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Muscle Mustangs & Fast Fords Us 04 15
Citation preview
APRIL 2015
Follow us on4.6L 2V CAM SWAPChassis Dyno & Track Results
’93 LX331 Stroker With A Blower
HOTLatestStang Parts
PLUS!
3V BLOWER TEST! 805 HP & 746 LB-FTS550 INDEPENDENT REAR SUSPENSION UPGRADES
2015 NMRA
EVENT GUIDE!
1,300HP EVIL EDGE RULES THE STREET & STRIP
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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
800-368-6451MICHIGAN - 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
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 each87-93 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 FOR65-73 MUSTANG79-93 MUSTANG55-57 THUNDERBIRD48-79 F-SERIES TRUCK 80-96 F-SERIES TRUCK66-96 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
DEPARTMENTS11 SHOP TALK
18 YO, KEN!
23 HORSE’S MOUTH
119 BABE OF THE MONTH
121 POWERSHIFTIN’
122 SNAPSHOTS
124 HORSEPOWER124
APRIL 2015 VOLUME 28, ISSUE 4
S550 IRS UPGRADEHook up at the track.
52
S550 IRS UPGRADHook up at the track.
FEATURED FORDS
26 A DECADE IN THE MAKING
Don’t you wish you still had your first car? Ricky Daniels does
not—because he still owns it!
34 THIRD TIME’S THE CHARM
Sometimes it takes more than one attempt to build the
ultimate dream car.
42 WORLD’S QUICKEST TERMINATOR
After more than a decade of development, VooDoo Racing
Innovations enters the big leagues.
TURNIN’ WRENCHES
52 INDEPENDENCE DAY
We look at the S550’s new IRS and install FRPP’s drag-
oriented IRS hardware upgrade.
64 MOD MOTOR MATH
3V + B = HP
80 WOULD YOU LIKE SOME CAMS
WITH YOUR JUICE?
We test a pair of Comp Cams off-the-shelf 4.6L Two-Valve
cams on a stock PI motor with nitrous.
EVENT ACTION
98 SEASON PREVIEW
All of the latest info for the upcoming 2015 NMRA season in
one easy read.
34
54
ON THE COVER: Cover kudos goes to Stephen Brooks
for nailing Frank Yee’s 2003 Cobra near the outskirts
of Las Vegas. Yee recently won the VMP Superchargers
GT500 vs. Terminator Shootout during the NMRA World
Finals and has really garnered the much-deserved
attention. Dale Amy captured the IRS build, and Patrick
Hill snapped the 4.6L Two-Valve in action.
64
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!
,PSURYHGDLURZHP & 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 RRUPDWVGRRUpanel 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!
$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 IURP69(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
7RS3LFN0DWWHEODFN QLVK[ZKHHOVPRXQWHGon 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 RRUPDWVIURP/OR\GVMakes a great gift idea!
5DFHVHULHVPXHUJLYHDSRZHUIXOtone, increase HP & give stealthy looks to the rear of your Coyote!
%HWWHU RZPRUHKRUVHSRZHUIRUyour 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
$164.99
Add serious power to your coyote and clean up your engine bay! Includes Cobra Jet manifold, GT500 WKURWWOHERG\-/7FROGDLUNLW1$FXVWRPWXQH OH
2011-14 COBRA JET MANIFOLD KIT + JLT COLD AIR
2005-12 LEDHEADLIGHT +FOG LIGHT BULBKIT
FROM
2005-15LOGO 4 PC FLOOR MATS
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,PSURYHGH[KDXVW RZDQGJUHDWIRUrusted or damaged stock pipes!
$144.99
$169.99
1987-93 FUEL TANK KIT$GLUHFWUHSODFHPHQWIRUUXVWHGGDPDJHGRUOHDNLQJJDVWDQNV
$249.99
Quality stamped steel control arms just like OE! Restore control
to your Fox Body!
1987-93 EXTERIORRESTO STARTER KITWhether starting orQLVKLQJ\RXUSURMHFWWKLVkit 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!
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 QLVKXSSHUORZHULQWDNHmanifold increases HP & TQ & looks
great under the hood!
5HVWRUHFKDUJLQJORRNVcooling power to your 5.0L! Budget friendly and installs
HDVLO\%ODFN QLVK
1993 Cobra styling + increased DLURZ5HDG\IRUSUHSSDLQW
$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\FKURPHSLSLQJ00WXUERheaders & intercooler included! Full bolt on kit!
Blackout series cold air kits draw FRROHUGHQVHUDLUIURPWKHIHQGHUZHOOfor 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 IHDWXUHVDTXDOLW\1(:$03alternator & 4GA power wire.
$549.99
1979-04 SVE S2 RACE SEAT PAIR
1986-93 130 AMP ALTERNATOR KIT
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 SRSXODUEOXH 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 HUPDVWHUEHDULQJNLWMore 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\,QFOXGHVDGDSWHUV6ROGDVa 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!
The Perfect Ride
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 11
When it comes to building the perfect ride, we’re
pretty fortunate to have such a wide selec-
tion of platforms to choose from. Whether you prefer to get
busy on the dragstrip, play in the corners, or do it all, there’s a
Mustang available for everyone.
I’ll be up front; I’ve taken perfectly good daily drivers and
turned them into something that’s more at home on the track.
Maybe that’s a politically correct way of saying I’ve ruined a per-
fectly good street car . . . just maybe. Truth is, I’ve never regretted
any of my personal builds, but lately I’ve wanted something a bit
more comfortable on the street, yet with enough steam to get the
eyes wide open in the appropriate settings.
If you think about it, I’m not being all that unreasonable. To-
day’s pony cars are flat-out incredible, and it’s pretty common to
see big power to the rear tires with minimal effort. I did mention
all the while being comfortable, right?
I’ll give you two great examples. Project BYOB, a 2011
Mustang GT that lays down 593 rwhp, is dead nuts reliable, and
comfortable enough to be taken anywhere. Our other in-house
workhorse is a 1992 SSP coupe that makes 512 hp and 550 lb-ft
to the rubber, can corner-carve with the best of them, and runs
121 mph in the quarter-mile. I don’t know about you, but I’m
pretty impressed.
Obviously this isn’t for everyone. Those who aren’t true
enthusiasts will unfortunately never understand our deviant
mind set. While there’s nothing wrong with that, I will say if I
wanted a yawn-inducing commuter
in Southern California, I could settle
for any number of econo-boxes. Let’s
be real, that’s boring. Besides, I want
the power and the braking ability to
help avoid the cookie-cutter bumper
car commuters.
While a fresh S550 is something
I’m still trying to wrangle in, I thought
this would be a good time to introduce
the latest addition to the MM&FF fam-
ily. Meet our mostly stock New Edge,
which has been a great “point A to
point B” type of ride for over 15 years.
I’ll get into more details in the follow-
ing month, but I would still like to hear
your feedback on which direction you
think we should go. Keep in mind, this
has always been a daily driver and will
continue to be so.
I think I’ve given you a pretty good
idea of where we’re looking to go. That
said, be sure to email me at finish-
[email protected], and let’s
see how your version matches up to
what we have in mind. HDLS
If I wanted a yawn- inducingcommuter inSouthern California,I could settle for anynumber of econo-boxes.
EDITORIAL HENRY DE LOS SANTOS
TALK
EDITORIALNETWORK CONTENT DIRECTOR & EDITOR
Henry De Los Santos
MANAGING EDITOR Craig Johnson
CONTRIBUTORS Richard Allan-Holdener, Dale Amy, Jus-
tin Fivella, Rob Kinnan, Ken Miele, Patrick Hill, Evan J.
Smith, Amie Williams
ART DIRECTION & DESIGNART DIRECTOR Marty McHugh
MANUFACTURING & PRODUCTION OPERATIONSVP, MANUFACTURING & AD OPERATIONS Greg Parnell
SENIOR DIRECTOR, AD OPERATIONS Pauline Atwood
ARCHIVIST Thomas Voehringer
MUSTANG 360° NETWORKwww.musclemustangfastfords.com
www.mustangmonthly.com
ADVERTISING INFORMATION. Please call MUSCLE MUSTANGS & FAST FORDS Advertising Department, (813) 675-3492. Related publications: Vette, Mustang Monthly, Mopar Muscle, Hot Rod, Car Craft, Chevy High Performance, Circle Track, 4-Wheel & Off-Road, Four Wheeler, Jp, and Super Street.
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In Control
My wife has an automatic 2011 GT that I drive on
occasion. I like the power and response of the auto
but would like to have more control over the shifting
when hitting curving roads. I noticed that Ford has a
selectable shift feature on the 2013 models and was
hoping that there would be a kit to retrofit it to the
2011. It looks like the shifter and surrounding console
would be replaced along with a wiring harness and a
transmission reflash. Is this doable?
Anonymous
Via mustang-360.com
It’s not as simple as just a shifter, harness, and
a reflash. The 2013 automatic cars use differ-
ent parameters in the engine ECU that cannot be
changed without extensive knowledge on reflashing
the computer. No kits are currently available, and you
would need a Ford technician with the proper tuning
software to make this work.
KEN!KEN MIELE
18 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
The 1996 8.8 will bolt
right in since they all use
the same axlehousing. The
1994-1998 has axles 3/4
inch longer and should not
be an issue with clearance
on tires up to 8 1/2 inches.
The 1999-2004 is just under
2 1/2 inches wider and will
cause issues with a wider
wheel and tire package. You
can retain the disc brakes;
just be sure to also upgrade
your master cylinder and
proportioning valve from a
1993 Cobra. You will also
need a 3-2 port master
cylinder adapter kit.
Too Wide?I recently bought four tires,
285/40/18. I know they will
fit on the rear of my 2010
GT, but will this size fit on
the front?
Anonymous
Via mustang-360.com
285/40/18s up front will
be a little wide for the front
for an everyday ride. While
they look like they wont
rub when your GT is static,
driving will be another
issue. 285s with a factory
offset wheel will rub when
pushing the car hard in the
turns and also tight turns
approaching driveways or
bumps. I would not go any
larger in the front than
275s for your GT.
Corner Carving
I’m looking to autocross
with my 2001 Mustang GT.
I’m not concerned about
lowering as long as I get the
handling, but not opposed
to it. From my research, a
good set of shock and struts
will give me the most bang
for the buck. My plan is to
go with quality shocks and
struts along with front and
rear sway bars. Any sug-
gestions would be greatly
appreciated.
Sam
Via mustang-360.com
Lowering your GT will
help, and I do suggest you
go with springs. You are
correct about shocks and
struts—they are a must for
a properly tuned suspension
and sometimes overlooked.
For what you are looking for,
I would suggest a complete
kit that comes with springs,
shocks/struts, and sway
bars. Eibach’s Pro System
Plus suspension kit (PN
41735680) is a great kit for
your GT. It has all the core
components for flat corner-
ing, and it’s a great package
for autocrossing.
Supercharged PowerI have a 2005 Mustang GT
and want more power. All my
friends tell me a super-
charger is the way to go for
the most power of any mod.
My question is which type of
supercharger should I look
into? I have the budget, but I
want to get the best perfor-
mance possible along with
the ease of installation.
Josh
Via mustang-360.com
You can’t go wrong with
any supercharger for
added power. The type really
comes down to personal
preference. All supercharger
systems will require some
mechanical skills to be
installed, but it’s certainly
doable with the proper tools.
8.8 SwapIs there a difference between
the 8.8 rearend that came
in a Fox body and the one
that comes in the SN95? I’ve
heard the SN95 was wider. I
have a built rear that came
out of a 1996 Mustang, and
I would like to use it in my
1989 LX. Will everything bolt
up? I know it came with disc
brakes and I would like to
retain them.
Anonymous
Via mustang-360.com
ANSWERING YOUR TECHNICAL QUESTIONS
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WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 23
MOUTHBY EVAN J. SMITHTHE LATEST NEWS IN THE FORD WORLD
Shelby GT350 Auctioned
Ford Set to Build on Performance Legacy When Ford announced plans to sell the 2015 Mustang globally,
it was just the tip of the iceberg. Ford recently announced it is
bringing more vehicles to customers worldwide. More than 12
new performance vehicles through 2020, including the much-
anticipated Focus RS, will be available globally.
Ford is also uniting regional performance engineering and
racing teams as one global team under Ford Performance,
delivering more new vehicles and more parts more quickly. This
group will be headed up by Dave Pericak (director, Global Ford
Performance), who served as Ford’s Lead Engineer on the Boss
302 and the 2015 Mustang.
“Ford remains committed to innovation through performance,”
said Raj Nair, Ford group vice president, Global Product Devel-
opment. “Our new global Ford Performance team ties together
racing, performance vehicles, and parts. It will allow us to quickly
introduce products and accessories that meet the needs of cus-
tomers around the world on-road and on the track.”
The Focus RS, which builds on a pedigree of driving excel-
lence dating to the first Ford RS in 1968, was last introduced in
2009. “To earn the RS badge, the vehicle has to be a no-com-
promise driver’s car that can deliver exceptional performance
on the track when required while providing excellent every day
driving,” said Nair. Focus RS will join Ford’s existing perfor-
mance lineup, including Fiesta ST, Focus ST, Shelby GT350
Mustang and F-150 Raptor.
work with Ford, and we are
extremely grateful for the
generous support from Ford
and its employees through
the years,” said John Brady,
JDRF chairman, international
board of directors. “We are
honored to be part of the
company’s 50-year celebra-
tion of the Shelby GT350 at
Barrett-Jackson Scottsdale.
This very exciting and worth-
while event means a great
deal to not only JDRF and
the type 1 community, but
to me personally as well. We
are dedicated to continue our
work and to share our vision
of creating a world without
type 1 diabetes.”
“Ford and Barrett-Jackson
have raised millions of
dollars to benefit local and
national charities for many
years,” said Craig Jackson,
chairman and CEO of
Barrett-Jackson Auctions.
“The auction of the new
Shelby GT350 promises to
be electrifying, while helping
raise necessary funding for
JDRF.”
Ford announced the first pub-
licly available Shelby GT350
Mustang will be auctioned by
Barrett-Jackson Scottsdale
to benefit JDRF, which aired
live on Velocity on Saturday,
January 17, 2015. Ford
stated all the proceeds will
benefit the Juvenile Diabetes
Research Foundation (JDRF).
