, that wasn’t a typo, this rare Cobra was used as a daily driver
for nearly four years. How do you like them apples? Upset or not, if you
measure enjoyment in miles, McBryde would be one of the happiest
Mustang owners on the planet.
Speaking of happy, the lightly built motor puts a smile on McBryde’s
face every time he hits WOT. He says, “At one point I had a 331 with
forged internals, AFR 185 heads, an E-cam, the Vortech blower, and
plenty of supporting mods that made 421 hp and 429 lb-ft at the
wheels, but it became troublesome for the amount of miles I was driv-
ing, so I sold it and went to the current motor.”
The current setup consists of a Vortech V2 SQ-trim blower hufng
compressed air into the stock short-block that’s been refreshed with
forged pistons while still using the stock crank and rods. Up top, the
stock cam works with ported AFR 165 heads that are fed plenty of air by
an AFM Power Pipe, a 70mm Professional Products throttle-body, and
a Cobra intake manifold that’s had the lower ported by TMoss. Copious
amounts of air pairs with plenty of fuel thanks to 30-pound injectors
and a Vortech FMU that cooperate with a Pro-M PIH A9L computer con-
version and a matching Pro-M 77mm MAF. Other motor mods include a
Summit Digital 7 ignition box and FMS ceramic-coated shorty headers
that breathe into a catted Bassani midpipe and a MagnaFlow cat-back.
MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 48MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 48
INK
W120630-MMFP-150300.pdf 14:14:42__12/09/14 Ad Insertionblackyellowmagentacyan
50 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1994 COBRA PACE CAR
Although not quite as powerful as the stroker,
the current setup is still throwing down 371
hp and 379 lb-ft at the wheels.
“I love how it drives, but I sure miss the
power of the 331. That thing was a blast and
ran in the 12s with ease.”
With so many miles behind the wheel,
McBryde had enough time to decide what
he wanted from the chassis. After careful
consideration, he opted for the perfect blend
of cornering prowess and ride quality. “I tried
several diferent suspension combos and
eventually settled on Eibach Pro Kit springs,
KYB adjustable shocks, J&M caster/camber
plates, 2003 Cobra A-arms, and polyurethane
sway bar bushings,” he explains.
But the urge for more performance is an
addictive dance, so in search of a little more
speed in the corners he turned to Maximum
Motorsports for a set of rear lower control
arms and full-length subframe connectors. He
says, “I’ve had it up to the Devil’s Backbone
with my local club, Northside Mustang Car
Club, and it handles really well on the twisty roads.”
Of course quality suspension is nothing without solid adhesion,
so 17x9 front and 17x10.5 rear chrome 2003 Cobra replica wheels are
wrapped in Nitto NT555 front and NT555R rear rubber. The classic rims
hide drilled and slotted brake rotors as well as stainless steel brake
lines.
SN95 convertibles look great with a drop and some nice wheels,
but this Cobra is one better thanks to a Cervini’s Cobra R hood, a Cobra
rear bumper, and a CDC light bar. “One of my favorite body mods is the
Cobra mural airbrushed under the hood,” McBryde says. “I think it’s a
nice touch.”
Life inside the cockpit is equally awesome thanks to custom two-
tone seat covers that adorn the Cobra logo in addition to the factory
Pace Car Indy Wings. An MGW short shifter is topped with a Hurst
T-handle shifter that features a working line lock for simplifed smoke
shows. A plethora of A-pillar and dash-mounted Auto Meter gauges also
displays the engine’s vitals.
When asked why he picked his 1994 Cobra over every other
Mustang, McBryde had a simple reply: “I’ve always loved the SN95
body style, I wanted a convertible, and I wanted the pushrod 5.0 motor
since they’re easy to work on, so I guess the decision was easy.”
McBryde was never a Mustang guy until he purchased his Cobra,
and in the ensuing years he has become more than a diehard Mustang
MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 50MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 50
guy. He now bleeds blue. He says,
“I ended up getting a Cobra tattoo
on my arm to match the Pace Car.
Years after buying the ’94, I bought a
2007 Shelby GT500 for my wife and
recently bought a 2012 for myself.”
Wow, that’s quite the stable!
Before we draw the curtains on
this tale, let us make it clear that
we don’t dislike garage queens. We
understand their vital roll in the pres-
ervation of the sport. We do, however,
disagree with the purists who’ve
ridiculed McBryde for what he’s done
with his Cobra. Instead of chastis-
ing fellow gearheads because they
have a diferent outlook on the sport,
we should celebrate our diferences
because no matter how diferent we
are, we share the same apprecia-
tion for Ford’s fnest. And if you ask
me, that kind of common ground is
anything but common.
No matter how diferent we are, we share the same appreciation for Ford’s fnest.
MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 51MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 51
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W124061-MMFP-150300_R.pdf 14:14:27__12/09/14 Ad Insertionblackyellowmagentacyan
1992 MUSTANG GT
MAKEOVERMILLION-DOLLAR
MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 54MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 54
MAKEOVERTRANSFORMING A MANGY FOX
INTO A TROPHY MUSTANG WITH SOME AFFORDABLE FIXES.
BY STEVE TEMPLE • PHOTOS BY THE AUTHOR
MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 55MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 55
T
56 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1992 MUSTANG GT
RASH INTO TREA-SURE. CINDERELLA FROM A SCULLERY MAID. MAKING CHICKEN SALAD OUT OF CHICKEN.
You get the idea. How many times have you
seen basket cases turned into trophy cars? It’s
a familiar theme, but one that bears repeating,
particularly with Fox-body Mustangs because
they’re so plentiful and afordable (especially
when they are more beast than beauty).
Bargain basement pricing is what initially
drew Harry Costopoulos to a ’92 GT in Texas.
Unfortunately, due to some miscommunica-
tion, he thought he was getting a clean title
on a screaming deal, but instead it had been
salvaged.
Like a storyline out of Extreme Makeover,
Costopoulos discovered one problem after
another. Even though the car was solid in the
repairs, it turned out it had sufered a front-
end hit (imagine that). A replacement clip had
been put on in the ’90s, and it measured out
square in the suspension, so that was good,
but other things were not.
“The more I looked the more I didn’t want
to see,” Costopoulos admits with a wince. “It
had the wrong-year front fenders, the front
seats were mismatched, right-rear quarter
panel behind the door was wrinkled, and left rear quarter behind the tire
had been fxed. Whoever repaired it was masterful with body fller but
that’s it.”
Turning a sow’s ear into a silk purse was now becoming an even
more remote possibility. After the fller was removed, the quarter panel
didn’t come close to lining up with the door. And the left side was
pooched out too much.
Taking it all in stride, however, Costopoulos steeled himself and
announced, “Let the parts swap begin!” That’s when some real wheelin’
and dealin’ came into play, demonstrating a cost-efective way to groom
a mangy Fox. He also has a long background as a mechanic, fabricator,
MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 56MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 56
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58 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1992 MUSTANG GT
and bodyman for several race teams, honing the skills needed for such
an extensive project.
“Let me say now that a lot of parts on the car are used, mostly
Craigslist fnds,” he points out, such as the shocks, coilovers, and BBK
X-pipe. “The Ford Racing rear dif I took of one car and paid $500 for
everything, no joke. The dif still had a readable paper parts tag on it.”
He did a lot of junkyard scrounging and fabrication, too. More about that
in a moment.
Getting back to the bodywork, the front
fenders, hood, right door, and hatch came from
a ’93. Late Model Restoration (LRS) supplied
the front bumper cover. Design Concepts Cobra
provided the rear bumper cover and front
Cobra grille insert. Cervini’s front Cobra fender
extensions were added more recently as well.
A section of the right quarter from the door to
the fenderwell was cut out and a good piece
welded in, and the left quarter metal was
shrunk some and straightened.
“I did all the bodywork and most of the
paint in my garage,” Costopoulos says with
a bit of pride—and also chagrin. “Doing the
bodywork took a few months. If I was going
this far into it, then it had to be straight. That
was how I spent my summer in 2008.”
Costopoulos sprayed Blue Metallic Pearl
on the body, and all the trim was shot in
SEM trim black. After that endless summer
of bodywork, he had his friend Eric Collins,
who owns Final Finish Auto Body in Sparks,
Nevada, fx a couple faws in the paint. At
the same time he asked Collins to put some
fames on it. The PPG Frost Blue Pearl ghost
fames is what he laid down.
Going the extra mile included a number
of alterations under the hood and in the
cockpit. For instance, the holes in the engine
compartment were flled and smoothed from
the shock towers forward. He also installed a
brace for the struts from Ford Racing
When it came to the suspension, Costo-
poulos threw on a set of Koni’s red, single-
MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 58MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 58
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60 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1992 MUSTANG GT
adjustable struts and shocks, Maximum Motorsports (MM) coilovers
with Hypercoil springs (350 pounds front, 200 pounds rear). He left the
front and rear antiroll bars stock but beefed up the unibody with MM
full-length subframe connectors. He also went with a 1995 SN-95 fve-
lug conversion on the front, and MM caster/camber plates and lower
four-point K-member brace. The rearend uses Ford Racing upper control
arms and Hotchkis lower arms; the brakes are from Baer.
As for the Ford Racing strut tower brace, he cut the legs to the
frewall and rewelded them so they pick up the mounting points on the
fanges that MM uses on its brace. The reason for this reconfguration
is to locate the brace to a stronger part of frewall, where three pieces
of sheetmetal join together. He also welded on gussets where the tubes
meet the main tube for added strength. Altogether the chassis is now
much stifer to maintain the correct the suspension geometry under
hard cornering.
By this time the car was torn down and everything had come of
the car at least once. That included the 5.0L mill. Although the bottom
end is a stock ’94 lump, Costopoulos bolted on a set of ported GT40 iron
heads. Other internal upgrades included a Comp Cams XE270HR cam
(0.512/0.512-inch lift intake/exhaust), Comp
springs, Scorpion 1.6 roller rocker arms, and
Trick Flow pushrods. ARP head bolts hold the
whole shebang together, and a Ford Racing Har-
monic balancer ensures that it spins smoothly.
Topping this mill is an Edelbrock
Performer intake manifold fed by an Ford
Racing 67mm throttle body with a BBK 70mm
EGR spacer, metered by a Pro-M 24-pound
MAF in the stock airbox with a K&N flter. A
Walbro 255-lph fuel pump supplies the Ford
24-pound injectors, but the computer is stock
and the smog pump deleted (the car lives
in a remote area of northern Nevada, where
emissions testing is more lenient).
Speaking of exhaust, a set of stainless
shorty headers vents spent hydrocarbons into
a BBK catted X-pipe, Flowmaster 40s, and
tailpipes. The GT-style turndown tips were
heated with a torch and worked until the ends
were almost a straight shot out to match the
Cobra bumper cover.
Keeping things cool is a Summit Racing
Equipment two-core aluminum radiator with
a Taurus electric fan actuated by a Flex-a-lite
controller. PA Performance’s 130-amp alterna-
tor keeps juice fowing to the ACCEL distribu-
tor and the 9mm plug wires.
Once the performance parts were dialed
in, Costopoulos had the intake manifold, valve
covers, assorted brackets, and pulleys all pow-
dercoated. Most items under the hood are black
or silver, as he tried to keep with that theme,
and powdercoating is cheaper than chrome and
really looks slick. Which is a pretty good sum-
mation of his entire approach: keeping costs low
while creating a million-dollar makeover.