The winning bidder can
select from available colors
and packages for the all-new
500-plus-horsepower Shelby
GT350.
“JDRF is privileged to
2015 Stang Convertibles Ship—Much More ComingFresh on the heels of the 2015 Mustang introduction, Ford
delivers the 2015 Mustang Convertible. Drop-top enthusiasts
can option their pony with the base V-6, 310hp EcoBoost or the
5.0L Coyote engine, or any of the existing trim packages. Heat-
ed seats and remote start are also available. Your cold-weather
driving experience can be improved with selectable snow/wet
drive modes that perform well in inclement weather.
“Cold weather may have come unseasonably early this year,
but with available heated seats, remote start, and selectable
drive modes with a snow/wet setting, Mustang is the perfect
offering for the season,” said Melanie Banker, Mustang brand
manager. “Heated seats, standard on all Premium Mustang
convertibles, allow the driver and front passenger to stay warm
even when the temperature drops. While these seats also have
a cooling feature, we suspect customers won’t be using this
function for a few more months.”
Moving up the horsepower chart, Mustang fans will have
the chance once again to purchase an R-model Mustang
when the Shelby GT350 R hits the streets (and track) in
2016. Expect a lightened package with carbon fiber wheels,
and larger brakes for improved track performance. We antici-
pate pricing will fall in the $70,000-$80,000 range.
Ford’s popular Raptor is rumored to be getting a V-6 with
EcoBoost, along with lighter overall weight and improved street
and off-road capa-
bilities. Of course
the big news is
the all-new Ford
GT, which will also
get a V-6 with
twin-turbo Eco-
Boost technology
and will be built
by Multimatic.
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%ODFNRU%UXVKHG¿QLVK2013-2014 Lower Billet Grille3DUW%ODFNRU%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¿QLVK3DUW
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
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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 WLSV2005-2009.............................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 %ODFNRU%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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26 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
’86 MUSTANG GT
A DECADE IN THE MAKINGBY JUSTIN FIVELLA • PHOTOS BY JOSHUA COLEMAN
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 27
C DON’T YOU WISH YOU STILL HAD YOUR FIRST CAR? RICKY DANIELS DOESN’T, BECAUSE HE STILL OWNS IT!
HALK IT UP TO INEXPERIENCE, A BAD DECISION, OR A
LACK OF SELF-CONTROL, BUT MOST COOL CARS FROM
HIGH SCHOOL JUST DON’T SURVIVE.
If you were lucky enough to get a cool ride
rather than Grandpa’s hand-me-down Caravan
with faux wood and all, it likely didn’t make
it. Maybe it was a burnout gone wrong or an
ill-fated rainy night, but most high school cars
meet their demise by way of an immovable
object. And if your high school ride was a
Mustang or another muscle car, you might as
well have kissed it goodbye because, let’s face
it, V-8 power, rear-wheel drive, and temptation
can be a recipe for disaster.
But there’s always an exception to the
rule. When Ricky Daniels got his first car, a
1986 Mustang GT, he vowed to keep it intact.
He says, “My father gave me the keys to this
silver four-eyed Mustang GT on my 17th birth-
day and I was immediately hooked.”
The GT might have been stock save for
some Weld Draglites and Flowmaster mufflers
when he got it, but it didn’t stay that way for
long. “I didn’t know anything about Fords
when I started, but I spent every penny of my
paychecks on performance parts,” he recalls.
Although he was raised in a house of
horsepower since his father had a Chevelle
bracket car and later a top alcohol dragster,
28 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
’86 MUSTANG GT
this was the first Ford to join the Daniels family. It didn’t take Daniels
long to realize how well Fox-Bodies respond to performance parts.
“After an intake and gears, I started saving for a turbo, but the money
was burning a hole in my pocket, so I bought an NOS dry kit and put it
on a 100-shot,” he says.
The bolt-ons and 100-shot put his GT solidly into the 13s, but filling
bottles every week quickly became a chore. He says, “The bug to buy a
turbo returned, but as soon as I managed to save a small pile of money,
it started burning a hole in my pocket again, so I bought a Vortech
S-trim blower.”
The stock motor and S-trim combo made 380 rwhp and dipped his
Fox into the high 12s. It pacified him long enough to address other areas
like a five-lug conversion with SN95 rear brakes, 17-inch wheels, and
other supporting mods. But his joy was to be short-lived.
“A buddy of mine took me for a ride in his Fox-body with an HP
Performance turbo kit, and I was hooked. There was no way I would
settle for anything else that time,” he says.
A year later he had his very own HP Performance turbo kit with a
60mm snail and an E-cam. Power rose to 480 rwhp as e.t.’s dropped into
the 11.50s with the T5 trans. When the stock stick bit the dust, a built C4
automatic on the same combo dropped the GT into the 10.90s.
As you might guess, things quickly ballooned from there. Acciden-
tally landing in the high 10s without a cage at your local track might
apologetically work once, but do it twice and
you’ll get the boot. Daniels says, “I was kicked
out of the local track for not having a cage, so
over the winter I had an 8.50-certified cage
built with the intention of growing into it.”
And grow into it he did, as a BTE Power-
glide and a custom PTC converter were next,
followed by a new bullet and an even bigger
turbo.
“I found a used 8.2-inch deck height 347
and some used Edelbrock Victor Jr. heads for
cheap,” says Daniels, “so I threw the motor
together and upgraded to an 80mm Borg-
Warner turbo in preparation for the local True
Street shootouts.”
Up until this point he had run the car with
a stock ECU and a C&L MAF, but when an
upgrade to a piggyback unit fell short of his
power goals, he added the current injection
setup. This fortress of proven tech includes
a FAST standalone that’s augmented with
an MSD distributor, a Digital 7 ignition box,
and a matching coil, along with FireCore50
30 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
plug wires. Other electronic goodies include a Leash Electronics boost
controller, a Davis Technologies Bump Box, and a Racepak Sportsman
controller.
The budget setup made 1,080 rwhp and ran 8.75 at 155 mph in the
quarter-mile. How’s that for cheap speed?
As luck would have it, Daniels’s first big race was the Street Car
Super Nationals, where he ran 5.50 at 135 in the eighth on the diminu-
tive class-spec 26x8.5-15 tires. That run was to be his last on that
motor, as two pistons melted into oblivion.
Down but not beaten, Daniels returned home determined to return
stronger than ever. The block and Edelbrock Victor Jr. heads were
salvaged, but the rest of the combo was changed for the current setup.
Displacement was bumped to 363 ci thanks to an Eagle stroker crank
and rods attached to CP pistons. The Edelbrock heads were filled with
new valves that are tickled by Comp Cams Pro Magnum rocker arms
and a custom Comp Cams solid-roller camshaft that specs out at
0.672/0.674 lift, 283/287 duration, 115 LSA. An Edelbrock Super Victor
intake manifold and elbow work with an Accufab 90mm throttle body
feed the beast.
“I stepped up to an 88mm Garrett turbo
with the 363 motor, and the combo made
around 1, 200 rwhp, but I was never able to
turn it up,” he says.
After a rogue failure with his 88mm turbo,
Daniels jumped to a Custom Racing Turbos
(CRT) 94mm turbo with a cast wheel. Despite
the elevation of the big Denver PSCA Rocky
Mountain Series event, the new setup ran
5.70s—but again, that just wasn’t enough. So
Daniels upgraded to a billet wheel and that
dropped him into the 5.50s at the same track.
The billet wheel was good for another 150-
200 rwhp, for a grand total of 1,400 rwhp at
28 psi of boost.
After lots of tuning and several trips to the
final round of various PSCA Outlaw 8.5 events,
’86 MUSTANG GT
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32 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Daniels finally got it right. He says, “We eventually knocked down a best
pass of 5.29 at 140 mph in the eighth and won our last PSCA race with a
5.35 at 140 mph.”
Not only did he nab his first victory, but he earned enough points to
take Second Place for the season. Speaking of winning, Daniels has also
won the infamously challenging All Out Call Out heads-up True Street
event at his local track, where he has run a best of 8.62 at 165 mph in
the quarter-mile on just 18 psi of boost and bigger 28x10.5 slicks. He
credits his speed to a well-planned combo that might not be glorious,
but simply works.
Along with the aforementioned motor and transmission modifica-
tions, HP Performance turbo headers, a Precision 66mm wastegate, and
a ProCharger Big Red Blow-off Valve further support the big boost.
Fueling duties are left to 160 lb/hr injectors plugged into Edelbrock
fuel rails that work in unison with the Aeromotive A1000 fuel-pressure
regulator and the MagnaFuel ProTuner 750 pump. Cooling duties are
handled by an aluminum radiator and a Meziere electric water pump.
In keeping with the simple but effective theme, a UPR K-member,
front control arms, caster camber plates, and matching coilovers with
Strange 10-way adjustable shocks handle the front suspension duties.
Out back, a combination of Baseline Suspension Outlaw upper and
UPR-Pro lower control arms work with Strange Engineering 10-way
adjustable shocks and a Wolfe Race Craft ARB to keep the rearend in
place. Speaking of rearends, the stock 8.8 was filled with 3.55 gears
along with Moser spool and axles. Weld Pro Star rims adorn Mickey
Thompson tires, which hide Aerospace Components front and OEM
SN95 rear brakes.
The slammed stance and black wheels add to the ominous nature
of the dark gray paint, which has its origin in a factory BMW color.
Of course, the H.O Fibertrends cowl hood and the Team Z strutless
rear wing that resides just above the rear chute don’t hurt its sinister
style either.
Life inside the single-digit Stang is also all-business thanks to
Kirkey Racing Pro-Drag seats and Simpson harnesses along with
the aforementioned 8.50-certified cage and a plethora of Auto Meter
gauges. A stock steering wheel keeps the car pointed straight, and a
Hurst shifter mans the two forward and one reverse gears.
’86 MUSTANG GT
Daniels says, “Even after all these years I
still love the car, especially how it looks and
performs, but I’ve got bigger plans for it next
year.”
What’s he got up his sleeve? A 25.5-certi-
fied cage and a front-mount turbo setup with
a smaller 88mm billet turbo so he can run at
more events thanks to the more popular X275
and X235 classes. So if you find yourself lined
up with this low-key GT, you better bring your
A-game. Don’t say we didn’t warn you.
The slammed stance and black wheels add to the ominous nature of the dark gray paint, which has its origin in a factory BMW color.
SOMETIMES IT TAKES MORE THAN ONE ATTEMPT TO BUILD
THE ULTIMATE DREAM CAR.
BY STEPHANIE DAVIES •PHOTOS BY JOHN MACHAQUEIRO
HARM
E
VERYONE HAS A DREAM BUILD. THE PLANS
RUN THROUGH OUR HEADS DURING EVERY
IDLE MOMENT, SOMETIMES MAKING IT
HARD TO CONCENTRATE ON THE IMPOR-
TANT THINGS.
For Shaun Benner of Bethlehem, Pennsylva-
nia, those dreams have become a reality with
his 1993 Mustang 5.0 LX.
Shaun has owned two Mustangs prior
to this one—a 1987 LX and a triple-white
1993. They were cool, but they didn’t quite
meet the mark, so when he found this 1993
Calypso Green LX about 5 miles from home,
he brought it home and got to work.
“I picked the car up and immediately
started modifying it,” he says.
As is usually the story, Shaun dealt with
quite a few misgivings along the way. He
initially swapped out the heads, camshaft, and
intake, but quickly burned up the clutch. He
sought out Len Sabatine of Sabatine Automo-
tive in Easton, Pennsylvania, who quickly
gave him the lowdown on his powerplant.
Shaun says, “I found out that I needed a
new motor also. The guy that had done the
work had forgotten to do a few minor things,
like adjusting the cam lock plate, ultimately
destroying the motor.”
Shaun then had a 331 stroker motor built,
36 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1993 MUSTANG LX
but that, too, was short-lived. The block ended
up splitting in half.
The third time was the charm. Shaun
entrusted the Mustang to Len and his son,
who started with a Boss 302 block. With an
income tax refund check burning a hole in his
pocket, Shaun decided to go ahead with his
dream motor build: a 331 stroker with a 67mm
turbocharger.
The resulting build goes a little something
like this: The Boss 302 block is bored and stroked 0.030 over, with a
compression ratio of 8.5:1 with custom pistons. A Canton 7-quart oil
pan seals the bottom end, paired with a Melling oil pump. The engine
features a Lunati roller camshaft, Harland Sharp 1.6:1 rocker arms, and
Edelbrock Performer RPM aluminum heads with machine work by Len,
as well as a Performer RPM intake manifold.
Handling the air and fuel portion of the build are 42-pound injectors,
and an Aeromotive 340 fuel pump paired with an Aeromotive regulator,
with Anderson PMS electronic fuel injection. A Crane ignition box and
coil work with Taylor wires and NFK plugs. An Abaco 87mm mass air
meter and BBK 75mm throttle body were also installed. Of course, Len
Sabatine tuned the car to make it all work together harmoniously.
A Precision 67mm turbocharger paired with an intercooler produces
12 psi of max boost. Custom turbo headers were created, which flow
through to Flowmaster mufflers via 3 1/2-inch pipes.
A Tremec TKO500 transmission handles shifting duties paired
with a Spec Stage 3 clutch. Shaun chose a Steeda Tri-Ax shifter for the
cockpit of the Mustang.
KYB struts, Ford Motorsport springs, and a Cobra sway bar round
out the suspension components up front. Factory 5 control arms, Ford
Motorsport springs, KYB shocks, and a Cobra sway bar are in the rear.
Speaking of the rear, it’s stock with 3.73:1 gears and 31-spline Yukon
axles. Meanwhile, custom subframe connectors keep the body tight.
When it came to Shaun’s vision of what his Pony should look like,
he kept it classic and understated. A set of Cobra R wheels wrapped in
BFG rubber up front and Mickey Thompson ET Street Radials out back
keeps the Mustang planted to the pavement, and 2003 Cobra-spec
brakes help it to stop on a dime. He of course kept the original Calypso
Green hue on the car, but he added a Steeda aero spoiler and a Cervini’s
Stormin’ Norman hood.
Inside, Corbeau TRS seats keep occupants safe and comfortable,
surrounded by a Len and Scott Sabatino rollcage—which is important
given the Fox’s 10.8-second quarter-mile time with a trap speed on 126
mph. Shaun tells us that his Mustang makes 570 hp and 640 lb-ft of
torque.
“It’s daily driven, and my favorite part about it is the stance,” he says.
“I usually spend about a mortgage payment per month on tires because
I love doing burnouts. My wife would say I’m addicted, but my daugh-
ter gets it. She loves my Mustang too—especially the sound the turbo
makes.”
With Len Sabatine’s expertise and a little help from Shaun’s father,
Allen, this 1993 Fox-body is everything Shaun dreamed it could be.
38 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
1993 MUSTANG LX
42 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
2003 COBRA TERMINATOR
AFTER MORE THAN A DECADE OF DEVELOPMENT, VOODOO RACING INNOVATIONS ENTERS THE BIG LEAGUES BY WINNING THE NMRA WORLD FINALS WITH TWO HEADS-UP VICTORIES.
BY JUSTIN FIVELLA • PHOTOS BY STEPHEN BROOKS
WORLD’S QUICKEST
TERMINA
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 43
FOR SOME PEOPLE,
THEIR GREATNESS
CAN BE TRACED
BACK TO A SINGLE
DECISION, A FLEETING
MOMENT OR AN
ENCOUNTER WITH A
LONE INDIVIDUAL WHO
HELPED CHANGE THE
COURSE OF THEIR LIVES.
For Frank Yee, the decision to hock every-
thing and buy his dream car over a decade
ago would unknowingly change the coarse
of his life.
It was easy to assume that Yee would
take the most common ownership path
with his Mustang by burning rubber, add-
ing mods, and quickly parting ways for the
next best thing, but his Terminator quickly
became more than just a car; it became the
inspiration for his life’s work.
“I knew this car was special,” says Yee,
“but I couldn’t have guessed just how influ-
ential it would be on my life’s decisions and
how many great memories I’d have with
it—it’s been a part of every big decision I’ve
made since the day I got it.”
Many will never understand the bond
between man (or woman) and machine. It’s
more than just the hours spent wrenching
or the tens of thousands of dollars invested;
it’s the memories you have with that car
that make it more than just metal. Maybe
buying that very car was fulfilling a dream.
Or possibly it’s because you met your sig-
nificant other in it. Then again, maybe it’s
because you built it with someone special.
Whatever the reason, owning that car
changed your life for the better.
Yee says, “I’ve been through so much
with this car that it’s hard to recall every
event, but it’s been a driving force that
has evolved with me, and was the inspi-
ration for the creation of VooDoo Racing
Innovations.”
He might admit it has changed his
life, but for fear of sounding boastful,
he is less apt to share the milestone his
Terminator can lay claim to.
“Back in May of 2008 I was the first
Terminator to break into the 9s with a stock
blower, running 9.83 at 137 mph with a
ported stock blower, ported heads, cams,
solid-rear axle, and 4R70W, and at full
weight,” Yee explains.
Before his Terminator slipped into the
ATOR
44 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
2003 COBRA TERMINATOR
single digits, Yee regularly grudge-raced it
both on the mean streets of Las Vegas and
legally at the race track. He’s rather modest
about the road he has travelled with his Cobra,
but during our interview we counted no less
than 11 different combinations and a story as
colorful as the intricate paint before you.
Ready for this? Yee has also tried the IRS,
a solid-axle swap, the T56, a 4R70W, and a
Powerglide. The car started in the 12s, dipped
into the 10s, has steadily fallen into the 8s and
now has enough trap speed for the 7s with more
setup. At the moment its best pass was the 8.1
at 175 mph that he ran at the 2014 NMRA World
Finals, where he reigned supreme.
With so many different combinations,
it’s no wonder the car is said to have several
thousand passes under its belt.
Yee says, “I don’t know exactly how many
passes I’ve made in it, and I don’t race on the
street anymore, but between the track and the
street I easily have over 2,000 passes. In fact,
the center console and glovebox are overflow-
ing with timeslips.”
To understand what has made Yee an NMRA World Champ and the
owner of the worlds baddest Terminator in 2014, we have to step back
over a decade.
“I was raised in a strict household and was expected to excel at
school, go to college, and pursue a career my parents thought was
respectable. But I got into modifying cars, and that changed everything,”
Yee explains.
A gearhead at heart, Yee applied his vocational skills learned in
class to his turbo Volvo. He always had a knack for going fast and, as
such, turned his Swedish led-sled into a respectable 12-second sleeper.
His love for cars was so strong that he decided his parents’ plan was
anything but correct, so he started down the road to his own definition
of self-fulfillment. This of course caused friction, and Yee was booted
from the nest at the ripe age of 18. Lost but determined, he wrenched on
the side and was trying to find his way in the world.
“I was bussing tables, working on cars and really didn’t know what
I was going to do. The only thing I knew was the day I saw artistic
renderings of the Terminator Cobras in high school, I knew I had to have
one,” Yee explains.
Call it a twist of fate, but in 2004 a local Ford dealer had a new, left-
over 2003 Terminator sitting on the lot. It only took sliding behind the
wheel of the parked car for Yee to realize he couldn’t leave without the
46 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
FEAT SECTHEAD1 JUMP
midnight Mustang.
Yee says, “The moment I slid behind the
wheel, I knew she was the one, so I put every-
thing on the line and bought it.”
He gambled everything he had, but the
first time he hit WOT, nothing else mattered.
“I drove it everywhere and raced it almost
nightly between the dragstrip and the street.
As time passed, I became a better driver and
the car continued to get faster as I gained
experience and added better parts,” Yee
explains.
Yee quickly developed a reputation in Sin
City for bringing his A-game and killing faster
cars in heads-up drag racing. With every pass
he gained more knowledge, and soon people
from all over the area were coming to him for
advice and side work. Eventually the demand
grew so intense that in 2006 he started Voo-
Doo Racing Innovations out of some rented
shop space. As demand swelled, so did his
appetite for more real estate. After three moves
he eventually landed in his current 5,000
square-foot facility, where he now builds some
of the baddest street/strip cars in Nevada.
“Once I really started to see what made the
Modular Ford motors tick, I started applying my Import and Euro knowl-
edge from years prior to the Cobra to see how it responded,” says Yee. As
it turns out, his unorthodox strategies worked well.
“Like the high-boost, small-displacement four cylinder import
motors, I experimented a lot with high compression, unusually large
1 JUMPFEAT SECTHEAD12003 COBRA TERMINATOR
In its current state, the car has run the aforementioned low 8-second e.t. and makes over 1,300 hp at the wheels.
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 47
cams for forced induction and unconventional cam timing.”
He wouldn’t divulge all his tricks, but let’s just say that he spins his
Terminator over 8,000 rpm. The combination of big boost, high com-
pression, and big lobe cam specs leads to an aggressive top-end charge.
In its current state, the car has run the aforementioned low 8-second
e.t. and makes over 1,300 hp at the wheels thanks to a healthy motor
combo built in house. The foundation starts with a Teksid block filled
with JE pistons, Manley rods, and an Eagle crank that’s supported by a
VRI girdle. Up top you’ll find ported heads that utilize Ferrea valves and
Manley valve springs along with VRI custom cams, a Sullivan intake
manifold, and fuel rails. An HPP upper intake plenum and an Accufab
throttle-body round out the induction duties. The motor was built to han-
dle high rpm and big boost, and the VRI-speced, VWR-built turbo system
with the Turbos Direct Garrett GTX 94mm snail sure brings the beans.
All that boost would be useless without copious amounts of fuel, so
VRI created a custom fuel system that utilizes
Fuel Injector Connection–supplied Moran
235-lb/hr injectors, a Weldon 2345 pump,
XRP lines and fittings, Aeromotive filters, and
a JMS PowerMax. A Kenne Bell Boost-A-Spark
brings the fire, while a ProEFI standalone
computer tuned by VRI orchestrates the entire
symphony of speed.
Power is transferred into a VRI-built
Power glide transmission with a PTC torque
converter and Performance Automatic
flexplate that then feeds the twist into a PST
carbon-fiber driveshaft. Inside the built 8.8
solid axle you’ll find Ford Racing 3.27 gears,
a matching carrier, and Strange axles. One
But as Yee emerged from the car trying to hold back his devastation,
a sense of determination fell over him. “There was no way I was going
to abandon the car after all we’d been through, no matter what it took I
was going to rebuild it.”
Thankfully a rear quarter-panel was the fix along with a new coat of
paint and the intricate airbrushing before you. Shortly after the new paint
dried, Yee and his VRI crew of Elton Burnley, Alex Masci, Suresh Shrestha,
Paul Garcia, and Husic Hamo packed up and headed east to the 2014
NMRA World Finals in Bowling Green, Kentucky, to battle with the best
in the country. As mentioned, the small crew out of Las Vegas emerged
victorious after extreme consistency and big backend speed. If you asked
someone from the outside why they did so well, they’d likely tell you that
team VRI had a good weekend—but they’d be dead wrong. This ship built
on hard work and determination set sail over a decade ago, and after
many wins on the local scene the team finally landed on a national stage
and proved capable of running with the best in the industry. That kind of
dedication doesn’t come from simply having a good weekend.
“Buying this car completely changed my life,” says Yee. “Even my
high-school sweetheart turned wife has been along for the entire ride
and is now more of a gearhead than 90 percent of car people I meet, all
because of the Cobra. We even named two of our kids after John Coletti,
Steve Saleen, and other legendary industry names.”
At the age of 18, Frank Yee’s life took a drastic turn. Horsepower was
his salvation, and it took form as a 2003 Cobra. One might say it helped
save his life, but we’d like to think it helped change it. If ever the bond
between man and machine were in question, one just needs to hear this
tale to realize that in this case, oil is as thick as blood.
can’t forget the Mickey Thompson tires on all
corners that wrap Weld front and Exospeed
rear rims with beadlocks.
Now that the car is trapping over 170
mph in the quarter-mile, quality suspension
components are imperative. That’s why VRI
uses a QA1 K-member and front suspension
components along with AFCO rear bits and an
MMR ARB.
Yee continues to march to his own beat
inside the car . . . literally. He says, “Mike Dunn
made the cage and I left the Zeus Hiphon-
ics amp, Pioneer in-dash DVD head unit, and
speakers since it’s still a full-weight street car
that weights around 3,600 pounds and I saw
no use to ditch the stereo.”
Yep, music comes from under the hood
and inside the cabin. How’s that for unique?
The beautiful paint and airbrush work came
courtesy of Las Vegas Devious Designs after a
heart-stopping mishap with a wall at speed.
“In all the years and passes, I’d never had
a problem, but when the intercooler tank
leaked water onto the rear tires, it sent me
into the wall. In that moment, before I could
assess the damage, time stopped and my
heart sank. I thought it was all over,” Yee says.
2003 COBRA TERMINATOR
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 49
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52 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Independence DayWe look at the S550’s new IRS and install FRPP’s drag-oriented IRS hardware upgrade.
BY DALE AMY PHOTOS BY THE AUTHOR
THE S550’s new IRS in stock
form (with the GT’s exhaust
system out of the way) is quite differ-
ent from the Terminator’s, but nothing
earth-shattering here. Various suspen-
sion components and the differential pot
attach to a subframe, which attaches to
the unibody at four points. From the
factory, metal-sleeved rubber
bushings are found at the
subframe-to-body and
52 APRIL 2015 WWW MUSCLEMUSTANGFASTFORDS COM
THES5
for
system out of th
ent from the Ter
ngearth-shattering
sion componentsion compone
attach to a subf
the unibody at
facto
b
s
Blue-anodized aluminum bushing upgrades are available from FRPP either preinstalled in a new
subframe (M-5035-M) as seen here (viewed from the front), or as bushing-only kits to replace the
rubber versions in your S550’s factory setup. Either way, the bushing upgrade requires removing
the whole rear subframe/suspension assembly from the car.
TECH
INDEPENDANCE DAY
Six bolts that attach the driveshaft to the
pinion flange need to be removed. Also, a
small vent tube on the differential needs
to be unplugged. At this point the rear
subframe and its attached suspension
hardware are ready to be unbolted from
the unibody as a complete assembly. Obvi-
ously we’re doing this on a hoist, but the
technicians at Watson Racing assure us
that this can readily be accomplished with
the car on jackstands—an approach they
took trackside many times when develop-
ing the IRS upgrade hardware.
6
54 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
subframe-to-differential mounting
points. Unbolt some rear brake and
damper hardware, along with the
driveshaft, and the whole IRS sub-
frame/suspension can be lowered as
a complete assembly. Sounds simple
enough, right?
That all S550 Mustangs were
destined to wear independent rear
suspension has been common
knowledge for a long time now. Some
of us were happy; others wary. From
a ride and handling perspective, the
advantages of IRS are undeniable, yet
the departure of the faithful old stick
axle is no doubt a point of concern for
hardcore quarter-mile warriors.
No one was able to put those
concerns to the test sooner than the
guys at Ford Racing Performance
Parts. Just as soon as prototype or
preproduction 2015 coupes became
available to them, FRPP headed out
to nearby Milan Dragway, slapped on
a set of sticky slicks, and proceeded
to test the S550 IRS to its launch
limits—and beyond. As we docu-
mented briefly in a previous article
(“Launch Party,” Mar. ’15), once those
limitations were recognized, FRPP
was quick to come up with fixes that
are already available through regular
Ford Racing outlets.
To recap, during FRPP’s testing,
two concerns were noted. First,
stock rear suspension rubber bush-
Shown from behind, this look at PN
M-5035-M details the aluminum bushing
hardware preinstalled at the four points,
where the differential centersection
mounts to the subframe. Aside from all the
installed bushings, this subframe is abso-
lutely identical to the Mustang production
line version.
1
Once the after-cat exhaust is off, initial
disassembly steps take place in the wheel-
wells and involve nothing more compli-
cated than unbolting support brackets for
the rear brake line and parking brake From
there, removing and hanging the calipers
complete with their brackets. Note that
the brake line and e-brake cable remain
attached to the caliper assembly.
2
Two bolts securing the aluminum top
shock brackets to the unibody are then
removed (the shock remains bolted to the
lower control arm at its bottom end.)