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BY AMIE WILLIAMS • PHOTOS BY HENRY DE LOS SANTOS
THE BIRD DOCPB
2013 SHELBY GT500
MARK DUBER’S RECORD-BREAKING 2013 SHELBY GT500 IS CHOCKFULL OF THRILLS AND FRILLS.
MMFP-150300-BLUE.indd 12/10/14 12:21 PM PAGE 64MMFP-150300-BLUE.indd 12/10/14 12:21 PM PAGE 64
THE BIRD DOCPB
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T
66 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
HEY DON’T CALL HIM BIRD DOC FOR NOTHING. AN OR-THOPEDIC SURGEON BY DAY, MARK DUBER SPENDS HIS DOWNTIME JUMPING OUT OF AIRPLANES AND ZIPPING THROUGH THE SKY IN HIS WINGSUIT.
He has accumulated 1,000 jumps under his
belt. And as if that weren’t thrill enough, he
races his gorgeous eight-second Grabber Blue
’13 Shelby GT500 at NMRA events all over.
Let’s just say that Duber, a native of Ken-
tucky, is the current six-speed Shelby record
holder and most likely owns the fastest stick-
shift GT500 in the world. Carroll Shelby would
be proud.
A familiar face on the dragstrip, Duber has
made an impression with his personal best
of 8.80 seconds at 164 mph, a run that was
recorded at the NMRA event held at Maryland
International Raceway. If you weren’t already
2013 SHELBY GT500
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68 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
2013 SHELBY GT500
impressed, let’s just say Duber plans to be even faster by the start of the
2015 racing season.
Now that the racing season has come to an end for 2014, Duber’s
Shelby is currently being disassembled for the winter build process. It’s
about to come out bigger and better for next year with the hopes of con-
quering Bradenton’s quarter-mile dragstrip in the high seven-second
range come March for NMRA’s Spring Break Shootout. That’s not all.
“My overall goal is to reach in the mid seven-second range come
next October in Bowling Green,” Duber tells us.
As it sits right now, under the hood is an aluminum 5.8L 351w built
by Bischof Engine Service (BES) out of Guilford, Indiana. Sponsored by
Kenne Bell, the car is topped with a 4.7L Kenne Bell twin-screw super-
charger and will soon feature the new Bigun intake and twin 106mm
throttle body. This modular motor is adorned with a race-prepped Cobra
Jet crankshaft, Ross pistons, Manley rods, and CNC ported cylinder
heads, with all machine work performed by BES.
Duber says, “We are freshening up the engine and putting in a Turbo
400 automatic transmission. It was fun, but now we are looking for
consistency. It’s time to get serious and compete at the highest level of
our class.”
This big, bad Shelby also features a Lund Racing tune by Jon Lund
performed at London Chassis in Kentucky, a SPEC clutch with a SPEC
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70 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
2013 SHELBY GT500
aluminum billet fywheel. For added airfow, Duber installed American
Racing headers and H-pipe. He also has support from Van Collier of
Revan Racing, a Dynotech driveshaft, JLT CAI, 4.10 gears, and ID 1000
injectors.
“We teamed up with Holley and we are switching out the stock com-
puter for the Dominator EFI ECU. We are also installing the new Holley
plug-and-play harnesses for the Dominator EFI,” Duber explains.
To save weight, the rear seat has been deleted. The interior includes
a Bivins 10-point rollcage, an Ultra-Carbon race seat, and a Simpson
5-point harness.
Not only does the car perform like a raging beast, but it has the
stunning good looks to back it up. It isn’t one
or the other for Duber. His Shelby features the
best of both worlds: show and go.
“We want keep the theme of my car, which
is to have a car that runs on the level of a race
car, but also is a pro street car with show car–
quality looks.”
Visually, Duber’s Shelby GT500 is an
absolute head turner with its Grabber Blue
and black paint scheme. The exterior features
a Trucarbon cowl hood with custom painted
badges and engine components. Weld Aluma-
Star 2.0 front and rear drag wheels wrapped
with Mickey Thompson 28x10.5x15 stif wall
slicks on the rear are ready to throw down.
All of the custom paint touches have been
custom painted by Jack Hart Body Shop in
Radclife, Kentucky.
Duber says he is still trying to save some
weight by putting the car on a strict diet. With
the start of a new racing season upon us, you
can guarantee that his Shelby will be out on
the track kicking butt and taking names.
Big thanks goes out to London Chassis
Dyno, Kenne Bell, Lund Racing, Revan Racing,
Trucarbon, TruFiber, Viking Performance,
SPEC Clutches, Jack Hart Body Shop, Bischof
Engine Service, and Bivins Racecars.
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SUSPENSION ACCESSORIES
Max Energy Power Programmer
Bilstein HD Series No $227 $103
Information applies to all Mustang Models 2005-2010
LoweringFront
LoweringRear Cost
Adjustable Front Rear
Select Year
Select Model
FOR THE MOST CURRENT PRICING
AND TO SEE WHAT FITS YOUR VEHICLE
A.R.H.R. VN805 BLVDMUSTANG: 18" 20"
A.R.H.R. TORQ-THRUST MMUSTANG: 18" 20"
©2014 Tire Rack 1-888-596-5087 www.tirerack.comM-F 8am-8pm
SAT 9am-4pmHours EST:
Prices Subject to ChangePrices Vary by Application
KMC KM651 SLIDEMUSTANG: 20" 22"
Year Model Max Power Gain Cost
'05-'13 Mustang V8 +13hp, +14ft-lbs $300
'05-'13 Mustang V6 +12hp, +29ft-lbs $300
'96-'04 Mustang V8 +16hp, +24ft-lbs $300
H&R Sport Springs 1.0" .75" $198
H&R Super Sport Springs 1.8" 1.9" $231
H&R Race Springs 1.5" 1.4" $231
H&R Coilover 1.0"-2.5" 1.0"-2.0" $1,175
Information applies to all Mustang Models 2005-2010
LORENZO WL197MUSTANG: 20" 22"
LORENZO WL198MUSTANG: 20" 22"
Pro-System Plus Kit $981
g-FORCE SPORT COMP-2
BLIZZAK WS80 POTENZA RE970AS POLE POSITION
EXTREMECONTACT DWS
DIREZZA DZ102
FIREHAWK WIDE OVAL AS
G-MAX AS-03
Select Make
HOTCHKIS H-SPORTMUSTANG: 20"
HOTCHKIS Y-SPORTMUSTANG: 20"
HOTCHKIS S-SPORTMUSTANG: 20"
AM. RACING AR894MUSTANG: 18" 20" 22"
AM. RACING AR897MUSTANG: 18" 20" 22"
AM. RACING AR900MUSTANG: 20" 22"
Air Pressure Gauge
2.5" Face $4595
4.0" Face $5495
VENTUS V12 evo2
PILOT SPORT A/S 3
ECSTA 4X X-ICE Xi3 CINTURATO P7 ALL SEASON PLUS
P ZERO NERO GT iceGUARD iG52C
W132276-MMFP-150300.pdf 10:04:16__12/16/14 Ad Insertionblackyellowmagentacyan
BRAKES
SPORT MUSCLE SHIFTMUSTANG: 18" 20"
©2014 Tire Rack 1-888-596-5087 www.tirerack.comM-F 8am-8pm
SAT 9am-4pmHours EST:
Prices Subject to ChangePrices Vary by Application
STR-600 High Performance Brake Fluid 500mL $17
Full line of Hawk
Performance Brake Pads in
stock for your Mustang!
HPS High Performance Street Pads
Performance Ceramic Pads
Street Performance PadsType 200 AmberBrake Fluid 1L $1550
ENKEI TUNING KOJINMUSTANG: 18"
ENKEI TUNING T6SMUSTANG: 17" 18"
PLATINUM RECLUSEMUSTANG: 17" 18" 20"
PLATINUM WRAITHMUSTANG: 17" 18" 20"
HURST SHAKERMUSTANG: 20" (INSERTS INCLUDED)
ADVANTI FS FASTOSOMUSTANG: 18" 19" 20"
HURST STUNNERMUSTANG: 20"
SPORT MUSCLE NITRO 5MUSTANG: 18" 20"
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74 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
The Boost Cam JamAre there really differences between blower and turbo camshfts?
BY EVAN J. SMITH PHOTOS BY THE AUTHOR AND COURTESY OF THE MANUFACTURERS
INTERNAL com-
bustion
engines are a puzzle of mechanical wiz-
ardry designed to convert air and fuel into
useable energy. They function by ingest-
ing an air/fuel mixture into the cylinders—
the mixture is then compressed, ignited,
and burned. The expansion of heated
gases (from the burnt fuel and air) creates
immense pressure that forces the pistons
down the bore, which in turn drives the
connecting rods and the crankshaft. Burn-
ing more air/fuel mix equals more power,
hence the need for forced induction.
Since stock is never enough, we are
TECH
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Blower and turbocharger kits comes in
many shapes and styles. The main dif-
ference is that turbos are driven by hot
exhaust gases, whereas blowers are belt-
driven off the crankshaft.
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 75
always looking to increase horse-
power and torque. This requires cre-
ating a greater force on the pistons
to drive the crank harder. Increas-
ing output requires an increase
in displacement, improving the
induction system (and/or exhaust), or
artifcially providing more air to the
engine with boost or nitrous oxide.
Getting more air is often the hard
part, as it’s much easier to control
fueling.
In the old days engine efciency
was improved by swapping better-
fowing heads, installing larger cams,
better-fowing intakes, and often a
bigger carburetor. Today engines
are more complicated, but they still
respond to classic hot rodding tricks.
Where we once had carburetors and
mechanical distributors, we now
have electronic fuel injection, drive-
by-wire throttle-bodies, and comput-
ers that precisely control ignition
timing and fuel mapping, amongst
other things.
With EFI and modern power-
plants, performance enthusiasts
beneft from rock-solid drivability—
not to mention improved durability,
increased power output per liter, and
better economy. Gone are the days of
pumping the throttle to get an engine
to start—and then holding your foot
on the throttle to keep it running.
Got Boost?When it comes to late-model
Ford engines, forced induction is the
single most popular way to pick up
substantial power. Supercharging
and turbocharging trumps nitrous
and H/C/I combos that once ruled
the roost. A few intakes are avail-
able for the Two-Valve, Three-Valve,
and Four-Valve engines, but doing a
(ported heads), cams, and intake is
expensive and you’ll realize 50-125
hp on most street engines. Consider-
ing the labor, you can easily install a
blower or turbo and pick up 125-200
hp with ease.
The aftermarket ofers dozens of
blower kits and a handful of turbo
kits for all EFI Mustangs, many of
which kits ofer OE quality and ft-
ment. And while most make great
out-of-the-box power, enthusiasts
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THE BOOST CAM JAM
76 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
In a turbo engine, hot exhaust gases
encounter the impeller in the turbo, which
creates a restriction. Of course, this
restriction is necessary, as the gases drive
the turbo. Still, it’s important to keep the
boost pressure higher than the exhaust
pressure.
2
TECH
crave more. Complementing your
boost maker with a performance
exhaust, free-fowing intake, and an
aftermarket camshaft (or camshafts
in the modular or Coyote engines)
can net you another 50-100 hp or
more. In fact, it’s not uncommon to
see 600-1,000 streetable horsepower
with basic parts.