3
7
The fixture’s pair of precisely machined
spikes slide into existing holes in both
the subframe itself and the body’s frame
sections; however, their only purpose is
to keep a subframe that still utilizes the
stock rubber bushings in proper alignment
during reinstallation. Incidentally, the Wat-
son crew named this fixture Buffy because
of these vampire-killing spikes. But we
repeat: Installation of a subframe with the
upgraded aluminum bushings in place
doesn’t need such a fixture, since the new
bushings effectively align the subframe
themselves. Here’s why the difference . . .
At the subframe’s front mounting points,
a small support bracket on each side is
unbolted from the unibody frame section.
The large blue bolt in the shot is one
of the four beefy fasteners securing the
subframe to the unibody.
4
If you’re doing this at the track or at home
in the driveway, a jack would need to be
placed under the differential while the
subframe is unbolted. In our shots you’ll
see a tubular fixture in use; you don’t need
this fixture. With its two vertical locating
pins, this rig was developed by Watson
Racing specifically to help reinstall IRS
subframes still wearing their OEM rubber
bushings. This fixture is not necessary to
install a subframe with the FRPP alumi-
num bushings in place.
5
79-93 Mustang S6000EM
Strange externally adjustable rear shock................................... $70
87-93 Mustang S6001EM
Strange externally adjustable front strut - V8 Only.................... $120
94-04 Mustang S6004LM
Strange externally adjustable rear shock
Will not fit IRS Cobra................................................................ $70
94-04 Mustang S6005LM
Strange externally adjustable front strut.................................. $120
05-14 Mustang S6008LM
Strange externally adjustable rear shock................................... $90
05-14 Mustang S6008LMS
Strange externally adjustable rear shock
For cars lowered 1 to 1 1/2”..................................................... $90
05-10 Mustang S6009LM
Strange externally adjustable front strut................................... $140
11-14 Mustang S6011LM
Strange externally adjustable front strut................................... $140
Coil-Over Kit for 79-04 Mustang Strut S6001
Includes aluminum body, spring seat, jam nut and bearings
Services one strut...................................................................... $71
1987-93 (V8 only) & 94-04 Mustang* S2041
Double adjustable steel coil-over struts............................... $499 each
2005-14 Mustang** S2043
Double adjustable steel coil-over struts............................... $499 each
1982-92 Camaro / Firebird S2061
Double adjustable steel coil-over struts............................... $499 each
2010-14 Camaro** S2063
Double adjustable steel coil-over struts............................... $499 each
* For 94-04 applications that have been lowered 1”
** Body does not have sway bar mounts - Call if required
All struts include spring seat bearings Require 14” spring - Sold separately
Don’t Just Race...
Strangeeng.net 847.663.1701
Strange Double Adjustable Shock Package: Includes 1” wide*
Teflon lined high mis-alignment
bearings, spring seats, jam nuts,
Hyperco springs, and spring seat
bearing kit.....$660 pkg
INDEPENDANCE DAY
56 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
ing compliance contributed to axle
hop under high-traction, strip-style
launches. Second, on a blown test
GT putting out in excess of 600
hp, the FRPP crew experienced an
IRS half-shaft failure. Aluminum
bushing packs were engineered
to address the first issue, while
upgraded half-shafts solved the
latter.
Late last October we got an elev-
enth-hour invitation to watch and
document as FRPP’s IRS bushing
and axle upgrades were installed at
Watson Racing. This new GT coupe
was headed to Las Vegas and was
going to be displayed on its side in
Ford’s SEMA booth. This oppor-
tunity gave us an early chance to
not only see what’s involved in
installing FRPP’s upgrades but also
to get an introductory overview of
the Mustang’s new IRS architecture.
IRS is here to stay, so consider this
a primer on its general layout and
a basic idea of the wrench work
needed to make it shrug off the spe-
cific demands for dragstrip use.
These IRS mods, by the way,
have been very effective, as proven
by Ford Racing’s much-viewed “.99
Challenge” video (youtube.com/
watch?v=Kulx2AfNZuY), where the
2.3L EcoBoost test car can be seen
launching with daylight underneath
its front tires.
. . . The inner sleeve diameter on the
factory bushing (left) is much larger than
the mounting bolt’s shaft and, without the
alignment fixture, would permit skewing of
the subframe and suspension components
on the body. FRPP’s replacement bush-
ings, by comparison, have a tight fit to the
mounting bolts’ shafts, thereby keeping
the subframe square. Why do we burden
you with all this info when this fixture
is not necessary to install the upgraded
bushings? Just so you’re aware that if you
ever remove an S550 IRS subframe and
then try to bolt it back up with the stock
rubber bushings in place, you could have a
major alignment issue.
8
Here’s a front view of the complete IRS as-
sembly after its been removed. From here,
simply unbolt all of the suspension com-
ponents, remove the differential pumpkin
from the factory subframe, and substitute
the FRPP subframe with its upgraded
bushings. Sine this car was SEMA-bound,
FRPP’s soon-to-be-released coil springs
and antiroll bar also went in place of the
factory components.
10
Compare the Ford Racing upgraded half-
shaft in the foreground with its factory
counterpart. The center shafts (or axle
bars) are made of a proprietary material
said to be stronger than 300M steel and
are machined to eliminate the stock
shaft’s potential stress risers. The shaft
ends are hardened billet steel bolted to
hardened CV joints that are notably larger
than the factory CVs. These axles were
codeveloped with G-Force, which manufac-
tures them to Ford Racing specs. Breakage
shouldn’t be an issue, and the axles carry
a lifetime warranty through G-Force.
12
Among the first to come off are the axle
nuts. In typical IRS form, the half-shafts
spline into hubs bolted to the rear
uprights. The factory axle nuts are torque-
to-yield and can’t be reused; however, the
FRPP upgraded shafts come with conven-
tional, reusable hardware.
11
As the IRS
assembly is
lowered, the coil
springs can be
removed from
their perches in
the lower control
arms.
9
Ford Racing’s Jesse Kershaw describes
the upgraded axles as being similar to
the Level 5 Outlaw axles G-Force offers
for Camaro. “We decided to go with the
best materials available rather than have
staged axles, because the cost difference
to upgrade the components was less than
the labor time to replace them. With a
significant install, we wanted to go with
the best from the start.”
13
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Prices good through 3/1/15 • Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. ©2015 AUTOSALES, INC. SCode: 1504FF
P-SuThSy
Ke
as
58 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
INDEPENDANCE DAY
TECH
Unlike the Terminator, the S550 uses an
“integral link” IRS design now becoming
common across many Ford platforms.
The design uses aluminum lower H-arms,
steel upper camber links, toe links, and
vertical integral links. The integral link
spans between the H-arm and the top of
the upright and is known to be effective
at controlling wheelhop under hard ac-
celeration.
14
As its name suggests, rear camber can
be adjusted at the inboard (subframe)
end of the two camber links. The camber
links are side-specific and are marked L
or R. The toe and integral links are not
side-specific.
15
Here, the H-arm and all links have been
unbolted from the upright, and the half-
shaft disengaged from the hub.
16
Inboard, the shafts take a bit of persua-
sion; simply pull straight out of the
differential housing. Below the tech’s hand
you can see the diff vent tube.
17
Among the final pieces to come off the
subframe are the cast aluminum H-arms.
The rear coil springs rest in these arms
atop rubber isolators.
18
Once all suspension hardware is off, four
bolts securing the diff are removed and
the old subframe is lifted off, leaving the
pumpkin resting on the jack. Again, since
this car was headed to SEMA, the bare
iron on the diff was painted black prior to
reassembly.
19
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As mentioned, aside from the installed,
upgraded bushing hardware, FRPP’s
M-5035-M subframe is identical to those
installed at the Flat Rock factory.
20
The four diff mounting bolts go in from the
rear. We’re not mentioning torque specs or
getting into detailed step-by-step in this
overview because Ford Racing’s kits will
supply end users with a detailed instruc-
tion manual.
21
The upgraded aluminum bushings, the
axleshaft, and this car’s new rear antiroll
bar and coil springs are all finished in
Ford Racing blue.
22
INDEPENDANCE DAY
TECH
With all the suspension components reinstalled, the now drag-worthy IRS is ready to be
bolted up to the unibody. The whole swap process took just a couple hours in the Watson
Racing shop.
23
An installed shot looking straight up, just to help get your head around the S500’s IRS
layout. The pale blue bolts are the subframe-to-unibody fasteners.
24
Our parting shot shows an installed exhaust system routing through the IRS. This is just
one of three new S550 exhaust options from FRPP. But that’s a story for another day.
25
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866-646-7766MADE IN USA
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.
s2ENEGADECCmOWS#&- LIFTANDAVERAGESASTOUT#&-INCREASEGAINOVEROURRETIREDCCDESIGNFROMTOLIFTWITHa 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.
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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
Adjustableguideplates for
perfect rocker arm alignment.
www.airflowresearch.comVisit our website for a free catalog & decals
866-646-7766
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.
s2ENEGADECCmOWS#&- LIFTANDAVERAGESASTOUT#&-INCREASEGAINOVEROURRETIREDCCDESIGNFROMTOLIFTWITHa 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.
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Adjustableguideplates for
perfect rocker arm alignment.
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#&-IMPROVEMENTTHISSMALLERINTAKERUNNERflows more than our previous 225cc head.
SourcesFord Racing Performance Parts
fordracingparts.com
Watson Racing
855.928.7223
watsonracing.com
BUSHINGS À LA CARTE?Buying Ford Racing’s two alu-
minum IRS bushing upgrades as
standalone kits is cheaper than
buying them prefitted onto a
new subframe (PN M-5035-M),
but will add to the project’s
labor total. Swapping in the
bushings first requires cutting
out the OEM rubber bushings
and their steel sleeves—be-
ing careful not to damage the
subframe. The new differential
mounting bushings can then be
installed without a press, but
the subframe-to-body bushings
will have to be pressed into the
subframe. Nevertheless, it’s good
to have choices.
This is the kit for the subframe-to-
unibody interface (PN M-5872-M).
This is FRPP’s bushing kit for the
subframe’s differential mounting
points (PN M-4425-M).
GTS II
Stock Look w/ Bolster Support
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The highlight of the blower upgrade was the
efficient Kenne Bell twin-screw supercharger.
64 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Mod Motor Math3V + B = HPBY RICHARD HOLDENER PHOTOS BY THE AUTHOR
THE Ford mod motor evolved
from humble beginnings
into the amazing Coyote and 5.8L GT500
motors we have today. With the normally
aspirated, 5.0L Coyote up at 420 hp and
the 5.8L GT500 mil pumping out 662
hp, mod motors have reached serious
power levels. Today’s mod motors have
come a long way since the introduction
of the OHC 4.6L in 1996 (in the Mustang).
Midway between the original non-PI 4.6L
and today’s modern muscle was the 4.6L
Three-Valve. When introduced, the Three-
Valve brought on variable cam timing to
the mod motor family, possibly to make
up for the lack of the extra exhaust valve
(compared to the Cobra motor). The vari-
able cam timing allowed the Three-Valve
to combine four-valve peak performance
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MOD MOTOR MATH
TECH
with superior average torque produc-
tion. Unfortunately for owners of
2005-2010 models, when Ford rein-
troduced the famous 5.0L (Coyote),
the Three-Valve was set on the past
performance shelf next to the PI Two-
Valve and B-headed four-valve.
Fear not, Three-Valve fans. We
have one simple addition that can
significantly increase the output
of your 4.6L. We all know that mod
motors respond well to boost, and the
The standard (Stage 1) kit included a
2.6L blower and was good for 509 whp
(up from 285) at 8.5 psi (using 91-oc-
tane, more with 93-octane).
1
The inlet on the Stage 2 kit accepted a
larger throttle-body that increased boost
by roughly 0.5 psi. The result was a jump
in power to 526 whp (still on 91-octane).
3
The ininletlet on the Stage 2 kit accepted a
33
Three-Valve is no exception. We all
recognize that in the mod-motor hier-
archy, the Three-Valve was already
significantly better than either of
the Two-Valve motors. An argument
might even be made that the variable
cam timing offset the missing valve
offered by a four-valve Cobra motor.
The upshot of this discussion is that
the Three-Valve can make serious
power with nothing more than a
blower upgrade. Big deal, you say?
The Stage 1 kit featured a fuel system
upgraded that included a (boost-activat-
ed) Kenne Bell Boost-A-Pump feeding a
set of 42-pound injectors. This simple
but effective fuel system upgrade was
capable of supporting over 650 whp.
2
The 2.6L will support nearly 1,000 hp, but
for serious power the larger 2.8L Mam-
moth kit is the way to go. Note the differ-
ence in the inlet on the larger (polished)
supercharger.
The 2.6L will support nearly 1,000 hp, but
for serious power the larger 2 8L Mam-
MOD MOTOR MATH
TECH
Everyone knows a blower will add
a ton of power, you say? While it is
not surprising that a supercharger
will significantly increase the power
output, what is surprising here is
the definition of significantly. How
much power does it take to impress
Three-Valve owners? 100 hp, 200 hp,
or how about 300 hp? What if we told
you the blower upgrade was worth
over 500 hp (a gain of nearly 200
percent), all with stock heads, cams
and compression?
By now, all the Three-Valve
owners should be salivating, and if
not, we can direct you to a couple
of nice feature articles in the latest
issue of Cat Fancy. Think about it.
This Kenne Bell twin-screw blower
upgrade improved the power output
of the 4.6L Three-Valve from 285
wheel horsepower (whp) to over
805, but, as always, that was only
part of the story. Through extensive
testing, Kenne Bell has managed to
come up with different stages and
upgrades catering to anything from
a stone-stock motor to a fully built
race machine. Naturally all of these
upgrades were dyno verified, starting
with the Stage 1 Kenne Bell kit that
featured the 2.6L twin-screw super-
charger. This kit included KB’s pat-
Regardless of the displacement
of the supercharger, each featured a
dedicated air-to-water intercooler. Cooler
charge temps reduce the chance of deto-
nation and allow increased boost levels for
any given octane rating.w
4
Positive displacement superchargers are
very sensitive to inlet restrictions. The best
supercharger in the world won’t produce
boost if you can’t feed it the necessary
airflow. Kenne Bell offered a wide range of
throttle body upgrades, including the mas-
sive 168mm oval blade that flowed 2,150
cfm, which is enough to support 1,500 hp.