Simply stated, blowers and turbos
force-feed compressed air to the
manifold. When the intake valve
opens, the fuel air mix is “forced” into
the cylinders. But even with boost,
stock cams can only take you so far.
We like to say the camshaft is
the brain of the engine because
cams control the intake and exhaust
valves, which lets the air in and out of
the cylinders. With that, the cam has
a huge efect on cylinder flling. In lay
terms, opening the valves more than
stock or holding them open longer
than stock should increase power,
but it’s not as easy as throwing in
a monster camshaft. To reach peak
efciency, the cam must be matched
to the cylinder heads, turbo/blower,
induction system, exhaust system,
gearing, and vehicle weight. It’s
also important to determine where
you want your engine to make peak
power. A heavy street car or truck
will be most fun with low-rpm power,
whereas a light Mustang with a stick
may run best with a higher power-
band.
Altering the design of the cam
can help defne where you’ll get your
power. Common terms are valve lift
(how far the valves are lifted of the
seat of the heads) and duration (how
long the valves stay of the seat). Lift
is measured in inches or millimeters,
duration in degrees of crankshaft
rotation. But there’s a lot more to it.
LSA (lobe separation angle)
dictates the amount of overlap,
although this is adjustable on 3V
and some 4V engines with Ford’s Ti-
VCT system. With most cams there
is a short time when the exhaust
valve and the intake valve are open
simultaneously—this is called
overlap. The right amount of overlap
can help the engine breathe better.
Overlap can improve scavenging
of the exhaust and enhance the
draw on the intake side to pull in
additional mixture. It’s in the area of
overlap that you’ll fnd the biggest
diferences between blowers and
turbo cams—well, sort of.
Because turbo engine rely on
exhaust gas velocity to drive the
turbo, many turbo cams will be
shorter on exhaust duration. This
tends to enhance the fow of exhaust
gases, which are used to drive the
exhaust impeller. Getting the exhaust
duration right for your combination
results in quicker spool-up and better
overall efciency.
While turbochargers create an
exhaust restriction, they also use
the energy that would otherwise be
wasted. With that, you’ll fnd that
many factory turbos are purposely
small. The manufacturers do this
to eliminate or reduce turbo lag.
This also provides excellent tip-in
response, which is great for driving
around town or for making a small-
displacement engine seem bigger.
And while stock or mild cams
can be used universally with bolt-on
power-adders, there’s always greater
power to be had with a specialized
cam, designed to optimize your
combination.
Intake runner length also plays a part in
cylinder filling. Even with boost, a long
runner will enhance low- and midrange
power, and a short-runner intake will be
more efficient at higher rpm. It’s important
to match all the parts in your combination
for it to reach maximum efficiency and
extract maximum power.
3
Since blowers are crank driven, most
conventional headers and exhaust will fit.
However, it’s important to size your system
properly.
4
In contrast, turbo headers are generally
short and often forward-facing to connect
to the turbo’s hot side. Additionally, turbo
systems often have much more piping and
take up more space than superchargers.
5
There are infinite possibilities for cam-
shaft timing. The best cam for your engine
will be the one that allows the most
efficient cylinder filling and power in the
range that best suits your driving style.
1
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TrDiGe
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as
Mag_1503FF.indd 1 11/12/14 10:41 AM
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THE BOOST CAM JAM
78 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
Pressure CookerFor efcient cylinder flling, boost
pressure on the inlet side must be
greater than the exhaust backpres-
sure. Exhaust pressure rises when
exhaust gases encounter the turbine
wheel (impeller) and as rpm climbs
at WOT. This pressure diferential is
dynamic and changes as the engine
sweeps through the rpm band. A
supercharged engine simply wants
maximum scavenging to clear the
path for incoming charge, which
means longer duration on the cam.
Years ago, older turbo designs
created more back pressure and
thusly builders selected cams that
closed the exhaust valve sooner, as
this limited back pressure. This was
achieved with a wide LSA. With mod-
ern housing and impeller designs,
backpressure is reduced without a
drop in performance, so lobe separa-
tion can be snugged up. And as you
move to a serious street or race turbo
setup, you can get away with more
cam, because the intake pressure will
generally be higher.
Remember, the air/fuel mix-
ture enters and exits the engine’s
cylinders due to a pressure difer-
ential between the intake manifold
and cylinders. The piston pulling
down on the intake stroke causes a
drop in pressure in the cylinder, and
since pressure is higher in the intake
manifold, air and fuel rushes in once
the intake valve opens. Therefore,
if you can create a bigger pressure
diferential, the result should be more
efcient cylinder flling. Adding boost
does just that—it creates higher pres-
sure in the intake and generally more
efcient flling when the intake valve
opens. The diference in blower and
turbo cams is mainly on the exhaust
side.
In addition to afecting power,
drivability, and emissions, the cam-
shaft has an efect on the valvetrain.
And your valvetrain is an important
thing to consider when selecting
a cam. Stock cams are designed
with many factors in mind, such as
drivability, desired horsepower and
torque, reliability, emissions, and
economy. Because engineers have to
work within this window, some per-
formance is often left on the table. Of
course, stock cams are also designed
to work with the stock intake, com-
pression ratio, and exhaust system.
To maximize airfow with an
aftermarket cam, you must recog-
nize that your engine may require
improved induction, better fowing
heads, stifer valve springs, larger
exhaust headers, and more robust
pushrods. With all this, you may
wonder, “Is the tradeof of a wild cam
worth the extra power?”
We say yes if you are Class racing
and need to maximize your combi-
nation within a given set of rules. In
street engines/strip, a milder cam
is often a better choice. Mild cams
generally give you better drivability,
require less maintenance, and have
better valvetrain durability. Plus,
in many cases the bolt-on turbo or
blower you purchased can provide
enough power to surpass the durabil-
ity of the stock bottom end.
Nevertheless, altering valve tim-
ing has long been a way to increase
performance, and that trend contin-
ues today. Companies such as Comp
Cams, Crane Cams, and Lunati have
tackled the difculties in designing
7
Cams on modular engines are installed
under the cam covers. Two-Valve and
Three-Valve cams have one cam per side;
Four-Valve engines have two cams per
side. Purchasing multiple cams for modu-
lar and Coyote engines can get expensive,
so do your homework in order to get it
right the first time.
Cam swaps are often labor-intensive, but
you can find big power gains with the right
stick. In most cases, you’ll need to con-
sider the specs to determine whether the
cam will be better than what you already
have and whether, if you go with the new
cam, it will fit without causing a piston-to-
valve clearance issue.
6
Here are the common components in a
turbo kit. Most modern turbo and some
blower kits can produce more power than
a stock bottom-end can handle. So unless
you plan to install stronger rods, pistons,
and (at times) a crankshaft, the stock
cam(s) will suffice.
8
When it comes to Ford cams, some require
new valve springs and some do not. As
a rule, more aggressive cams are often
harder on the valvetrain. They actuate the
valves quicker (more aggressively) and
tend to run at higher rpm.
9
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THE BOOST CAM JAM
80 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
IMPORTANT FACTORS TO CONSIDER
• Inducer diameter
• Exducer diameter
• Turbo size
• Boost level
• Intercooled or not
• Blower type
• Intake manifold design
(long, medium, short)
• Compressor and turbine
housing A/R
• Horsepower level
• Vehicle weight
• Transmission type
• Gearing
• Street or race
TECH
and manufacturing camshafts (and
valvetrain systems) for the vast array
of engines and engine combinations.
Changing any part of the engine
confguration will often dictate that
a new cam be installed to maximize
cylinder flling. And while many
cams will work well with a variety
of combinations if you’re looking to
maximize output it’s important to
select a cam with your engine specs
in mind.
Another thing to consider is
intake runner design because this
determines “where” in the rpm band
the engine will be most efcient
(and least efcient). In other words,
as you change diferent aspects of
the engine, the camshaft must also
change to maintain maximum ef-
ciency. Longer runners are generally
more efcient at flling cylinders at
low rpm; shorter runners work best at
high rpm.
So, if you’re going to leave your
stock intake, you may want to
leave the cam stock too. If you have
improved induction, you’ll need a
bigger cam to keep up. For instance,
a 5.4L Two-Valve Lightning engine
with a big PD (positive displacement)
blower will be very efcient in low- to
midrange operation, but those 5.4s
don’t need to rev much past 6,000
rpm. With that, you can get away with
a smaller cam and stock-type valve
springs. In contrast, a drag race Cobra
Jet 5.0L may see 8,500 rpm, a feat
not often done with stock cams and
valve springs.
Our recommendation is that if you
are looking for a modest increase in
power, most forced induction kits will
do the trick in out-of-the-box form
and with a stock or mild cam. How-
ever, at some point your engine will
want more air, and aftermarket cams
will be needed.
Yes, a cam swap is in order, but
picking the best cam is tricky. Like
any mechanical component, there are
limitations, and these lie in your val-
vetrain’s ability to control the valves
at high rpm and to maintain proper
clearance between the valves and
the pistons. A meeting of the latter is
often catastrophic.
The good news is that all cam
manufacturers have technical depart-
ments that can help you with cam
selection. And despite what you may
have heard, many mild blower and
turbo engines seem to like roughly
112-114 degrees of LSA, but turbo
cams generally require less duration.
In the Mustang world there are
dozens of bolt-on supercharger kits,
so the cam companies have an easier
time designing dedicated blower
cams. There are far fewer turbo kits
and, as you can imagine, far fewer
dedicated turbo cams. Piston-to-
valve clearance will often limit your
cam selection, but that’s OK because
most enthusiasts will be looking for
medium power upgrades.
If you’re going all out, or if you
want more education, consult any of
the cam manufacturers. They’ll get
you dialed in.
Ford has used positive-displacement
(Roots-style) blowers on everything from
the 1999 Lightning up to the series of
Cobra Jet Mustangs that Ford built since
2008. With Ford’s big push towards the
EcoBoost turbocharged engines, we expect
the next CJ to be packing a set of twins.
10
PD, Roots, and Twin Screw (shown) blow-
ers are crank driven, so each rotation of
the engine moves the impellers to com-
press the incoming air and create boost.
11
Turbos rely on hot exhaust gases, so cam-
shaft selection is critical. That’s because
you’re looking to balance the exhaust
backpressure with boost, and much of this
is controlled by camshaft/valve timing.
12
Most turbo and blower engines utilize
intercooling. This shouldn’t affect cam
selection unless you’re not using an
intercooler.
13
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82 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
SVO ECOBOOST
ECOMMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 82MMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 82
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 PB
WHEN WE THINK ABOUT BOOST, ALL WE CARE ABOUT IS HOW MUCH OUR MUSTANG IS CA-PABLE OF MAKING.
We analyze blower pulley sizes, study waste gate options, in-
vestigate “safe” impeller speeds, and ensure a spot-on tune for
maximum horsepower. Notice you didn’t see anything regarding
mileage. That’s because we don’t care about mileage. The only time
we think about mileage is when someone asks us, and even then
we don’t care. We don’t buy a Mustang for fuel economy.
But what if you could have both boost and fuel economy? Ford’s
new line of EcoBoost engines have us thinking we can have our
boost and pass a gas station or two.
Will and Kelly McLearran put a spin on Ford’s EcoBoost four-
cylinder by dropping it into the original EcoBoost Mustang, a
ECO SVO WILL AND KELLY MCLEARRAN
LOOKED BACK TO THE FUTURE FOR THEIR SVO’S POWERPLANT.
TEXT BY MICHAEL JOHNSON • PHOTOS BY GEORGE NUNEZ & KJ JONES
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84 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
SVO ECOBOOST
1986 SVO. For those just tuning in, the SVO
was manufactured from 1984 to 1986 and
featured a 2.3L four-cylinder engine with a
single turbocharger, a T5 fve-speed, fve-lug
four-wheel disc brakes, and, depending on
the model year, either 3.55 or 3.73 gears. The
1984 model boasted 175 hp at the fywheel,
while the last-hurrah 1986 had 205 hp. The
SVO was Ford’s European sports car fghter,
but unfortunately the higher-than-a-GT price
and, frankly, the four-cylinder engine didn’t
really catch on with Mustang enthusiasts.
Will purchased a 1984 SVO while in col-
lege, but it was totaled in an accident not
long after. Next up was a 1986 GT, which he
initially modifed with nitrous, then a single
Precision turbo, to arrive at high 10s at 132 mph. However, Will had a
soft spot in his heart for that SVO.
The McLearrans had more pressing problems, though. Kelly was
diagnosed with breast cancer, but she used her diagnosis as a way of
bringing awareness to the disease. She decided drag racing was a great
platform to get the message out and formed Quarter Mile for a Cure.
Kelly raced a 1963 Falcon Futura with a turbocharged inline-six to the
tune of 10.60s at 128 mph. With changed priorities, Will’s 1986 GT was
put back on the street, but not before being outftted with a turbo-
charged four-cylinder.
Still, Will’s desire for another SVO never waned. His quest came to an
end when fellow Southern Arizona Mustang Club member Ned Stage-
berg had an SVO he bought as a donor car, from which he robbed the
engine for a 1982 GT. Ned had no use for the SVO, so he donated the car
to Will and Kelly if they would pull the engine for him. They had a spare
2.3L engine to drop in the SVO, but that would’ve been too easy.
Enjoying the EcoBoost’s operation in the F-150, Will and Kelly became intrigued by the idea of dropping a 2.0L EcoBoost engine into the SVO.
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86 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Blame it on the McLearrans’ 2011 F-150 with
a 3.5L EcoBoost engine. Enjoying the EcoBoost’s
operation in the F-150, Will and Kelly became
intrigued by the idea of dropping a 2.0L Eco-
Boost engine into the SVO. Since Ford has made
no mention of building a current-generation
SVO with the EcoBoost engine, and since, as
Will put it, he didn’t want to “see myself coming
down the road,” the swap made perfect sense.
Kelly needed a new daily driver, anyway. “What
better platform than a 1986 SVO is there to
mate with a modern four-cylinder turbo,” Will
reasoned. He and Kelly bought a Focus ST
EcoBoost 2.0L crate engine and set about con-
verting it from front-wheel drive to rear-wheel.
For the exterior, it made more sense that
Will and Kelly painted the SVO in Gotta Have
It Green. The car’s exterior is stock except for
custom rear moldings derived from ’83-’84
quarter-panel moldings. If you’re able to peel
yourself of the paint, your eyes will no doubt be directed toward the
Touren TR60 wheels wearing the General 245/45/17s Will and Kelly
chose for their SVO. However, on the inside, he wanted to leave is as-
delivered for the most part. The SVO’s interior is mostly refurbished fac-
tory components. Will and Kelly switch gears thanks to a Hurst shifter.
Anyone who has tried an engine swap that has never been
attempted before knows that hurdles abound. In Will and Kelly’s case,
these hurdles included a method of driving the EcoBoost engine’s direct
injection, mating the engine to the SVO’s body, bringing together the
engine with a T-5 transmission via a Centerforce 9 1/2-inch clutch for
a ’79-’80 Mustang V-6, and then fguring out the fuel system. All that
doesn’t even include making it all work together. For that part, Will used
a Ford Racing Controls Pack that came with a PCM, all the required
swap wiring, and the accelerator pedal. The engine was test-ftted to the
car over 12 times to make adjustments, corrections, and modifcations
before leaving it in for the last time.
As with any engine swap, once the engine was permanently in its
new home, it was time for fun. With the economy blended in with some
boost, we trust this EcoBoost SVO provides many smiles per mile—and
those are more important than mpg’s any day.
SVO ECOBOOST
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88 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Synchronized SuccessTaking a look at Tremec transmissions for Mustang and the aftermarket.
BY STEVE BAUR PHOTOS COURTESY OF TREMEC
OH, poor T-5 transmission,
how you’ve been power-
shifted relentlessly for years. Your
clutch forks fexing, your synchro-
nizers shedding their brass teeth,
your gears chipping. Sometimes you
disagreed and denied us Third gear
(it was always your fault), and some-
times you just threw in the towel and
said, “Sorry, I’ve no gears left to give.”
Most of the time, though, you carried
on, engaging each forward gear as
we tried to impress our friends with
our no-lift shifting prowess. You
propelled many a 5.0L pilot to glory
on the street and track, and for that,
we thank you.
Thirty-one years after its debut,
the T-5 is still a popular option
among Fox Mustang enthusiasts as
well as a host of other late-model and
classic car owners. The T-5, and the
siblings that followed, are arguably
responsible for generating a myriad
of peripheral parts manufactur-
ing and sales—things like shifters
and knobs, clutch quadrants and
cables, crossmembers, steel bearing
retainers, transmission mounts, and
perhaps even clutches. Don’t forget
the countless tubes of Permatex
needed to seal those shifters to the
bases, and the quarts of synthetic
ATF. Looking back, Tremec Transmis-
sions, which celebrated 50 years of
business in 2014, has been a huge
part of our Mustang hobby.
With that in mind, we decided to
take a look at Tremec’s late-model
Mustang oferings as well as the
company’s high-performance after-
market upgrades. Special thanks go
to Tremec’s Jim Averil, Kevin Ryan,
and Nate Tovey for all of their help
with putting this article together.
TECH
MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 88MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 88
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W132379-MMFP-150300.pdf 10:00:41__12/16/14 Ad Insertionblackyellowmagentacyan
SYNCRONIZED SUCCESS
90 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
TREMEC: A BRIEF HISTORYThe history for this worldwide transmission manufacturer goes back to
1964, when Ford was looking for a company in Mexico to manufacture
transmissions. The Big Three up until that point had been producing cars
there, but nearly all of the components were made in the USA. A govern-
ment mandate in 1964 required 60 percent of the vehicle to be made
in Mexico, including the engine and transmission. Ford worked with
American-based Clark Transmissions to form a manufacturing company
in Mexico for the transmissions with Civil Engineer Associates and
Electric Industries. Thus, Transmissions and Mechanical Equipment, or
Tremec, was founded.
Tremec went to work manufacturing transmissions for Ford, GM,
Chrysler, and American Motors. By 1970, the company was producing
500,000 units and exporting 85 percent of it. Tremec licensed several
transmission models from BorgWarner, Clark, and New Process, and did
some strategic merging with ZF, Cummins, and Rockwell. The company
later acquired the BorgWarner transmission business and the rights to
build the T-5 and T-56 transmissions.
Since then, Tremec has had its ups and downs and gone through
various mergers and acquisitions that have led to it becoming a global
manufacturer for all sorts of vehicles all over the world—everything from
tractor-trailers to McLaren supercars and more. The company’s prod-
uct catalog goes well beyond the American domestic oferings we have
become familiar with. Thankfully, Tremec continues to support us both at
the OE and aftermarket levels.
T-5The box that allowed Mustang
owners to powershift their way to
superiority over Grand Nationals,
Iroc Camaros, and Pontiac Trans
Ams is based of of a traditional Top
Loader four-speed design. The Top
Loader has seen many iterations,
but most people associate it with
the later Ford-designed version. The
T-5 picked up where that trans left
of, going to an single-rail internal
linkage shifter, a design practice
that BorgWarner employed in most
all of its transmissions. Internal-rail
arrangements ofer less defection
for improved shift quality, and do not
invite road debris to contaminate the
linkage of the transmission.
Productionwise the T-5 began life
as a four-speed in the Chevy Che-
vette, though we were told that some
production issues allowed a fve-
speed version to end up in the cars
without anyone knowing any difer-
ently. The original design, though,
morphed into more than 40 versions
for numerous applications.
The internal design kept changing
as well, as initial oferings featured
machined-brass synchronizer fric-
tion materials and used motor oil
for lubrication. As the OEMs asked
for better shift quality, Tremec put
organic linings into the cone clutches
of the synchronizers. Double-cone
designs were then employed, which
brought more capacity to the gearbox
as well as the need for lighter lubri-
cants, such as ATF, which also ofered
greater efciency. The aftermarket
has also contributed to the develop-
ment of the T-5, with companies
ofering aftermarket heavy-duty
gearsets, rebuild kits, and more.
TECH SPECS77mm center distance
Synchronized forward gears and “sliding
idler” nonsynchronized reverse
Dry Weight (lb): 75
Length (in): 31
Input Shaft Splines: 10
TR-3550/TKOAfter the T-5 fve-speed came a
MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 90MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 90
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W130260-MMFP-150300.pdf 08:55:33__12/09/14 Ad Insertionblackyellowmagentacyan
SYNCRONIZED SUCCESS
TECH
number of other Tremec gearboxes.
Some were revered, some not so
much. They all did what they were
intended to do for Ford, and once
Tremec saw enthusiasts needed
something a bit more stout, the com-
pany went to work to provide us with
the TR-3550 fve-speed.
Designed to be an aftermarket
ofering from the outset, the TR-3550
became the gearbox of choice for
Mustang racers across the country. If you
had heads, cam, and a Vortech or Paxton
supercharger, your next upgrade was a
3550 Tremec, as you likely tore up a few
(or several) T-5 transmissions up to that
point. Proving its mettle as a race-worthy
transmission, the TR-3550 did see one
OEM application: the 1995 Mustang Cobra
R.
The TR-3550 became a mainstay for
the company and, as such, was refned
and evolved for a myriad of applica-
tions. Eventual upgrades led to the
renaming of the gearbox; TKO is for
the technical knockout of the trans-
missions it was to replace. With two
models ofering 500 lb-ft and 600
lb-ft torque ratings, the TKO series
of transmissions ofers numerous
gearset options. The TKO 500 is
also a bit of a throwback in that it is
still ofered with the Ford 10-spline
input shaft. Improving its application
range, the TKO ofers multiple shifter
locations, mounting confgurations,
gearing options, and electric and
mechanical speedometer pickups.
TECH SPECS83mm center distance
Synchronized forward gears and “sliding
idler” nonsynchronized reverse
Dry Weight (lb): 99
Length (in): 31
Input Shaft Splines: 10/26 for the 500; 26
for the 600
T-45Brought to market for the 1996
Mustang model year and run to the
middle of the 2001 model year, the
T-45 was designed to pick up where
the T-5 left of. It was an end-loaded
design. All gears were now fully syn-
chronized, and the larger synchro-
nizer design and friction materials
from the T-56 were employed.
Whereas the torque capacity of
the T-5 was a mere 310 lb-ft, the T-45
was able to handle 350. Despite that,
the T-45s seemed to get swapped
out frequently for the TKO and T-56
gearboxes. This was likely a result of
the increased ease with which one
could make monstrous horsepower in
late-model Mustangs and Cobras.