5
airflow. Kenne Bell offered a wide range of
throttle body upgrades, including the mas-
sive 168mm oval blade that flowed 2,150
cfm, which is enough to support 1,500 hp.
6
ented Boost-A-Pump (BAP), 42-pound
injectors, and precision calibration to
allow 8.5 psi of boost that increased
the power output of the Three-Valve
from 285 to 509 hp (using 91-octane
fuel). Stage 2 added a high-flow,
130mm throttle-body that upped
the boost pressure to just over 9 psi,
where the combination pumped out
526 whp.
The Stage 2 system was capable
It is hard to believe that all of the super-
charged power was sent through these
stock exhaust manifolds.
MOD MOTOR MATH
TECH
of much more power, but things get
serious when you step up to the
larger 2.8L blower and Mammoth
intake. With no change in the 2.6/6.5-
inch pulley combination, this pushed
peak pressure to 10 psi and power to
566 whp (on 93-octane). Given that
the 2.8L will support over 1,000 hp,
it is possible to up the power output
with nothing more than a pulley
swap.
Since we went looking for big-
time power out of this Three-Valve
motor, internal changes were made
to facilitate the new power level. The
stock test motor was turned over to
Sean Hyland Motorsports (SHM) for
fortification. The order from Kenne
Bell was to keep every parameter
stock, just upgrade the internals to
withstand the elevated boost and
power levels. SHM obliged with a
Teksid block stuffed with a Cobra
crank, forged rods, and pistons. The
rotating assembly retained the stock
displacement and compression, and
to this SHM installed a set of as-cast
(stock) Three-Valve heads, cams,
and intake manifold. Basically the
motor was a forged stocker, capable
of withstanding the 25-plus psi of
boost required to reach the 800hp
goal. However, it should be noted that
To increase power and cooling and
eliminate the cavitation of the stock water
pump, Kenne Bell added this Meziere
electric water pump.
8
To increase power andd cocooliolingng and
8
Testing with the cats revealed that they
were worth as much as 20 hp at the 750hp
level.
7
Testing with ththe cats reeveavealedled that they
77777
Dyno ResultsTwisted Wedge 11R with 205cc CNC Competition Ported Runners
Test Engine: 11.59:1 compression 427 c.i.d. with Trick Flow Twisted Wedge® 11R 205 cylinder heads (TFS-52615601-C03), Trick Flow Track Max® hydraulic roller camshaft (TFS-51403005),
1.72 ratio roller rocker arms, Edelbrock Super Victor intake manifold, Hooker headers with 17⁄8" primaries, 3" dual exhaust with Flowmaster muffl ers.
Airfl ow ResultsTwisted Wedge 11R with 205cc CNC Competition Ported Runners
Lift Value Intake Flow CFM Exhaust Flow CFM
.100" 71 60
.200" 140 111
.300" 208 150
.400" 261 185
.500" 298 212
.600" 321 227
Tests conducted at 28" of water (pressure). Bore size: 4.030"66cc CNC-profi led combustion chambers; exhaust with 13⁄4" pipe.
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Trick Flow’s new Twisted Wedge® 11R 190 and 205 series cylinder heads for small block Ford deliver even more power thanks to new valve angles, restructured combustion chamber arrangements, race-inspired CNC-ported runners, and more—all engineered, machined, assembled, durability tested, and dyno proven in the USA to help your car stay ahead of the pack.
MOD MOTOR MATH
TECH
the SHM forged test motor produced
within 2 hp of the factory Ford motor
in normally aspirated trim.
The internally fortified SHM
motor received a few additional
modifications before the boost was
cranked up. First on the list was a
Centerforce clutch, as the stock one
was not happy with big boost. Next
came a Meziere electric water pump
(good for as much as 25 hp during
testing), which eliminated pump
cavitation caused by the oversized
crank pulley from ATI required for
the elevated boost levels. The blower/
crank pulley combination was altered
to increase the peak boost pressure
to 20 psi, and the tank was filled
with C16 race fuel. The stock fuel
pump/BAP and 42-pound injectors
were ditched in favor of a dual-pump
system from the Shelby GT500 and a
set of 1,000cc squirters from Injector
Dynamics. As with the stock pump,
the Shelby system was augmented
with a 17V Kenne Bell BAP. Even
with the stock fuel lines and rails,
the new fuel system was capable of
supporting over 800 whp and can
be upgraded to 1,000 hp with the
addition of a 20V BAP. Equipped with
a 6.5-inch crank pulley and 3.0-inch
blower pulley, the supercharged
In addition to the air-to-water intercooler,
the Kenne Bell supercharger featured
liquid cooling technology to reduce the
temperature differential between the (cool)
inlet and (heated) discharge sides of the
rotor pack.
9
To maximize power, the SHM 4.6L, Three-
Valve test motor was equipped with a 2.8L
Mammoth supercharger kit and 168mm
throttle body.
10
Buying Smart Starts Here
Reviews + Research + Pricing Tools & Much More...
74 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
MOD MOTOR MATH
TECH
Three-Valve produced 716 hp and 614
lb-ft of torque.
The next test involved replacing
the C16 race fuel with E85. Pumped
right from the local station, the E85
offered an increase in power (with
no change in pulley ratio or boost)
to 743 hp. This came with the same
Lambda mixture and timing, mean-
ing additional power was avail-
able with a slightly leaner mixture.
Compared to a safe tune (timing and
fuel) and boost level on pump gas,
the E85 upgrade was worth an extra
11 psi and nearly 200 hp. Think about
that for a minute. The E85 offered a
reduced caloric content, meaning it
took more fuel to make the power,
but the big benefit was the effec-
tive octane rating that allowed us
to safely and dramatically increase
the boost pressure. The fuel system
was up to the task of supplying the
additional E85 fuel at this power
level, and tune was easily altered to
accommodate the E85. This particu-
lar Mustang was driven daily (for the
last two years) on E85 with excellent
results, and woe to any Camaro or
Corvette who tries to best this little
Three-Valve GT!
The final test involved a switch
back to C16 (though the power is
11
12
WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 75
possible on E85). The pulley ratio
was once again altered to increase
boost with the installation of a
2.75-inch blower and 7.5-inch crank
pulley (drive ratio of 2.73:1). This
blower speed resulted in a peak
boost pressure of 26 psi where the
supercharged Three-Valve produced
805 hp and 746 lb-ft of torque. There
was a touch of clutch slippage on this
run, which may require even more
Increasing the boost was a
simple matter of changing
the blower and/or crank
pulley to speed up the
supercharger. The boost
was cranked up as high as
20 psi on E85 and 26 psi
race gas.
Kenne Bell’s own Ken
Christley was on hand to
ensure that not only did
the Three-Valve make the
necessary power, but it did
so with acceptable street
manners. No easy task on a
daily driven GT using E85,
1000cc injectors, and 20
psi of boost.
76 MONTH 2014 WWW.MUSCLEMUSTANGFASTFORDS.COM
MOD MOTOR MATH
TECH
clamping force to continue testing at
elevated power and boost levels.
What did we learn from this test
besides some new mod-motor math
that shows that three V (valve) plus B
(boost) equals serious HP? We learned
the flow potential of the stock fuel lines
and rails, the amazing ability of a BAP,
and the importance of minimizing
intake restrictions. Even more amazing
was the fact that all of this power was
channeled through the stock exhaust
manifolds and cats.
KENNE BELL SUPERCHARGED
BLOWER
SIZE
KB KIT OCTANE PEAK
BOOST
n/a (stock) n/a 91 0
2.6L Stage 1 91 8.5
2.6L Stage 2 91 9.0
2.8L Mammoth 93 10.0
2.8L Mammoth C16 20.0
2.8L Mammoth E85 20.0
2.8L Mammoth C16 26.0
13
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INVENTED, ENGINEERED
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SUBSCRIBYOUR 4.6 AND 5.0 POWER SOUR C
WE PICK ’EM: 10 HOTTEST STANGS OF 2012
A JET RECORD-BREA
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WHP
OBOSS!
Follow us on
Centerforce
928.771.8422
centerforce.com
Kenne Bell
909.941.6646
kennebell.net
Meziere Enterprises
800.208.1755
meziere.com
Sean Hyland Motorsports
519.421.2291
seanhylandmotorsports.com
Sources
THREE-VALVE TEST RESULTS
WHP PULLEY
SIZES
NOTES
285 n/a
509 3.6/6.5
526 3.6/6.5 Larger TB
566 3.6/6.5 Larger SC & inlet
716 2.75/6.5 Blower pulley
743 2.75/6.5 E85
805 2.75/7.5 Crank pulley
With the Centerforce clutch holding
on for dear life, the supercharged GT
pumps out an amazing 805 whp and
746 lb-ft of torque. After we saw these
numbers generated with the stock
heads, cam, and intake and the 2.8L
supercharger, talk immediately turned
to stepping up the program with
ported heads, Comp cams, and the
larger 3.6L.
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Our starting point is a 2004 P71 Two-Valve
motor with an Edelbrock single-plane intake
and nitrous system. The motor had about
80,000 miles on it when it was removed from
the P71. This was the original engine, and it
burned a piston on a nitrous pass with about
180,000 miles on the clock, after hundreds of
nitrous runs.
80 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Would You Like Some Cams With Your Juice?We test a pair of Comp Cams off-the-shelf 4.6L Two-Valve cams on a stock PI motor with nitrous.
BY PATRICK HILL PHOTOS BY THE AUTHOR
WHEN it comes to cams and
Two-Valve power
improved motors, things can be tricky
outside of bolting on some sort of power
adder. Trying to get more power from a
naturally aspirated 4.6L Two-Valve can be
tough because of the flow limitations of
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WOULD YOU LIKE CAMS WITH YOUR JUICE?
82 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
the factory heads.
Since the PI motors were intro-
duced in 1999, the aftermarket cam
companies have worked hard to find
profiles and patterns that would agree
with the factory heads and give the
Two-Valve 4.6L extra punch. Today
there are some great grinds out there
that work well with stock heads and
other bolt-on improvements for these
engines. To find out more, we talked to
Aaron Mick at Comp Cams. We asked
him to fill us in on some of the issues
with installing bigger cams for Two-
Valve applications.
Mick said, “Duration, lift, and
lobe separation all affect piston-to-
valve clearance, and these engines
are pretty limited on clearance. The
mod motor cams will typically be
in the 230s to 240s at 0.050-inch
duration depending on the setup. But
when we use that much duration we
can’t tighten the lobe separation up
very much, which the mod motors
respond to very well. Lift is basi-
cally a byproduct of what duration
you select. You want it to be good
enough to make the head flow, but
that’s about it. It’s pretty much the
least important spec for both power
and clearance. The problem comes
in, though, when you increase the
duration these engines need to make
power, you are limited to lower lift
and wider lobe separation angles.”
After the battery was disconnected and
the serpentine belt removed, the first big
step is pulling the valve covers. We didn’t
have to pull the fuel rails to get them off,
but we did have to unplug the harness
from the injectors. On the driver’s side
it was a bear getting the cover off past
the master cylinder and hydroboost as-
sembly, so be patient with that one when
removing.
1
If your motor has a lot of miles on it, this
is a great time to swap in a new water
pump while it’s easily accessible. We
picked up a new one from Summit Racing
Equipment, an EMP/Stewart Components
high-volume unit (PN EMP-STE50046S). If
you have a 2001 Mustang, make sure you
verify whether you have an early or late
style of water pump before ordering yours.
3
The timing gears have marks on them
that align with specially colored links on
the timing chain to get everything in time
before removing the timing chains. You can
see the discoloration on the one link com-
pared to the others. Because the mark on
the chain was a bit faded, we went ahead
and used a paint marker to highlight the
marks to help us see them better.
4
With the power steering pump out of
the way, the front timing cover could be
unbolted and removed
5
The “gear” is the reluctor wheel for the
timing sensor. It simply slips onto the
crank snout to be removed.
6
The hydraulic tensioners for the timing
chains are marked R for the right (pas-
senger side) of the engine and L for the
left (driver side). They use pressurize oil
from the block to hold tension against the
chains to take up slack from chain wear.
You have to use a pair of big vise grips
to compress the piston enough to get the
chain guide out of the way and take the
tension off the chains for removal. Then
they unbolt from the block.
7
To get the front timing cover off, the power
steering pump has to be unbolted from
the front of the motor. Once the pump is
out of the way, the balancer can be pulled
off the crank, and the front timing cover
unbolted and removed.
2
WOULD YOU LIKE CAMS WITH YOUR JUICE?
84 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
TECH
The factory Two-Valve PI cams
spec out at 0.512/0.540 lift, with
duration at 0.050 of 200/204, and a
very wide lobe separation angle in
the 116-118 neighborhood. Compare
this to the XE268 cams we chose
for our install, which spec out at
0.500/0.500 lift, with duration at
0.050 of 230/236, and lobe separa-
tion angle of 114 degrees. Yes, less lift
than the factory cam, but at the same
time the valves are staying open
much longer, allowing for more air/
fuel charge to enter the cylinders and
more exhaust gases to be removed.
Besides the actual cam profile,
the aftermarket cams have other
advantages over factory units. Mick
explains, “Our cam cores are ground
from a solid-billet piece and then
gun drilled. This makes the core far
more robust, and it will hold up under
increased spring pressure and higher
rpm usage. Ford doesn’t do it this way
simply for cost reasons.”
To see what a cam swap would
do, we grabbed a 2004 GT running
a stock PI motor out of a P71 Crown
Vic, with an Edelbrock single-plane
intake installed along with a hundred
shot of nitrous. Our baseline at the
track was a 12.58 at 109 mph, and on
the chassis dyno it produced 269 hp
and 272 lb-ft of torque. On a hundred
shot of nitrous, it made 377 hp and
411 lb-ft of torque.
With the tension off the chains, they can
be slipped off the cam gears and the main
crank gear.
8
The nylon chain guides/tensioner arms
hold pressure against the chain to keep
the timing accurate. Ours had over
100,000 miles on them, and to reuse
them seemed silly and unsafe considering
how hard we were going to be turning the
motor. We picked up Trick Flow Specialties
tension arm and chain guide kit (PN TFS-
51800517) from Summit.
9
Sometimes vise grips won’t do the job get-
ting the hydraulic piston on the tensioner
to compress so you can get the chain
off. In that case, a good pry bar pressing
against the tension arm will do the trick.