TECH SPECS81mm center distance
Fully synchronized forward and reverse
gears
Dry Weight (lb): 99
Length (in): 31
Input Shaft Splines: 10
INK
MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 92MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 92
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 93
T-56Arguably as legendary as the T-5,
Tremec’s T-56 remains a popular
option for many enthusiasts in a vari-
ety of applications. The T-56 was frst
released in 1992 behind the V-10 of
the Dodge Viper. With a double over-
drive, vehicles could drop highway
cruise rpm and the 1-4 gear ratios
could be closer for improved perfor-
mance. Large synchronizers were
employed to deliver “silky smooth”
operation that OEM customers were
demanding.
The initial torque rating for the
T-56 was a mere 350 lb-ft, but it grew
to 450 and even 500 for aftermarket
applications. It’s no secret that GM’s
F-body twins and Corvette were mak-
ing much more in the way of torque
than the Modular-powered Mustang
of the time. As such, they employed
the T-56 starting in 1993 for the
F-bodies and 1997 for the Corvette.
The Aston Martin DB7 got it in 1998,
and its Vanquish brother received a
fully automated and paddle-shifted
version in 2001. Dodge also used it in
its SRT10 Ram trucks.
With its lack of torque and ability
to get away with a lighter-rated and
(lighter-weighted) transmission, the
Base and GT Mustang stayed with
the T-45. The frst appearance for
the T-56 in a Mustang was in 2000,
and only in the limited-production
Cobra R. It would appear again
2003-2004 in the supercharged
Cobra. More commonly referred to
as the Terminator, the supercharged
Cobra’s blown mill produced 390 lb-ft
of torque, requiring something a bit
beefer than the standard fve-speed.
TECH SPECS85mm center distance
Fully synchronized forward and reverse
gears
Double overdrive
Dry Weight (lb): 125
Length (in): 33
Input Shaft Splines: 10 for Mustang; 26
for other applications and aftermarket
oferings
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MMFP-150300-SHIFT.indd 12/16/14 3:14 PM PAGE 93MMFP-150300-SHIFT.indd 12/16/14 3:14 PM PAGE 93
SYNCRONIZED SUCCESS
TECH
the Mustang GT as well as the 2001
and 2008 Bullitt edition Mustangs
and 2003-2004 Mustang Mach 1s.
It features an integrated bellhous-
ing, and the TR-3650s destined for
the S197 Mustang used a diferent
tailhousing designed for a remote-
mounted shifter.
TECH SPECS85mm center distance
Fully synchronized forward and reverse
gears
Dry Weight (lb): 110
Length (in): 31
Input Shaft Splines: 10
TR-6060Building on the strengths of the
T-56 as well as the many updates it
had received over the years, Tremec
performed a complete rethink for the
TR-6060 six-speed manual trans-
mission. The TR-6060 is an all-new
design that shares no internal parts
with the T-56. The T-56 had evolved
into a stronger, more capable gear-
box, but those attributes came at the
cost of smooth shifting and drivabil-
ity, at least from an OEM standpoint.
As OEM and consumer demands
changed, requiring strength and
smoothness, the TR-6060 delivered.
Pretty much no components were
left untouched during the rethink.
Synchronizers, shift linkage, casting
designs, and more were all updated.
The heavier internals and changes to
the gear case increased the weight of
the box over the T-56, but it was well
worth the trade-of. The TR-6060 is
such a smooth shifter that you could
downshift from Sixth to First (not that
you would want to) and the internals
would move quickly and freely.
Debuting in the 2007 Shelby
GT500, the TR-6060 has gone on
to be the transmission of choice for
other manufacturers both here and in
Australia.
TR-3650Continuing the evolution of the
T-5/T-45, Tremec began supply-
ing the end-loader TR-3650 for
the Mustang GT in 2001. It was
employed through the 2010 model
year. It has proven to be a pretty
stout transmission, even in the
heavier S197 chassis.
With a 360 lb-ft of torque rating,
the TR-3650 has seen duty behind
INK
MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 94MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 94
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 95
SourceTremec Transmissions800.401.9866tremec.com
TECH SPECS85mm center distance
Fully synchronized forward and reverse
gears
Dry Weight (lb): 140
Length (in): 33.8
Input Shaft Splines: 26
T-56 MagnumTo provide enthusiasts from all
corners of the automotive mar-
ket, Tremec developed the T-56
Magnum. Based on the TR-6060,
the T-56 Magnum, or Magnum as
it is now called, is fast becoming
legendary in its own right. It is a
rock-solid transmission capable of
withstanding 700 lb-ft of torque.
And who are we kidding? Much like
enthusiasts did with the T-5, there
are plenty who have gone well past
the factory performance rating just
because fast is never enough. We’ve
seen 1,000-plus-horsepower S197s
going down the quarter-mile with
the Magnum delivering the goods
on each gear change.
The T-56 Magnum has the same
benefts as the TKO when it comes to
bolting it up into a variety of applica-
tions. Shifter position is adjustable,
electrical and mechanical speedom-
eter options are there, and the lack of
an integrated bellhousing means you
can go to an aftermarket company
like Quicktime Performance and get a
bell that can mount the transmission
to all sorts of powerplants.
Joining the Magnum is the
Magnum XL, which was designed to
ft into specifc OE applications, in
particular, the 2005 and newer S197
Mustang. The Magnum XL pack-
age also includes an SFI-approved,
steel bellhousing with an enclosure
plate; a swap-specifc transmission
crossmember; and an OE-quality
transmission mount to make it a bolt-
in upgrade. Utilizing a longer tailshaft
housing, the Magnum XL does away
with the stock-style, semiremote
shifter and linkage.
TECH SPECS85mm center distance
Fully synchronized forward and reverse
gears
Dry Weight (lb): 140
Length (in): 33.6 Magnum; 38.3 Magnum XL
Input Shaft Splines: 26
INK
MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 95MMFP-150300-SHIFT.indd 12/11/14 8:47 AM PAGE 95
96 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
NMRA WORLD FINALS
THE BIG FINALE!THE NMRA WORLD FINALS WAS FILLED WITH WILD WHEELS-UP EXCITEMENT, AND NEW CHAMPIONS WERE CROWNED.
BY HENRY DE LOS SANTOS • PHOTOS BY THE AUTHOR
MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 96MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 96
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 97
In ATF Street
Outlaw, John Urist
qualified Third with
a stellar 6.954 at
200.65 mph run and
never looked back
for the remainder of
the weekend. In the
finals, Urist took an
easy win over Andy
Manson, who was
unable to make the
final round, giving
Urist the win and
2014 championship.
MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 97MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 97
1
1) Bart Tobener (far lane) qualified at
the top of the field in the Edelbrock
Renegade class with a 8.101 at
168.37 mph. He then carried the
momentum through an incredibly
tight field and ended up taking the
win with a 8.022 at 170.28 mph
run and also took home the 2014
championship.
2) In ACT Pure Street action, Teddy
Weaver already had the season cham-
pionship in the bag but went on to
take the event trophy with 9.65 at
138 mph over Jimmy Wilson’s 9.73
at 138 mph run.
3) Tremec True Street was off the
hook and making history with 141
cars! Cal Haward was the star of
the show, with Randy Seward taking
runner-up with an 8.581 average. No-
table mentions also go to Rob Batha
for taking the 9-second category,
David Bleigh for the 10-second cat-
egory, Kevin Lesse for the 11-second
category, and BJ Adams for the
12-second category.
2
3
98 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
NMRA WORLD FINALS
THE 16TH ANNUAL NITTO TIRE NMRA ALL-FORD WORLD FINALS IN BEECH BEND RACEWAY IN
BOWLING GREEN, KENTUCKY, HAS COME AND GONE, AND WHAT A WILD RIDE IT WAS!
The monster crowds, the nail-biting,
round-by-round action for several
championship chases, and the quick
e.t.’s with big mph on the big end. If
you weren’t there, you seriously missed
out.
Each year, the NMRA World Finals
brings out the best of the best, and
this year was no diferent, and there’s
a reason for that. Over the years,
NMRA has fne-tuned its classes in
order to achieve close heads-up rac-
ing action, and that’s what everyone
wants—keep the rules balanced and
the cars equal, and let them run out
the back door with all they’ve got.
Take for example the increasingly
popular Strange Engineering Coyote
Stock. With cars running within a
tenth of one another and pulling big
wheelies out of the gate, it’s no won-
der it draws a big fan base. Add the
PH
OTO
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UR
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MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 98MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 98
INK
W130720-MMFP-150300.pdf 08:58:35__12/09/14 Ad Insertionblackyellowmagentacyan
4
5
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100 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WORLD FINALS
insanely quick 6-second 200-mph
Street Outlaw cars that are true door
cars running on their choice of 275
drag radial or a 28x10.5 tire, and it’s
a good time for both competitors and
fans alike.
As much as we would like to get
into each respective class, that’s a
story for another day. Let’s just say
that the Nitto Tire NMRA All-World
Finals is the place you’ll want to be
in 2015.
“I really like the versatility of the Dominator. From chang-
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aspects of my racing program.”
BART TOBENER
2014 NMRA EDELBROCK
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MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 100MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 100
4) Say hello to the
king, Cal Hayward, the
first man to produce
a 7-second average
in the Tremec True
Street class with his
twin-turbo-packing
’91 Mustang. Riding
on 315 drag radials,
Hayward completed
the initial 30-mile
cruise with ease
and churned out an
incredible 7.63 and
backed it up with a
7.89 and 7.87 pass to
seal the deal.
5) Last years Street
Outlaw champion Phil
Hines made big noise
with a mind-blowing
6.87 at 202 mph
run in qualifying, but
he would eventually
succumb to engine
troubles when he
lifted a cylinder head.
Their crew made a
valiant effort to fix it,
but unfortunately they
weren’t able to run it
all out after that.
6) Up until this point
we hadn’t seen a new
S550 Mustang in
action, so this was a
nice treat. The folks
at SCT Performance
brought out their latest
acquisition, running
12.87 at 107 mph for
the crowd.
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 101
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MMFP-150300-NMRA.indd 12/16/14 3:57 PM PAGE 101MMFP-150300-NMRA.indd 12/16/14 3:57 PM PAGE 101
7
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102 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WORLD FINALS
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MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 102MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 102
7) In the VMP GT500 vs. Terminator
class, Frank Yee made the haul from
Las Vegas, Nevada, and took the
class with a 8.25 at 171.53 pass.
Expect to see a full feature in the
April issue.
8) Frank Varela out of Albuquerque
had a big weekend in the Diablo-
Sport Coyote Modified class. He
started at the top of the ladder,
qualifying Third, running 8.547 at
164.39. At the end of the weekend
Varela took home the win along with
the championship.
9) The Henchman Racing Turbo
Coyote Shootout made a lot of noise.
Out of a 12-car field, Justin Burcham
from Millersville, Maryland, qualified
Third with 8.337 at 139.33 mph. For
those paying attention, the low mph
was an indicator of things to come,
as Burcham ended up taking the win
on Sunday, running 8.27 at 160 mph.