10
With the chains removed, the camshaft
retaining towers can be unbolted, and then
the old cams removed. That allows you to
remove the cam followers (pictured) and
the hydraulic lash adjusters. The bolts
need to be loosened in a cross pattern to
relieve the tension on them evenly, oth-
erwise they might bend or distort, which
will create problems down the road when
installing the new cams.
11
The factory cams have a spacer on them
you have to reuse on the new cams. The
spacers go behind the cam gears. Be sure
not to lose this one, but just in case, Trick
Flow sells replacements under PN TFS-
51800503.
12
Trying to reuse the original hydraulic
tensioners is a royal pain; save yourself
time and frustration by getting Trick Flow’s
2V timing set (PN TFS-51800520). It
comes with new chains, cam gears, crank
gear, chain guides, tensioner arms, and
hydraulic tensioners. The tensioners come
fully compressed and are held that way
by the pin you see in the photo. (Note: Do
not pull the pin until you have the tension
arms, chain guides, and chains installed.
Once everything’s in place, then you can
safely pull the pin to set the tensioner.)
13
With the cams out, we could remove the
cam followers and the hydraulic lash
adjusters.
14
continued on page 88
WOULD YOU LIKE CAMS WITH YOUR JUICE?
TECH
Here’s how things look with our new ten-
sioner, arms, and chain guide installed.
16
Before installing the new cams, we lubed
up the cam guides with engine assembly
moly paste so they wouldn’t be dry on
initial startup.
17
For cams, we went with Comp Cams’
XE268H cams. We wanted to go bigger,
but our factory pistons dictated our max
lift. The 4.6L Two-Valve PI motors came
with four types of pistons from the factory,
each with a different dome/compression.
The only way to know which pistons you
have is to pull the heads, a costly and
complicated operation. We knew the max
lift of 0.500/0.500 on the 268s would
be safe no matter what piston we had.
The 268 features a LSA of 114 degrees,
duration at 0.050-inch of 230/236, and an
optimal powerband of 1,600-5,600 rpm.
18
Our lash adjusters were all fine, so we reused them. Before reinstalling them we used a vise to
compress them so that installing the followers would be easier.
15
continued from page 84
NO-COSTSOFTWARE & FIRMWARE
UPDATES AT HOLLEY.COM!
90 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WOULD YOU LIKE CAMS WITH YOUR JUICE?
TECH
Because we’re going to
be turning our Two-Valve
pretty hard with and
without nitrous, we didn’t
trust the factory powdered
metal cam gears to really
withstand the abuse. For
extra peace of mind and
strength, we picked up a
set of Trick Flow billet cam
gears (PN TFS-51800516).
19
A new item for Two-Valve motors we
spotted at the 2014 SEMA Show was this
adjustable cam gear set from Comp Cams.
By the time this story goes to print they’ll
be available through Summit under PN
CCA-10254.
20
Our XE268 cams would totally overwhelm
the factory valvesprings, so new ones
had to be installed. We went with a set
of Comp Cams’ beehive modular springs
(PN 26125). They run with 120 pounds
of pressure closed, at an installed height
of 1.640-inch, and open pressure of 275
pounds, with a max lift rating of 0.600-
inch. This spring is ideal for street/strip
applications, with a rate of 258 that will
keep valve float at bay through the entire
rpm range. The springs came with new
steel retainers from Comp that reuses the
factory valve locks.
21
Past experience has shown us reusing old
followers (left) on a new cam will usually
cause the followers to fail, ultimately
wreaking havoc inside the engine. We
picked up a set of new Trick Flow cam
followers (right; PN TFS-51800510). Trick
Flow also has a follower/lash adjuster kit
if you need those too (PN TFS-52900515).
22
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92 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WOULD YOU LIKE CAMS WITH YOUR JUICE?
TECH
These are the timing marks mentioned
earlier. The colored link on the timing
chain matches up with the dots on the
cam gears, then another pair of colored
links matches up with the mark on the
crank gear. The cam gears are also unique
to the left (driver-side) cam and the right
cam. The passenger-side gear has holes
in it (pictured), while the driver-side gear
is solid.
26
The new crank gear slides onto the crank,
then the spacer we showed in the previous
photo. Once the chains are in place you
can reinstall the timing sensor gear.
24On the right is the factory
crank sprocket and on the
left our new Trick Flow steel
gear. The factory gear is one-
piece, while the Trick Flow
gear comes in a two-piece
configuration, namely the
actual gear and the spacer
that goes in front of it. Don’t
forget to install the spacer
prior to installing the timing
sensor gear/reluctor.
23
Even with the chains lined up according to
the timing marks on the gears, once you
release the tensioners it causes things to
move and can throw your timing off by a
tooth. We learned this the hard way. What
it took was a special tool off the local
Snap-On truck to lock the crank in place
so it and the chains can’t move when ten-
sion is applied.
25
COLUMBUS
Saturday, 9am to 6pmSunday, 9am to 3pm
Ohio Expo Center1-71 & 17th Ave., Columbus, Ohio
Info: springswap.comRichard: 614-309-1256
Sandy: 614-235-5833
94 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
WOULD YOU LIKE CAMS WITH YOUR JUICE?
TECH
SourcesComp Cams
800.999.0853
compcams.com
Kesatie Motorsports
941.378.1630
kesatiemotorsports.com
Summit Racing Equipment
800.230.3030
summitracing.com
Trick Flow Specialties
888.841.6556
trickflow.com
After taking the Mustang to Matthew Kesatie at Kesatie Motorsports in Bradenton, Florida,
for a tune that would get the most out of our new cams, we strapped the Mustang on the
dyno to see what we had at the wheels with and without the nitrous. We were shocked by
what the dyno was telling us. Without nitrous the car made a peak of 272 hp, and 276 lb-ft
of torque on the peak side. On nitrous we had 375 hp and 418 lb-ft. We lost 2 hp from
baseline but picked up 7 lb-ft. But on the street, our seat-of-the-pants dyno said the car felt
way more responsive and significantly better at part throttle. We even tried a different dyno
(same brand as the first, Dynojet) and got identical results. Still scratching our heads, we
went to the track to see what the quarter-mile would tell us.
On our first run at the track, the Mustang ran a 12.45 at 115
mph on a hundred shot of nitrous. The car’s previous best
was a 12.58 at 109 mph; that’s a 0.13 gain in e.t. and 6 mph.
So, despite the results on the chassis dyno, our new cams
had the 4.6L making more power across the board. Our 60-
foot was only a 1.99, which told us there was still plenty left
to better our quarter-mile times. After a few runs playing with
an additional 2 psi in the tires, we got our best pass, running
12.36 at 112 mph. Although on the dyno it did not look like
we picked up a lot, there was no arguing the track results.
Our next step will be to get a set of Comp Cams’ new adjust-
able two-valve cam gears and see if we can play around with
cam timing for even more power.
Once the chains are installed and every-
thing is in time, and the crank is locked,
the pin can be pulled from the hydraulic
tensioners, which allows tension on the
chains and locks everything in place. On
first startup you might hear a little chain
noise, but that will quickly go away once
oil pressure feeds into the tensioners.
27
With the cams all set, we reinstalled the
timing cover, then the balancer and rest of
the front accessories. One of our plastic
factory cam covers had a big crack in it, so
we decided to ditch the plastic in favor of
Trick Flow’s cast aluminum modular Two-
Valve cover set for Romeo built engines
in black (PN TFS-51811801). This is
where some factory goofiness comes into
play on Two-Valve motors. Engines built
at the Romeo plant used 11 bolt valve/
cam covers, while engines built at the
Windsor plant used 13 and 14 bolt covers.
The Trick Flow part number for those is
TFS-51811802. Both applications also
come in a silver finish, and the covers can
fit engines with either left- or right-side oil
fill provisions.
28
BRAKES
SPORT MUSCLE SHIFTMUSTANG: 18" 20"
©2015 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
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HPS High Performance Street Pads
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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)
HURST STUNNERMUSTANG: 20"
HURST DAZZLER 20X8.5MUSTANG: 20"
SPORT MUSCLE NITRO 5MUSTANG: 18" 20"
Proud Sponsor of
F.R. GT TRACK PACKAGEMUSTANG: 19"
F.R. BULLITT 18MUSTANG: 18"
B2 DENARO17 18 19
PO PRODIGO18
FS FASTOSO18 19 20
HY HYBRIS17 18 19 20
BRAKES
SPORT MUSCLE SHIFTMUSTANG: 18" 20"
©2015 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)
HURST STUNNERMUSTANG: 20"
HURST DAZZLER 20X8.5MUSTANG: 20"
SPORT MUSCLE NITRO 5MUSTANG: 18" 20"
Proud Sponsor of
F.R. GT TRACK PACKAGEMUSTANG: 19"
F.R. BULLITT 18MUSTANG: 18"
B2 DENARO17 18 19
PO PRODIGO18
FS FASTOSO18 19 20
HY HYBRIS17 18 19 20
NMRA Preview
100 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
P UT UP THOSE
SNOW SHOV-
ELS, ICE SCRAPERS,
AND K-MELT. IT’S TIME
TO STOW AWAY THE
SLEDS, SAUCERS, ICE
SKATES, SKIS,
AND EVEN YOUR
SNOWMOBILES.
Get those car covers off and move
the stuff that has collected around
your steed throughout the winter
months because it’s time to get your
steed put back together, fired up, and
ready to go. Time to double-check
your suspension for damage from last
years’ flogging. Check all the fluids.
Get those upgrades finished, and see
if Santa’s presents equaled up to the
horsepower and e.t. gains you were
expecting.
Another year of quarter-mile pave-
ment pounding, gear slamming, tire
smoking fun is ready to begin, sched-
uled to appear at a dragstrip extrava-
ganza near you, compliments of the
blue-bloods at ProMedia putting on
the NMRA Keystone Automotive Ford
Nationals, presented by Ford Racing
Performance Parts.
Competition will be intense, with
a full menu of heads-up, 10-inch tire
classes, headlined by the outrageous
6-second, 200-plus-mph, 10-inch-
radial-wearing behemoths of the
fastest streetcar world. They’ll be
followed by the unrivaled, no-wheelie-
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Coyote power-only classes featur-
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A V A I L A B L E A T
power-adder ponies and a budget-
minded, factory tune crate engine
class that’s gaining more popularity
than the latest iPhone, where races
are being won by millionths of a
second! Next, small-block engine
builders will treat you to amazing
9,000-plus-rpm echoes from the
big end in the 9-second, bumper
dragging, Pure Street stallions and
lots of class loyal 10-second Factory
Stock steeds. Local racers will want
to taste bracket racing with a hint
of heads-up/index racing in one of
the Open Comp style classes, all
Modular Motor, Truck, or a mixed
Open Comp.
If racing on the Semi-Pro level in
one of the above classes isn’t in your
budget, make sure to come join our
own Muscle Mustangs & Fast Fords
True Street class, where hundreds
of mild to wild Mustangs and Fords
will both cruise the local streets and
tear up the pavement on the quarter-
mile in the same weekend.
While all this is part of the regu-
lar NMRA racing program, special
shootouts will be squeezed into
nearly every event for your viewing
pleasure.
All drag racing participants will
face off against the hottest racers
from coast to coast, for their share
of the largest all-cash contingency
program and rights to the incredible
one-of-a-kind Nitto Tire Diamond
Tree Champions’ ring. If you can
conquer all in attendance and
capture a spot in the Aerospace
Components Winners’ Circle in the
NMRA, rest assured that you’ve beat
the best in the country. And MM&FF
will be there to bring the finest
coverage!
In addition to the all the sick
action on the track, there will be
an unsurpassed glare from the
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WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 103
UPR Products all-Ford Car Show,
which commonly showcases over
400 of the most rare and gorgeous
Mustangs and fabulous Fords in the
country of both new and old.
The tire melting maniacs in the
burnout contest are always a crowd
favorite, especially those crazy cats
with bellows of colored tire smoke,
in addition to a smoke and fire show
from the 300-plus-mph exhibition jet
car runs.
It will be a bargain shopper’s
paradise, as each event assembles a
large manufacturers midways where
hot “show only” deals are common and
tech support is plentiful from manufac-
turers, shop operators, and racers alike.
You’ll find oodles of swappers ready to
negotiate hot deals on both hard-to-
find items and lots of other great deals
on an extensive array of Blue Oval new
and used parts.
All action will begin with the
season opener, the 21st Annual Nitto
Tire NMRA Spring Break Shootout pre-
sented by Muscle Mustangs amongst
the palm trees in Bradenton, Florida,
which will be bulging at the seams
with special events. The fun will begin
with a pony stable showcase display-
ing a taste of the weekend’s competi-
tors and those tire-smoking rebels at
the always-wild and uproarious Friday
night Hooters party!
Contestants will have to decide to
show their cards and capture top hon-
ors in Saturday’s True Street competi-
tion or save their poker hand to qualify
in the top 16 for the popular Muscle
Mustangs Spring Break Shootout Class
presented by Blow-By Racing to follow
on Sunday. Last year’s competition
hosted a handful of 7-second competi-
tors battling to become the historical
first—a battle that turned out to be a
yearlong war, ending at the season
finale in Bowling Green where Cal
Hayward was crowned.
All the NHRA superstars of the
Stock and Super Stock classes will
be dialing in their combos in the
Ford Racing Cobra Jet Showdown
presented by Watson Racing, to
prepare for their regular season rac-
ing gig. Last year saw one of the first
7-second runs from a Coyote 5.0L
sporting a little Ford Racing 2.9L, via
Watson Racing. More than half of the
field last year was qualified in the
8-second range.
In addition, this year Braden-
ton will host the first of three VMP
Superchargers Terminator vs. GT500
Shootouts, where the undaunted fac-
tory supercharged hot rods will battle
it out in a heads-up format.
The 7th annual Borla Exhaust
NMRA/NMCA All-Star Nation-
als Presented by Miller Welders in
Commerce, Georgia, will follow. The
NMRA will share the racetrack with
the all brand racing NMCA series
regulars, each with their independent
class racing. You will be treated to the
outrageous 5-second ProMods of the
NMCA/NHRA outlaw door slammers.