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MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 103MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 103
10
11
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104 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WORLD FINALS
INK
INK
MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 104MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 104
10) Strange Engineering Coyote Stock
is a personal favorite. It’s truly a sight
to behold when these competitors are
standing on the limiter and driving the
cars out of the hole. The finals was
an extremely close race, with Steve
Gifford taking the win with 10.436 at
124 mph over Drew Lyons’ 10.439 at
127.19 mph.
11) James Meredith had a great
weekend in Nitto Factory Stock. He
took top honors during qualifying with
10.752 at 120.55 mph and the event
win with 10.748 at 121.81 mph.
12) The NMRA World Finals is
one event you don’t want to miss.
Everyone is pushing the limits of their
rides, the crowd is intense, and the
manufacturers midway has something
for everyone. See you all in 2015!
MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 105MMFP-150300-NMRA.indd 12/11/14 8:34 AM PAGE 105
WORLD FINALS
FINAL RESULTSATF STREET OUTLAW
Name
Winner John Urist
Runner-up Andy Manson
EDELBROCK RENEGADEName
Winner Bart Tobener
Runner-up Adam Arndt
DIABLOSPORT COYOTE MODIFEDName
Winner Frank Varela
Runner-up Joesph Cram
VMP GT500 VS. TERMINATORName
Winner Frank Yee
Runner-up Brian Devilbiss
HENCHMAN RACING TURBO COYOTE SH OOTOUTName
Winner Justin Burcham
Runner-up Alan Wooford
ACT PURE STREETName
Winner Teddy Weaver
Runner-up Jimmy Wilson
STRANGE ENGINEERING COYOTE STOCKName
Winner Steve Giford
Runner-up Drew Lyons
NITTO FACTORY STOCKName
Winner James Meredith
Runner-up Justin Fogelsonger
ROUSH PERFORMANCE SUPER STANGName
Winner Shannon Papier
Runner-up Kent Nine
FLEX-A-LITE OPEN COMPName
Winner Gordon Harlow
Runner-up Wesley Dairymple
EXEDY MODULAR MUSCLEName
Winner Susan McClenaghan
Runner-up Jerry Fisher
DETROIT TRUCK & LIGHTNINGName
Winner Johnny Lightning
Runner-up Fred Wade
2014 CLASS CHAMPIONSATF Street Outlaw
Edelbrock Renegade
DiabloSport Coyote Modifed
ACT Pure Street
Strange Engineering Coyote Stock
Nitto Factory Stock
Roush Performance Super Stang
Flex-a-lite Open Comp
Exedy Modular Muscle
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MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 106MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 106
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 107
23.856 at 49.41
Foul
8.022 at 170.28
Foul
ET/MPH
8.304 at 163.95
8.568 at 163.12
ET/MPH
8.213 at 171.53
9.802 at 176.93
OTE SH OOTOUTET/MPH
8.277 at 160.16
9.837 at 142.81
ET/MPH
9.652 at 138.20
9.730 at 138.61
OTE STOCKET/MPH
10.436 at 124.35
10.439 at 127.19
ET/MPH
10.789 at 121.81
ogelsonger Foul
USH PERFORMANCE SUPER STANGET/MPH
13.15 13.410 at 97.91
10.92 10.907 at 125.27 (Foul)
DI/ET/MPH
10.13 10.169 at 131.34
y Dairymple 10.815 at 124.68
DI/ET/MPH
cClenaghan 9.48 9.551 at 129.94
11.65 11.833 at 109.48
DI/ET/MPH
8.76 9.526 at 153.68
10.24 12.705 at 78.26 (Foul)
4 CLASS CHAMPIONSJohn Urist
Bart Tobener
Frank Varela
Teddy Weaver
Shane Stymiest
Matt Amrine
Kent Nine
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PH
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110 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Trish
OF THE MONTHMeet Trish Linkus. She’s 25 years old
and has a passion for cars, namely
Mustangs, and has been a part of the
enthusiast community since she could drive.
Matter of fact, she says, “I’ve always been
surrounded by Mustangs. I even sold cars at
a Ford dealership for a period of time, and
that was the first time I thought about buying
one myself.”
Seriously, how could someone who worked
in the automotive industry to help fund her love
for cars not impress you? Trish went on to say,
“Fast-forward four years and here I am. The
last year has been a whirlwind of tagging along
to Mustang events because two of my best
friends, Nikki Frost and Keith Fidura (owner
of the gold Mustang), have beautifully built
Stangs. Thanks to them I was introduced to Bill
from CJ Pony Parts. Months later I purchased
the Gotta Have It Race 2013 that CJ’s built.
Now I have my own Stang to take to events.”
It gets better. You may be seeing more of
Trish in the NMRA. “Once I get some seat time
under my belt, I plan on competing at NMRA
events in 2015,” she says. “ I appreciate all
of the support I’ve received from the Mustang
community on social media, even before having
the Mustang. Now I am a part of the family.”
Welcome to the scene, Trish! We know
you’re going to love it.
If you think you’re Babe of the Month mate-
rial, email your Mustang-related bio and a few
photos to [email protected]
(please put “BOTM” in the subject line). Our
editors will select a winner each month.
HOT MUSTANG CHICK BY HENRY DE LOS SANTOS
PRESENTED BY
MMFP-150300-BOTM.indd 12/10/14 12:33 PM PAGE 110MMFP-150300-BOTM.indd 12/10/14 12:33 PM PAGE 110
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POWER
WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 113
EVAN J. SMITH
Launch Your StangDrag racing brings the instant gratification of knowing
your results just seconds after each race starts. You know
whether you’ve won or lost, and how quickly you’ve covered the
1,320 feet (quarter-mile) or 660 feet (eighth-mile). Whether
you’re a pro racer or a weekend time-shot artist, getting off the
line quickly and cleanly is paramount. If you’re late, or if your
car spins, it’s pretty much over.
With the proliferation of drag radials, more drivers are able to
achieve amazing performance on street tires, without the hassle of
swapping to slicks at the track. Still, it takes more than just show-
ing up to achieve the best performance. It takes a well-prepared
car, a good burnout, and the talent to drive the car. Practice does
make perfect—assuming you know how to practice. If your driving
is suspect, simply lapping your Mustang will not make you or your
car quicker.
For the purpose of this column, I’ll keep the discussion to
those running on drag radial or full street tires. If you’re on slicks,
we’ll assume you can dump the clutch and find traction.
Racers use the 60-foot time to measure launching success.
This is a great barometer, assuming you’re tripping the 60-foot
clock consistently. If your car does big wheelies, it’s possible to
trip the 60-foot clock with the rear tires or with the rocker panel.
Use the 60-foot time to chart your success. Naturally, better 60-
foot times will translate into quicker elapsed times.
When it comes to launching with a manual trans and street
tires, there is a mechanical side and a finesse side to consider. On
the mechanical side, you’ll want to ensure that your clutch, trans,
suspension, and tires are in good working order. It’s on the finesse
side that your understanding of racing and your talent level come
into play.
First, you’ll need to assess the starting line. Its condition and
stickiness dictate how aggressive you can be with applying the
clutch and throttle. And when it comes to launching, there are
two schools of thought: launch at high rpm and slip the clutch, or
launch low, get the clutch out quickly, and let the car dig. I’ve pre-
fer to launch lower, get the clutch released, and let it dig because
it’s easier to be consistent and it reduces wear on the clutch. Of
course, there are times when you have to slip the clutch, but it’s
harder to do consistently.
When instructing new drivers, I
suggest that they launch just as if they
were driving away from a traffic light,
only with more rpm and with quicker
clutch release. For most cars and
drivers, 2,500-3,000 rpm is a great
starting point. It’s also important to
hold the rpm steady during the initial
release—then roll the power on smooth
and fast once the car has transferred
weight and planted the rear tires. With
that, you’ll find that it’s easier to start
at low rpm and bog the car a little as
opposed to launching too hard, which
usually results in spin. Shoot for one
simultaneous action (rpm, clutch
release, let car dig, roll throttle on,
accelerate, nail Second gear). When
done right, you’ll be rewarded with a
smooth, fast launch.
If you bogged excessively, add 500
rpm and/or get the clutch out quicker—
but resist the temptation to dump the
clutch! Snapping the clutch out too early
is a common mistake. It results in violent
application of power, often causing spin.
It’s OK to be aggressive, but always be
smooth with the release. When the car
is settled, you’ll feel the car dig and ac-
celerate nicely in the seat of your pants.
If the car is spinning or hopping, or if
it seems jerky, you were probably not
smooth with the pedal or you exceeded
the traction level. Pay close attention to
the feeling you get, compare the results
to your 60-foot time, and take notes.
Once you have the basic launch down
pat, add rpm and/or speed up or slow
down your clutch release. Naturally, you
can adjust your style depending on track
conditions.
Ultimately, the perfect launch
will come with your car right on the
edge of traction. Taking it to the edge
requires an understanding of launch,
good parts, and the skill to find the
limit but not go beyond it. It seems like
a lot to comprehend, but by starting
slow and creeping up on it, you’ll gain
the necessary feel and your times will
improve.
With the
proliferation of
drag radials,
more drivers
are able to
achieve amazing
performance
on street tires,
without the
hassle of
swapping to
slicks at the
track.
MUSTANG KNOW-HOW
SHIFTIN’
MMFP-150300-POWER.indd 12/10/14 12:23 PM PAGE 113MMFP-150300-POWER.indd 12/10/14 12:23 PM PAGE 113
SNAP
WMustemail fnish.line@en
Screamin’ MachNew York resident Jon Wacienga, 22, fell in love after owning a 1999 V-6. After
a few years and some mods, he upgraded to a 2004 Screamin’ Yellow Mach
1, which he participated in at the BBK Exhaust Contest during the 6th annual
AmericanMuscle.com show. Jon installed Bassani headers and an off-road X-pipe
connected to an SLP Loudmouth 1 cat-back exhaust setup complete with 4-inch
welded tips, a K&N cold air intake, and H&R Super Sport lowering springs. Other
mods include a MGW short-throw shifter, a Ford Racing aluminum driveshaft, 4.30
Ford Racing gears, and SSBC slotted rotors. The exterior features the 2003-2004
Cobra bumper, staggered 18-inch FR500s in black chrome with Nitto 275 NT555
tires up front and Nitto NT01 drag radials in the rear, LED amber foglights,
Raxiom sequential taillights, and lots of engine dress-up items, such as powder-
coated valve covers and brushed aluminum Moroso products strategically placed
throughout the engine bay.
JON WACIENGA • WEST SENECA, NY • 2004 MACH 1
Sick J
to
dr
w
Bad BossNick’s Boss 302 was born for the track, but he seriously stepped up the Boss
game with the addition of a few modifications. He installed GT500 mufflers and
cat delete pipes, and JLT intake, all tied with a tune by AED. Suspension mods
include an Eibach coilover system with BMR adjustable upper control arms and
J&M Panhard bar. Shifting power is provided by a Barton short-throw shifter. More
aftermarket parts include a two-post bracket, Aeroforce dual interceptor gauges,
A-pillar pods, Roush Performance side splitters, and Forgestar F14 wheels (20x9
front, 20x11 rear) with a piano black finish wrapped in Nitto Invo tires.