The east coast swing continues
with the 15th Annual NMRA Ford
Nationals in Budds Creek, Maryland,
just south of our nation’s capital.
Special additions to the regular rac-
ing program will include the VMP
Superchargers Terminator vs. GT500
Shootout series, which will continue
in their second of three venues.
Keeping in the theme of Ford’s long-
running Special Vehicles Opera-
tions performance package models,
SVTPerformance.com presents the
3rd Annual SVT Shootout, where
competitors can enter a special
SVT-only True Street class, presented
by Muscle Mustangs, or the SVT car
show open to all cars and trucks.
Follow the petrified blue treks to
the next stop in historical Norwalk,
Ohio, the birthplace of the 100-plus
entry True Street, more than 20 years
ago, where we’ll celebrate our rich
history with three special events. All
those guys out there with turbo blue
running in their veins knows there’s
nothing hotter that a girl in a driver’s
suit behind the wheel of her (or for
that matter, your) mean pony! Along
with the traditional True Street event
that everyone can compete in, we’re
also bringing in an entire all-female
True Street parade. To top it off, we’ll
then send the top eight qualifiers to
the 3rd Annual Muscle Mustangs All-
Female Shootout Presented by Royal
Purple for dessert. Many think that
real race cars have three pedals. To
give a little something back to those
of you who refuse to give up the
slapstick, all stick cars in attendance
will get their own True Street class
and then the top eight will qualify for
the 2nd Annual McLeod Racing Killer
Clutch Shootout. During the awards
ceremony on Saturday, the folks from
the NMRA have offered a special True
Street party with lots of product and
gift certificate giveaways from your
favorite pony performance outlet
distributers and manufacturers.
Miami and New Orleans might be
the undisputed homes of the most
NFL Super Bowls, but there’s only one
undisputed home of the 10th Annual
Nitto Tire NMRA/NMCA Super Bowl
of Street Legal Drag Racing, and that
is the drag racing stadium named
Route 66 Raceway in Joliet, Illinois.
Both series will run independent
racing programs concurrently, then
when all the tire smoke, nitrous
purges, and wastegate shutters
2015 NMRA EVENT PREVIEW
RACE CLASSESCRACE CLASSES
104 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
subside, the winners of each will be
paired up for a Super Bowl matchup
where individual race winners will
receive an additional purse and a
tally in the win column for the NMRA
or NMCA team, respectively. The win-
ning team will receive the coveted
one-of-a-kind Nitto Tire Diamond
Tree Super Bowl ring.
The crown jewel is unmistakably,
the unrivaled, epic 17th Annual Nitto
Tire NMRA All-Ford World Finals.
Here championships are won or lost,
expectations skyrocket or tumble.
VP Racing Fuels Street Outlaw
The wildest and most unpredictable
of the single power-adder Mustang
heads-up racing community will
battle in the Street Outlaw class,
where all cars utilize OEM body
shelled cars. A stock frame from
engine motor plate to rear wheel
tubs is required, no back-halved cars
allowed. All headlights and taillights
must be functional. This results in
the ultimate display of chassis build-
ers’ handiwork with complete safety
Thrills of victory. Agonies of defeat.
Dreams made and broken round by
round. Beech Bend Raceway in Bowl-
ing Green, Kentucky, sets records
year after year in spectator atten-
dance, racer and car show participa-
tion, manufacturers midway vendors,
and swap meet peddlers.
For those who don’t have a venue
close enough to your town, can’t get
enough track time with your steed or
just like beating up on the brand-
Xers, feel free to come and crash
the party at any or all of ProMedia’s
six NMCA Flowmaster Muscle Car
Nationals or four NMCA West VP Rac-
ing Fuels California events.
Gather your family and friends,
and come and experience the hottest
spectacle in motorsports. Whether
you’re one of the thousands of fans or
one of the hundreds of racers, you’ll
behold the most magnificent array of
Blue Oval hot rods both old and new,
on and off the track. Here’s an over-
view of some of the cars and stars of
the biggest and most popular all-Ford
drag racing festivals in the country.
2015 NMRA EVENT PREVIEW
cages built into the structure of the
body, especially under the hood and
driver’s compartment.
The blaring shriek of the typical
440ci supercharged combos top the
engine decibel charts. In contrast, the
nearly inaudible sounds of the com-
mon 400ci Windsor or 284ci Modular
turbocharged cars in the water box
always end with a tantalizing asth-
matic wheezing as the excess boost
is exhausted from the wastegate. A
heavenly recipe of tantalizing sights
and sounds for all, sick side-by-side-
ways action!
What makes these cars so amaz-
ingly wild to watch is that they are
attempting to hook over 2,500 hp
on the required 28x10.6 slick or 275
drag radial! You’ll see lots of seem-
ingly slow launches, but watch out!
These guys have a tendency to put it
on the bumper at about the 330-foot
markers as the frightening amounts
of power kicks in, making for some
breathtaking action all the way to the
stripe.
Street Outlaw Class Champion:
John Urist
2014 Class Quickest & Fastest:
E.T.: John Urist, 6.95 sec
MPH: John Urist, 204.66 mph
Edelbrock Renegade
The performance of this class will
leave you astonished. All competitors
have historically chosen super-
charged combos under 335 ci to
break into the magic 7-second zone.
They have a very strict list of accept-
able heads and intakes that must
breath through a single 90mm max
throttle body with a mere 0.550-inch
lift camshaft or 0.520-inch lift on 4V
modular engines. Don’t be surprised
to see a rogue NOS competitor mak-
ing use of the many cube to weight
options, where they can run up to 415
ci and take advantage of the unlim-
ited camshaft specs with a dominator
carb for this year. For the first time
in 15 years, competitors can utilize
a single 76mm turbocharger with
311-cube combos and the centrifugal
supercharger players will get to oust
the old belt-drive units in lieu of a
more flexible and efficient gear-drive
system, which should eliminate
longtime crankshaft and bearing
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2014 NMRA
from belt tensioning. All bodies will
remain stock, with no external holes
in the bumpers or grille to feed super-
chargers or turbos, and 28x10.6 slick
or 275 drag radial is required.
Make sure you’ve got your spot
in the stands when the Renegades
arrive. No wheelie bars are allowed
in the class, and at this power level a
20-degree change in track temp can
unexpectedly send an entire round of
racers skyward and a dumpster full of
bumper covers!
Renegade Class Champion:
Bart Tobener
2014 Class Quickest & Fastest:
E.T.: Bart Tobener, 7.94 sec
MPH: Bart Tobener, 173.74 mph
ProCharger Coyote Modified
Coyote 5.0 four-valve technology
is unbridled, as few rules other than
power added to weight exist. A 305ci
maximum engine size is required, as
is a 90mm or smaller throttle body,
but otherwise, engine modifications
are unlimited. Nitrous and street-type
2.3L roots blower combos are the
lightweights at 2,800 pounds; 3.57
inside-diameter centrifugal, 2.3L
Roots, 2.9L twin screw and 68mm
T4 turbocharger step up to 3,250
pounds. And in 2015, twin screw
3.6L combos are the heavyweights
at 3,450. Any Ford body is allowed,
although there are some specific
K-member requirements. All must
run on stock-type suspension and
28x10.6 slicks.
Don’t be surprised to see the class
break into the 7-second zone at the
season opener with lots of new faces
bidding for the Champions’ Nitto Tire
Championship Diamond Tree Ring.
Coyote Modified Class Champion:
Frank Varela
2014 Class Quickest & Fastest
E.T.: Frank Varela, 8.30 seconds
MPH: Frank Varela, 165.19 mph
ACT Pure Street
If it’s all-motor, small-cube action
you crave, this class is for you. No big
mechanical camshafts or monster
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108 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
There is no better cure for the blue-
collar hustle and bustle then sliding
into the seat of your favorite hot rod,
filling your soul with the sound of a
radical piston-pumping combustion
engine, and headin’ down a winding
road where the turns come faster
than the cars in front or behind you.
A road that eventually opens up to a
straightaway that ends on the hori-
zon, just after a traffic signal. That’s
right! And of course the light is red
and your friend has just caught up
with you. Guess you see where this
one’s going.
This, my friends, is what the HP
Tuners True Street Class is all about.
Cruisin’ with your friends and family,
maybe an inadvertent meeting at a
dragstrip—three times in a row, of
course! It’s about cruising with a hun-
dred other blue-blooded motorheads
and seeing how many passes you
can get down the quarter-mile in one
action-packed weekend of fun.
The competition comes in all
levels: 9s, 10s, 11s, 12s, 13s, 14s, 15s, and
of course those extremists wanting
to prove they can be the King of the
Street. But all are treated equal. All will
receive the same opportunity to make
passes and achieve their personal best
in the company of a hundred others.
Nobody will face elimination, just e.t.
slips. What a concept!
The folks from the NMRA are
keeping the HP Tuners True Street
class alive and more exciting than ever
with a quick 16 shootout for the hot
shots in the Muscle Mustangs Spring
Break Shootout Class Presented by
Blow-By Racing, and an all-SVT field
HP Tuners True Street Presented by Muscle Mustangs & Fast Fords
in conjunction with the 3rd Annual
SVT Shootout Presented by SVTPer-
formance.com. An all-female field
with the 3rd Annual Muscle Mustangs
All-Female Shootout Class Presented
by Royal Purple follows. An all-female
field with the 3rd annual Muscle
Mustangs All-Female Shootout Class
Presented by Royal Purple follows the
stick-shift slugfest NMRA calls the
McLeod Racing Killer Clutch Shootout.
At a raffle party in Norwalk, Ohio,
we will host a special True Street
Racer Appreciation Party. Thou-
sands of dollars in products and gift
certificates from your favorite pony
performance outlet distributers and
manufacturers will be given away,
and hundreds of dollars in prize
money will be awarded in up to nine
incremental indexes: King of the
Street, runner-up, 9s, 10s, 11s, 12s, 13s,
14s, and 15s.
If you like to race, this class is for
you. Entrants arriving on Friday will
be given two or more time runs, time
permitting. Historically the class has
gotten a time run on Saturday morning,
participation in the required 30-mile
cruise with your buddies, three back-
to-back passes, and a free ride into the
bracket III class on Sunday.
All you have to do to take part is
make sure your pony or fast Ford is
certified for the street with opera-
tional headlights, taillights, brake
lights, turn signals, horn, mufflers,
and license plates, and that it is
wearing D.O.T. tires on the front and
rear. D.O.T. slick type tires must be
less than 10.75 inches wide, and radi-
als are limited to 325 mm. You must
of course possess a valid driver’s
license, auto insurance, and both
front seats so that your friends and
family can join you on the cruise.
We shouldn’t have to mention that
your car needs to meet all the NHRA
requirements for the e.t. your hot rod is
capable of. Safety is always first and
foremost, or as my wife says, “You can’t
pass, you can’t play!” In addition, they
tell us that in order to rent a world-
class NHRA racetrack, you must have
insurance, which requires adherence
to their rulebook for acceptance, espe-
cially Competition Licenses for those
quicker than 9.99.
There will be a mandatory
30-mile supervised cruise followed
by a 15- to 45-minute closed-hood
cooling down period—no external
cooling, adding fuel, changing tires,
or charging batteries. They do allow
competitors (driver only) to add NOS
bottles, to add ice to the intercooler,
and to remove or add air from the
tires. Next you will get three consecu-
tive passes down the 1320. The aver-
age of your three passes will be your
spot on the qualifying ladder. Elapsed
times closest to 9.0, 10.0, 11.0, 12.0,
13.0, 14.0, 15.0, and runner-up are
awarded money and a plaque, while
the quickest is cape-n-crowned King
of the Street and receives money and
a 6-foot trophy!
All winners are then treated to
a once-in-a-lifetime winners circle
experience with the big dogs of the
National Mustang Racers Asso-
ciation. All races will be covered by
NMRAdigital.com, Race Pages, and
Muscle Mustangs & Fast Fords.
2015 NMRA EVENT PREVIEW
110 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
cubic-inch powerplants are allowed
here. Small-block 302Ws are limited
to 313 cubes, while 4.6L engines get
291 cubes, and both are limited to
a second string list of permissible
heads to mildly massage without
outrageously oversized or titanium
valves. Only hydraulic camshafts
with 0.500-inch maximum lift fitted
Windsors and 0.550-inch or 0.480-
inch lift two-, three-, and four-valve
mod-motors are allowed. It will take
despicable amounts of duration to
extend rpm ranges to upwards of
9,000 and beyond revs per minute.
Air must flow through a 750-cfm carb
or 80mm mass air, and stock EEC-IV
or EEC-V must be retained, but there
is a short list of approved “chipped” or
handheld tuners one can use. All the
1979 and newer Fox- and Mustang-
bodied cars will brush the bumper on
every launch with a Tremec manual of
beefed-up factory automatic trans-
mission.
Pure Street Class Champion:
Teddy Weaver
2014 Class Quickest & Fastest:
E.T.: Teddy Weaver, 9.67 seconds
MPH: Teddy Weaver, 134.84 mph
Strange Engineering Coyote Stock
Two years ago the NMRA embraced
the need for a budget-minded heads-
up racing class for grassroots racers
coast to coast. Following the introduc-
tion of the bulletproof four-valve 5.0
engine, the NMRA started what has
become one of the most contested
classes ever introduced. As they say,
“What wins on Sunday sells on Mon-
day.” The new 5.0 is definitely selling!
Class rules require a Ford Racing
“sealed” crate engine with an 80mm
throttle body, stock injectors (65 psi
limited), and an OEM six-rib serpen-
tine belt system. No tuning is allowed.
Computers are frequently reflashed
stock by NMRA tech between rounds
to keep the competition clean. About
the only mods allowable are 1.75-inch
primary headers with 3-inch exhaust,
and any 107mm nax mass air with
unaltered sample tube and elements.
No fancy long-style or adjustable
pressure plates. Only Tremec and C4
transmissions are allowed.
This is a driver/chassis tuner
class, where you will see everything
from Mustangs and Mavericks to Fair-
2014 NMRA
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112 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
monts and everything in between on
the bumper, then crossing the stripe
together within millionths of second.
Exciting!