NICK GATTERMEYER • MONROE, OH • 2012 BOSS 302
COMPILED BY AMIE WILLIAMSREADERS’ RIDES
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Cable Kit M-7K553-20C $104.95
Anti-Roll Bar M-5500-4SKK
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Spherical Bushing Set M-5781-1SA $119.95
Control Arm Set M-5500-4SA
$209.95
Camber Plates M-3B391-1C
$230.95Sub Frame Connectors M-5479-2ST $169.95
Coil Spring Set (all 4 springs) M-5310-155AS $246.95
Bumpster Kit M-3A130-1SK $167.95
SHOP ALL STEEDA
PRODUCTS HERE!
IN STOCK READY TO
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MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 114MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 114
WANT YOUR RIDE FEATURED? Send photos with complete information to Muscle Mustangs & Fast Fords Snap Shots, 1733 Alton Pky., Ste. 100, Irvine, CA 92606, or email [email protected].
SVT SamSamantha is an Oklahoma State University grad hoping to make a name for herself
in the automotive industry. She’s making strides with her sweet 2004 Competition
Orange SVT Terminator. Sam is no stranger to fast rides. Her very first car was a
1967 Camaro, followed by a 2004 Comp Orange Mach 1. Her current Cobra setup
features a Ford Racing 4.6L aluminum short block assembled by Henson Racing
Engines with a Billetflow 2.76 upper pulley, JLG High Boost intake, SCT BA3000
MAF, a Tri-Ax short-throw shifter, an Accufab Single Blade throttle-body and ple-
num, a Bassani off-road X-pipe, and SLP LM2 exhaust. The wheels that set off the
whole package are SVE Drifts (18x9 front, 18x10 rear).
SAMANTHA GARVEY • STILLWATER, OKLAHOMA • 2004 SVT COBRA
SPONSORED BY
JOHN CARLSON • SOUTH BEND, IN • 2008 MUSTANG)
Sick SixerJohn Carlson has been a big of Mustangs since the 1980s, and when the S197
model debuted for 2005 he had to get his hands on one. He purchased a brand-
new black 2008 Mustang V-6, named Elvira, and added Pypes dual exhaust and
polished shorty headers, BBK CAI, an SR throttle-body spacer and chrome strut
tower brace, a Screamin’ Demon coil pack, and Livewires spark plug wires. He
dressed everything up with chrome accents. The exterior features chrome Bullitt
wheels (19x8.5 front, 19x10 rear) wrapped in Pirelli P-Zero Nero rubber. John’s
hard work and attention to detail has nabbed him several awards at car shows.
HOTS
DOOR PANELS
CONV. TOP BOOT & SUNVISORS
SEATS & FOAMSeat Foam starting at $114.95
Seat Upholstery starting at $279.95
83-86 starting at $419.95
87-93 starting at $389.95
Sunvisors starting at $64.95
Top Boots starting at $99.95
Viinyl, Cloth or Leather
SHOP ALL TMI
PRODUCTS HERE!
IN STOCK READY TO
SHIP!
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N CAROLINA - Charlotte,Local 704-331-0900
800-368-6451FLORIDA - Ocala,
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800-874-7595MICHIGAN - Canton,Local - 734-397-4569
800-521-6104
For fastest delivery & service call the NPD store closest to you
MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 115MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 115
HORSE POWER
COMPILED BY HENRY DE LOS SANTOS
Performance & ComfortThe SVE S2 racing seat fits people with 34- to 36-inch waists
and comes in at the light weight of just 24 pounds per seat.
The SVE S2 come in a quality black cloth with 100 percent
synthetic-leather contact points. All SVE S2 black racing seats
are sold as a pair and come with double-locking sliding seat
tracks. Fully reclining, the seats give you that perfect adjust-
ment on or off the streets.
WEB LATEMODELRESTORATION.COM PHONE 866.507.3786
the X1 is designed to span the entir
to EFI or vice v
sion kits (sold se
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tion applications
LATEST STANG PARTS
2015 Oil Separator KitThe complete kit comes with bracket, hoses, and all mounting
hardware, as well as detailed instructions. These were devel-
oped to keep oil from entering your intake by engine blow-by,
which channels oil-contaminated air into your supercharger
intake. Oil in the intake reduces the octane of your fuel and
causes detonation, especially in turbocharger, supercharger, and
nitrous applications. The kit features a large chamber and su-
perior filtering media, which makes it a must-have unit for road
racers. Draining the fluid is easy with a valve in the bottom.
WEB BOBSAUTOSPORTS.COM PHONE 813.247.7040
systems
T
thr
with perf
that e
smooth bends and pr
phone: 203.453.6571 / tech line: 203.458.0542 / www.moroso.com
Factory oiling systems allow excess crankcase vapors and
residual oil to vent back into the intake manifold. Plumbed into
the PCV system, Moroso’s Air-Oil Separators capture oil mist
to reduce detonation and deposits on the intake tract, including
the valves and collects the extra moisture from Ethanol enriched
fuels. This results in increased throttle response, fewer
emissions and less oil consumption. Air-Oil SeparatorsNo. 85485
(shown) for Mustang® GT ‘11-Up
Volume of oil
captured by Air-Oil
Separator after
500 miles.(tested on 2012 Moroso
Test Vehicle with 2,500
total mileage)
No. 85486
for Mustang® GT ‘96-’04
(Additional applications available)
100-44-14MMFF.indd 1 2/14/14 9:21 AM
MMFP-150300-HPr1.indd 12/17/14 8:27 AM PAGE 116MMFP-150300-HPr1.indd 12/17/14 8:27 AM PAGE 116
Multipurpose Fuel Pressure RegulatorFrom carbureted to EFI pressures,
naturally aspirated or forced induction,
the X1 is designed to span the entire
range of applications and provide
dependable fuel pressure regulation.
Making the change from a carburetor
to EFI or vice versa? There is no longer
a need to purchase a new regulator.
Simply utilize one of three conver-
sion kits (sold separately) to match
the operating range required of your
engine. Replace original X1 Series
regulator internals with the conversion
kit of your choice (PN 13013, 13014,
and 13015) and you have a regulator
with vastly different characteristics. It
features three AN-8 inlet/outlet/return
ports and has an integrated 1/8-inch
NPT gauge port, including a 1:1 ratio
boost reference port for forced-induc-
tion applications.
WEB AEROMOTIVE.COM PHONE 913.647.7300
EcoBoost PipesMRT now offers a new line of exhaust
systems for the 2015 EcoBoost
Mustang to help improve both
performance and fuel economy.
The complete MRT Turbo-back
exhaust systems are available in
three versions: (1) Max Flow with
race catalyst, 3-inch downpipe, and
2 1/2-inch exhaust; (2) High Flow
with performance catalyst, 3-inch
downpipe, and 2 1/2-inch dual
exhaust; and (3) Race Version without
a catalyst, 3-inch downpipe, with
2 1/2-inch dual exhaust. The MRT
mandrel bending technology ensures
that every Turbo-back system has
smooth bends and precise fit. And
like all MRT exhausts, the 2015 Eco-
WEB SHOPMRT.COM PHONE 734.455.5807
Boost systems are manufactured from the
highest-grade 304 stainless steel at the
MRT facilities in Plymouth, Michigan. The
lightweight MRT systems come with 4-inch
stainless steel tips. Each exhaust system
can be ordered with the optional
matte black Cerakote finish.
phone: 203.453.6571 / tech line: 203.458.0542 / www.moroso.com
(Additional applications available)
2/14/14 9:21 AM
Feel The T rillh
ACCel SuperCoil 8-packs are the easiest way to pack more horsepower into your ride. Affordable power you can install in less than an hour. They’re perfect for stock engines and engines
with performance upgrades. Let an ACCEL SuperCoil 8-Pack accelerate your performance.
What Would You Do For Another 10hP?
More Applications Than Ever Before!
ACCel SuperCoil 8-PacksPowerful. Affordable. Fast.• SuperCoil 8-Packs = Great Value• Increase of 7-10 HP• Up to 15% More Spark Energy Than OEM Coils• Better Throttle Response• Maximized Fuel Mileage
Now Available: Ford, Chrysler & ChevroletShipping Soon: Honda, Toyota, Lexus, Acura, Saturn & Scion
* Independent testing showed gains of 7 -10 hp and ft. lbs. of torque by using a new 140032-8 SuperCoil 8-pack. Go to supercoils.accel-ignition.com to view the video of the testing.
www.accel-ignition.com
Accel_BrandAd_HalfPg_Island_MustangFastFords.1125.indd 1 11/25/13 3:25 PMSPOT
INK
MMFP-150300-HPr1.indd 12/17/14 8:11 AM PAGE 117MMFP-150300-HPr1.indd 12/17/14 8:11 AM PAGE 117
118 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
HORSE
Muscle Mustangs & Fast Fords (ISSN 1054-8912) March 2015; Vol. 28, No. 3. Copyright 2015 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address cor-rections to Muscle Mustangs & Fast Fords, P.O. Box 420235, Palm Coast, FL 32142-0235. SUBSCRIPTIONS. U.S. and U.S. possessions $34.97 for 12 issues.
Canada add $12 postage, and all other countries add $24 (for surface mail postage). Payment in advance, U.S. funds only. First issues will be delivered within 8 weeks for U.S. and 12 weeks for Canada/International orders. This magazine is purchased by the buyer with the understanding that the information presented is from various sources from which there can be no warranty or responsibility by TEN: The Enthusiast Network, LLC, or the publisher as to legality, completeness and accuracy.
Perfect FitRon Francis Wiring now offers a replacement firewall grommet
for 1994 and newer fuel-injected Fords. These are constructed
of durable rubber to protect your wiring and fit perfectly in the
factory firewall hole. The oblong size is roughly 3 1/8 inches
long by 1 7/8 inches on one end to 1 1/2 inches on the other
end, with a wire opening 1 3/8 inches in diameter.
WEB RONFRANCIS.COM PHONE 800.292.1940
POWER
Billet RailsIf you are looking to make over 650 hp, upgrading the fuel rails
is a must. These billet aluminum high-flow fuel rails for the
2011-2014 5.0L and Boss 302 Mustang are designed to be a
direct, plug-and-play, bolt-on replacement for the factory fuel
rails. Unlike other offerings on the market, which require sepa-
rate adapters to make them fit the factory fuel system, these
rails come complete and ready to bolt on.
WEB STEEDA.COM PHONE 800.950.0774
Maximum PerformanceMaximum Motorsports has developed complete suspension
kits based on double-adjustable JRi shocks and struts. Ideal for
the road course and street driving, JRi dampers offer a wide
selection of separate adjustments for compression and rebound
valving. Ride-height adjustment is simplified by threaded steel
strut bodies in front and an adjustable rear spring perch. Lower
shock mounts are available with either a spherical bearing for
racing or a urethane bushing for street driving. The range of
camber adjustment is extended by Maximum Motorsports’
unique strut-to-spindle mounts. Complete kits also include front
and rear springs in your choice of rates, front and rear helper
springs that maintain spring tension in droop, and unique
caster/camber plates developed specifically for this 2005-2014
Mustang package. (Coming soon: Maximum-JRi suspension kits
for Fox, SN95, and the new S550 Mustangs.)
WEB MAXIMUMMOTORSPORTS.COM PHONE 800.839.0928
WEB SHELBYPERFORMANCEPARTS.COM PHONE 702.405.3500
Forged Aluminum RollersShelby Performance Parts introduces a line of premium per-
formance equipment for 2005-2015 Ford Mustangs, beginning
with the 20-inch Venice wheel. Designed by Shelby American
and built exclusively for the company by Weld Racing, the
Venice one- piece forged wheel is light and strong and allows
the fitment of wider tires to 2005 and later Ford Mustangs,
including Shelby models. Available in 20x9.5 and 20x10.5
sizes, they are stronger and lighter than stock units, slashing
as much as 20 pounds of weight from the car. Finishes for
the 10-spoke wheel include polished, black, and black with a
machined face.
MMFP-150300-HP.indd 12/17/14 8:16 AM PAGE 118MMFP-150300-HP.indd 12/17/14 8:16 AM PAGE 118
Bama Performance spends
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Matte Black & Silver19” & 20” CHARCOAL 551C WHEEL & TIRE KITSStarting at $1,779.99
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05-14 All 2007.99
ITEM WHEEL SIZE FITMENT PRICE
100253 (1) 19x8.5 05-14 All 264.99
100259 (1) 20x8.5 05-14 All 289.99
100260 (1) 20x10 05-14 All 299.99
WHEEL ONLYStarting at $264.99
ITEM WHEEL SIZE TIRES FITMENT PRICE
100470(2) 18x9(2) 18x10
Staggered(2) 255/45-19 Sumitomo High Performance HTR Z II (2) 275/40-19 Sumitomo High Performance HTR Z II
05-14 V6; 05-10 GT
1529.99
100476(2) 18x9(2) 18x10
Staggered(2) 255/45-18 Mickey Thompson Ultra-High Perf. St. Comp(2) 275/40-18 Mickey Thompson Ultra-High Perf. St. Comp
05-14 V6; 05-10 GT
1677.99
100488(2) 19x8.5(2) 19x10
Staggered(2) 245/45-19 Pirelli All Season P-Zero Nero(2) 275/40-19 Pirelli All Season P-Zero Nero Tire
05-14 GT, V6 1909.99
100715(2) 19x8.5(2) 19x10
Staggered(2) 255/40-20 Mickey Thompson Ultra-High Perf. St. Comp (2) 285/35-19 Mickey Thompson Ultra-High Perf. St. Comp
05-14 GT, V6 1965.99
Also Available Polished18” & 19” BLACK KAGE WHEEL & TIRE KITSStarting at $1,529.99
ITEM WHEEL SIZE FITMENT PRICE
100265 (1) 18x9 05-14 V6; 05-10 GT 244.99
100266 (1) 18x9 05-14 V6; 05-10 GT 254.99
100269 (1) 18x10 05-14 GT, V6 264.99
100270 (1) 18x10 05-14 GT, V6 274.99
WHEEL ONLYStarting at $244.99
ITEM WHEEL SIZE TIRES FITMENT PRICE
101234 (4) 19x8.5 (4) 255/40-19 Mickey Thompson Ultra-High Performance 05-14 All 2019.99
101269(2) 19x8.5(2) 19x10
Staggered(2) 245/45-19 Pirelli All Season P-Zero Nero(2) 275/40-19 Pirelli All Season P-Zero Nero
05-14 All 1899.99
101255 (4) 20x8.5 (4) 255/35/20 Mickey Thompson Ultra-High Perf. St. Comp 05-14 All 1726.99
101294(2) 20x8.5(2) 20x10
Staggered(2) 255/35-20 Mickey Thompson Ultra-High Perf. St. Comp(2) 275/35-20 Mickey Thompson Ultra-High Perf. St. Comp
05-14 All 2007.99
Also Available in
Charcoal & Silver19” & 20” BLACK AXIM WHEEL & TIRE KITSStarting at $1,799.99
ITEM WHEEL SIZE FITMENT PRICE
101023 (1) 19x8.5 05-14 All 264.99
101024 (1) 19x10 05-14 All 269.99
101025 (1) 20x8.5 05-14 All 289.99
101026 (1) 20x10 05-14 All 299.99
WHEEL ONLYStarting at $264.99
It takes a bold, defining moment to spark industry-wide innovation. In the aftermarket automotive arena, that moment is owned by Modern Muscle Design (MMD). You won’t find another company successfully pushing the boundaries in car customization and performance-minded styling as far as MMD.
Call or scan for a
FREE CATALOG
»
www.AmericanMuscle.com | 855-998-0018
2015_Q4_March_MagazineAds.indd 3 11/18/2014 1:25:57 PMINK
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MMD Hood Scoop
(13-14 GT, V6) Item #71331 Price $274.99
MMD Headlight Splitters
(13-14 All) Item #71327 Price $129.99
MMD Ducktail Spoiler
(10-14 All) Item #71329 Price $299.99
MMD Qtr. Window Louvers
(99-04 All) Item #71314 Price $219.99
MMD Mustang Hood Scoop
(05-09 GT, V6) Item #71323 Price $219.99
MMD Classic Qtr. Window Louvers
(10-14 All) Item #71316 Price $189.99
MMD Qtr. Window Covers
(10-12 All) Item #71319 Price $179.99
MMD Mustang Eleanor Style Scoops
(05-14) Item #71304 Price $219.99
MMD Tail Light Trim
(13-14 All) Item #71324 Price $149.99
MMD Mustang Qtr. Window Louvers
(05-14) Item #71303 Price $199.99
MMD Side Scoops
(10-14 All) Item #71317 Price $249.99
MMD Side Scoops
(05-09 All) Item #71322 Price $219.99
With more than 40 Ford OEM matched colors available for your ’99-’14 Mustang, we guarantee you’ll find the exact exterior styling parts to create that perfect look for your Stang. AmericanMuscle Pre-Painted
Parts - top quality, easy to install and shipped 100% free.
Look for this icon online
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www.AmericanMuscle.com | 855-998-0018Call or scan for a
FREE CATALOG »
»
2015_Q4_March_MagazineAds.indd 4 11/18/2014 1:26:44 PMINK
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On a Mustang, lighting systems aren’t only for seeing; they’re about
being seen. From smoked projector headlights to sequential taillights,
Raxiom has the products to make your ride stand out. With OEM-
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leading 2-yr warranty, Raxiom is the Mustang Aftermarket’s leading
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2005-2009 Raxiom Gen5 Tail Lights
(05-09 All) Item # 49169 $399.99 (pair)
» $JJUHVVLYH�6PRNHG�/HQVHV
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Raxiom Smoked Projector Headlights CCFL Halo �������*7��9���
Item # 49129 $324.99 (pair)
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Raxiom OE-Style GPS Navigation System
US Map Only Item # 100300-A $699.99
US & Canada Maps Item # 100300-B $729.99
» �´�+'�WRXFK�VFUHHQ�/&'
» Includes full color back-up camera
» ��ODQJXDJH�YRLFH�RSWLRQV�
» Full Warranty
» )LWV�¶���¶���0XVWDQJV�ZLWK�6<1&®
www.AmericanMuscle.com | 855-998-0018
2015_Q4_March_MagazineAds.indd 1 11/18/2014 1:24:17 PMINK
W129908-MMFP-150300_1.pdf 08:51:42__12/09/14 Ad Insertionblackyellowmagentacyan
1 YEARFINISH WARRANTY
LIFETIMESTRUCTURAL WARRANTY
FREESHIPPINGON EVERYTHING
*Visit us online for complete details
Also Available in Solid Black
& Black Machined
ITEM WHEEL SIZE TIRES FITMENT PRICE
33650 (4) 19x8.5 (4) Pirelli P-Zero Nero All Season Tire 245/45-19 05-14 All 1419.99
35527(2) 20x8.5(2) 20x10
Staggered(2) Sumitomo High Performance HTR Z III 255/35-20(2) Sumitomo High Performance HTR Z III 285/30-20
05-14 All 1489.99
19” & 20” CHARCOAL AMR WHEEL & TIRE KITSStarting at $1,419.99
Also Available in Black & Silver
ITEM WHEEL SIZE FITMENT PRICE
28336G05 (1) 19x8.5 05-14 All 164.99
28387 (1) 19x10 05-14 All 174.99
99365 (1) 20x8.5 05-14 All 174.99
99366 (1) 20x10 05-14 All 184.99
WHEEL ONLYStarting at $164.99
Also Available in Anthracite, Solid
Black & Matte Black
ITEM WHEEL SIZE TIRES FITMENT PRICE
33315(2) 17x9(2) 17x10
Staggered(2) Nitto Extreme Performance NT555 255/40-17(2) Nitto Extreme Performance NT555 315/35-17
94-98 All 1419.99
32788(2) 17x9(2) 17x10
Staggered(2) NITTO Extreme Performance NT555 275/40-17(2) NITTO Extreme Performance NT555 315/35-17
99-04 1419.99
32779(2) 18x9(2) 18x10
Staggered(2) Sumitomo High Performance HTR Z II 255/45-18(2) Sumitomo High Performance HTR Z II 275/40-18
05-14 All 1309.99
33316(2) 18x9(2) 18x10
Staggered(2) Nitto Extreme Performance NT555 265/35-18(2) Nitto Extreme Performance NT555 285/35-18
94-98 All 1580.99
33101(2) 18x9(2) 18x10
Staggered(2) NITTO Extreme Performance NT555 275/35-18(2) NITTO Extreme Performance NT555 285/35-18
99-04 1529.99
17” & 18” CHROME BULLITT WHEEL & TIRE KITSStarting at $1,309.99
ITEM WHEEL SIZE FITMENT PRICE
28089G94 (1) 17x8 94-04 All 159.99
28262G94 (1) 17x9 94-04 All 164.99
28115 (1) 17x10.5 94-04 All 184.99
28317G05 (1) 18x8 05-14 GT, V6 174.99
28265G05 (1) 18x9 05-14 GT, V6 189.99
28265G94 (1) 18x9 94-04 All 169.99
28268 (1) 18x10 05-14 GT, V6 189.99
28271 (1) 18x10 94-04 All 169.99
WHEEL ONLYStarting at $159.99
Also Available in Black Machined
& Matte Black
ITEM WHEEL SIZE TIRES FITMENT PRICE
32744 (4) 18x9 (4) Sumitomo HTR Z II 255/45-18 05-14 All 1159.99
35426(2) 18x9(2) 18x10
Staggered(2) Mickey Thompson Street Comp 255/45/18(2) Mickey Thompson Street Comp 275/40/18
05-14 All 1347.99
18” BLACK 2010 GT500 WHEEL & TIRE KITSStarting at $1,159.99
ITEM WHEEL SIZE FITMENT PRICE
28219G05 (1) 18x9 05-14 All 139.99
28225 (1) 18x10 05-14 All 159.99
WHEEL ONLYStarting at $139.99
ITEM WHEEL SIZE TIRES FITMENT PRICE
33322(2) 18x9(2) 18x10
Staggered(2) Nitto Extreme Performance NT555 265/35-18(2) Nitto Extreme Performance NT555 285/35-18
94-98 All 1419.99
32609(2) 18x9(2) 18x10
Staggered(2) NITTO Extreme Performance NT555 275/35-18(2) NITTO Extreme Performance NT555 285/35-18
99-04 1419.99
18” BLACK FR500 WHEEL & TIRE KITSStarting at $1,419.99
ITEM WHEEL SIZE FITMENT PRICE
28272G94 (1) 18x9 94-04 All 139.99
28101 (1) 18x10 94-04 All 154.99
WHEEL ONLYStarting at $139.99
www.AmericanMuscle.com | 855-998-0018Call or scan for a
FREE CATALOG »
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INK
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