Coyote Stock Class Champion:
Shane Stymiest
2014 Class Quickest & Fastest:
E.T.: Joe Charles, 10.29 seconds
MPH: Joe Charles, 130.27 mph
Factory Stock This entry-level class started out
as a beginners’ bolt-on only class for
fuel-injected cars but has evolved
into one of the most contested classes
in the NMRA. You will need to study
the rulebook well because the class
has become as complex as the NHRA
stock ranks, where go-fast secrets are
closely guarded and onlookers have
a hard time understanding how such
outrageous performance levels can be
attained form a “stock” setup. Combat-
ants must choose from approved
275 radials from BFG, Nitto Tire, and
Mickey Thompson.
Factory Stock Class Champion:
Matt Armine
2014 Class Quickest & Fastest:
E.T.: Matt Armine, 10.72 seconds
MPH: Matthew Williams, 124.25 mph
Exedy Racing Clutch Modular Muscle
For the bored modular-motor-
powered bracketeers and test-n-tune
junkies tired of handicap starts, this
all-run class offers pro-tree handicap-
style racing, where you must qualify
for your e.t. with a 0.10 breakout
allowance on race day. Modular Motor
is center stage for showcasing the
performance potential of the overhead
camshaft modular engines. Don’t look
for an easy go of it here. The fields are
big and racing intense. The quickest
qualifying e.t. permitted in this class
is 8.60; the slowest is 15.70. No elec-
tronics allowed. All racing leaves on
a handicap 0.500 pro tree! The 2015
Champion will receive a Nitto Tire
Championship Diamond Tree Ring.
Modular Muscle Class Champion:
Susan McClenaghan
2014 NMRA
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ARP also manufactures high strength head
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Look for “ARP” stamped on a fastener as
your assurance of quality.
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Early registration
ends May 23, 2015PRE-REGISTER
AND SAVE!
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Stadium
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Flex-a-lite Open Comp
The Flex-a-lite Open Comp class is
for all racers who want to race in a
big-time racing series for a Nitto Tire
Championship Diamond Tree Ring.
All Ford-bodied and -powered race
or streetcars can compete in this all-
run 0.500 pro-tree, qualifying style
version of heads-up format known
as “open comp.” All competitors will
automatically be dialed one-tenth
quicker than their quickest qualify-
ing time. Only e.t.’s between 8.60
and 15.70 will be allowed to com-
pete. Most of the competitors will be
bracket racers looking for something
a bit different. The fields will be full
and racing intense. No electronics
allowed! There is the most com-
petitive class in the NMRA, with both
rounds and championships won by
thousandths packages!
Open Comp Class Champion:
Bill Jones
Super Stang The Super Stang class will show-
case performance capabilities of all
2005 and newer (S197) Mustangs
with OEM type 4.6L, 5.0L, 5.4L (three-
valve or four-valve), or V-6 engines
only, in 0.500 pro-tree, dial-in style
racing. All must run quicker than
14.50 and launch on a footbrake only.
Sit back and be amazed at the level
of competition, with no trans brakes,
two steps, or electronics allowed! No
dial-ins can be changed after elimina-
tions begins. You, too, could win your
own one-of-a-kind Nitto Tire Champi-
onship Diamond Tree Ring.
Super Stang Class Champion:
Kent Nine
Detroit Locker Truck & Lightning
The Truck & Lightning class is for
all you truck racers looking to prove
that your truck is the toughest. This
class has the one of the highest
contested classes in the organiza-
tion. You could win a Nitto Tire
2014 NMRA
%)%∋(&%∋)( ∃)∋%∗(%,∋!& ()%∃((#∀ (%∋)(.∀ ∃∋( ∃(& ∀∀.%∋)2(0−0 ∃)!∃0−0−∗()+∀+∃∀()%#− # /%#∗() %∃ ∃.&%,∋∃∗∋ ∀ ).%,∋!()(∋+ ∀∀ ∃∀∀)&%&∗∀∋(#∀∀∀%!%∋%∋()∋%!∃%#&∋(( %∃∋) %%# ∃) %∃((, )∀∀%,∋!(−)∋#∗).∀%,∋(∀ &&∋(! ∋)%∋ ∃(∋# ∃)%−) ∃)%∀∋∃( ∃∀∗ ∃∗∀)∋∀)∋ ∃∋%%+(∃ ∃ (& ∃%∋(∃∗∀%), )&%(&)∋. ∀#∀∗∋ ∃))%&∋%)))∋ ∃∋%%+(∃& ∃%∋(()∀.2(&∋%&∋ )∋.1(! ∋)%) ∃ ( &&∀ %∋ ,∋ ∃ ∋ ) %∃ ∋∗) %∃ %%( ) ∃∗()∋.∀ ∃%,∋!)%∗ ∀.%∗∋( )∋,&%∃
2014 NMRA
Championship Diamond Tree Ring.
All Ford-bodied and -powered trucks
are allowed to compete in this all-run
0.500 pro-tree qualifying style version
of heads-up format known as “open
comp.” All competitors will automati-
cally be dialed one-tenth quicker than
their quickest qualifying time. Only
e.t.’s between 8.80 and 15.70 will be
allowed to compete. No electronics
allowed!
Truck & Lightning Class Champion:
Nina Gusler
Bracket Showdown Rules will usually follow suit with host
track regular racing format for Bracket
I, II, and III. Usual classes for electron-
ics. No electronics or E.T. requirements
will apply except with NMRA Winners’
Circle celebrations.
2015 NMRA FORD NATIONALS EVENT SCHEDULE
Mar. 5-8: 21st Annual Nitto Tire
NMRA Spring Break Shootout Pre-
sented by MM&FF; Bradenton Motors-
ports Park, Bradenton, Fla.
Apr. 9-12: 7th annual Borla Exhaust
NMRA/NMCA All-Star Nationals
Presented by Miller Welders; Atlanta
Dragway, Commerce, Ga.
May 1-3: 15th Annual NMRA Ford
Nationals featuring the 3rd Annual
SVT Shootout Presented by SVT-
Performance.com; Maryland Int’l
Raceway, Budds Creek, Md.
June 11-14: 12th Annual McLeod
Racing NMRA Ford Super Nation-
als, featuring the MM&FF All-Female
Shootout Presented by Royal Purple;
Summit Motorsports Park, Norwalk,
Ohio.
July 30–Aug. 2: 10th Annual Nitto
Tire NMRA/NMCA Super Bowl of
Street Legal Drag Racing. See team
NMRA take on team NMCA for Nitto
Tire Diamond Tree Rings! Route 66
Raceway, Joliet, Ill.
Oct. 1-4: 17th Annual Nitto Tire NMRA
All-Ford World Finals, featuring the
5th Annual VMP Superchargers
Terminator/GT500 Shootout; Beech
Bend Raceway, Bowling Green, KY
Mustang-360.com
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118 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Samantha
OF THE MONTH
Samantha Roxy is a 27-year-old Mustang
enthusiast out of Toledo, Ohio. Behind
her is her personal pride and joy, a 1994 5.0L
GT. Samantha told us, “I have always been a
Mustang fan and this is my first one.”
When we asked for dyno numbers, she
didn’t have any at the time. However, we liked
her response: “I have no idea. I just like the
sound and feel of the car’s power.” Honestly,
we can live with that.
Currently, most of the modifications on the
SN95 is a cold air kit, a strut tower brace, a
cowl hood, a big brake kit, and a set of Cobra
replica wheels all around. For the performance
sounds, Samantha had an X-pipe and a Pypes
Violator exhaust system installed. But she isn’t
finished just yet. Her plans include a set of
4.10:1 gears out back and a shift kit for the
factory AOD-E.
When we asked her what she liked best
about her ride, Samantha said, “Of course I
love the looks I get when the guys see who’s
driving the car.” Admit it, guys—you’ve all been
there.
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
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Registration includes vehicle, entry for driver plus copilot, and one goody bag
EVENT QUESTIONS? Call: 310.363.4231 or email: [email protected]
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WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 121
EVAN J. SMITH
5.0 Mustang History RevisitedD
riven by a cultlike following,
the Fox-body 5.0 Mustangs of
the late-’70s and early ’80s gained
popularity with enthusiasts, media,
and the aftermarket. The following
spawned into unique Mustang racing
scene—the likes of which continue
today. Early quarter-mile crusaders
eschewed bracket racing and NHRA/
IHRA Class racing; it was all about
running as quick as possible with
Ford’s lightweight and seriously af-
fordable Mustang.
Guys like Tony DeFeo, Joe Lonardo,
Stormin’ Norman Gray, Gene Deputy,
Ed Smith, Lee Rutter, Mike Matarazzo,
Neil van Oppre, Doug Mangrum, Tim
Matherly, “Nitrous” Pete Misinsky,
“Radical” Craig Radovich, Dwayne “Big
Daddy” Gutridge, the DaSilva broth-
ers, Jimmy LaRocca and many others
pushed the limit of the little Fox. Mean-
while, in Detroit, Lidio Iacobelli, Don
Walsh Sr., Ford engineer Brian Wolfe,
and countless notable racers across
the country powershifted their nitrous-
and boost-gulping Foxes for the pure thrill of setting a low e.t.
And while Fox-body Mustangs were not the first drag cars, they
did kick-start a second muscle car era. They were also amongst
the first American factory muscle cars to feature electronic fuel
injection (EFI). At first many thought the EFI was the demise of
performance; however, EFI ultimately raised Mustang street and
track performance beyond what many thought possible.
Fuel injection presented a giant learning curve, but Mustang
enthusiasts accepted the challenge. It was thrilling to learn
what worked, what didn’t, and just how to defeat the limita-
tions within the factory EEC-IV computer. There was a sense of
the unknown. New ground was seemingly broken every time a
dragstrip was open.
By 1990 such magazines as Muscle Mustangs & Fast Fords,
Super Ford and 5.0 Mustang put their focus on late-model perfor-
mance. Every issue was packed with tips, tricks, and the latest
go-fast goodies. It was a revolution that spawned a new style of
racing and racing hero. These street/strip warriors morphed into
professional Pro 5.0 racers who traveled North America, competing
in Fun Ford Weekend and other shootout events, such as the Stor-
min’ Norman Invitations, Englishtown’s Mustang vs. GN Showdown,
North vs. South, and a few in Canada, presented by Joe and Paul
DaSilva. Few of us had dedicated late-model Mustang race cars
(we relied on them for daily transportation), so these guys were
really the stars of the sport.
Starting with just 225 hp, 5.0 Mustangs blasted into the 12s,
11s, 10s, and even 9s—many using stock short-blocks. Using
boost or nitrous, the engine’s made four times the horsepower of
a factory 5.0, but most didn’t live forever. Stock 5.0 H.O. blocks
are generally not happy in the 800hp range—thankfully, the more
modern lineup of Ford V-8 engines is much improved. It’s not
uncommon for a Coyote to handle 800-plus horsepower.
Looking back, the coolest part of that era was the innovation
and the people. Innovation came from street enthusiasts, racers,
and the aftermarket alike. Everyone learned together, whether it
was about a new cam, cylinder heads, intake, or a set of tires.
I’m glad to say enthusiasts today have the same desire. The dif-
ference is we’re starting with as much as 662 hp in some models,
and power is seemingly limitless. Anyone with a little budget can
have 800-plus horsepower; the trick is getting it to the ground. I’m
happy to see that people continue to rip into Fox Mustangs like the
old days, but when it comes to new cars, it seems that the days of
home-porting the heads or trying three intakes are gone. The facto-
ry has provided us with a great platform, and the aftermarket has
given us ways to add 25 to 250 hp in a weekend. Yes, it’s easier to
make power, but you still have to produce a quick timeslip—and
that’s what’s really impressive.
It was all
about running
as quick as
possible
with Ford’s FF
lightweight
and seriously
affordable
Mustang.
EDITORIAL
SHIFTIN’
Dwayne “Big Daddy” Gutridge
Radical Craig Radovich
Ed Smith
PHIL & JENNIFER CAMPBELL • APPLE VALLEY, MN • 2007 MUSTANG GT
Show & GoPhil and Jennifer aren’t scared to daily drive their Grabber Orange 2007 Mustang
GT. As part of the Heavy Hitters Car Club, this car graces many car shows in the
summer and then logs up to 2,200 miles during summer trips. Modifications to
the Campbells’ GT includes a BBK CAI and shorty tuned headers, ACCEL super
coils, Billet engine dressup kit, and an SLP Loudmouth axle-back exhaust with
a MagnaFlow Tru-X midpipe for added power and rumble. The exterior features
Shelby Razors wrapped with Extreme Contact rubber, headlight splitters, sequen-
tial tails, and white racing stripes. Creature comforts include a JVC stereo with a
7-inch navigation screen that also serves as a DVD and Blu-ray player.
Attention GrabberJeremy Stidham is the proud owner of this 2013 Grabber Blue GT and a member
of the Grabber Blue Mustang Registry (No. 54). Equipped with the almighty 5.0L
Coyote, he decided to focus on cosmetic modifications for the time being. Adding
some contrast to the already bright exterior, Jeremy installed black stripes outlined
with a hint of red for a unique touch. He also painted his wheels black with red ac-
cents to tie the whole exterior package together. We don’t have any doubt that this
car turns heads whenever its cruising down those Alabama roads.
JEREMY STIDHAM • HAMILTON, AL • 2013 MUSTANG GT
COMPILED BY AMIE WILLIAMS
SHOTSREADERS’ RIDES
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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
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WANT YOUR RIDE FEATURED? Send photos with complete information to Muscle
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email [email protected].
Fox Down UnderAfter purchasing it in St. Louis, Tony Becker decided to have his new 1988 notch-
back shipped to Perth on the western coast of Australia. To get it licensed over-
seas, he had to remove the rollcage and supercharger, as well as change the hood
and tires and make sure that the catalytic convertors were in place. As the car
sits now, this notch features a 347ci topped with a Vortech S Trim supercharger,
Edelbrock aluminum heads, 42-pound injectors, Snow Performance water metha-
nol injection, an Anderson Power Pipe, Ford Racing X-Cam and headers, a Pro
M-80 Mass Air Meter, MSD coil and distributor, MSD 6A ignition, a Boost Timing
Meter, a Tremec five-speed and aluminum driveshaft, UPR Pro-Series suspension,
31-spline Moser axles, and 3.75:1 Auburn ECTED Max Locker. The notch also
received a five-lug conversion, 1993 Cobra power booster and master cylinder,
and rear disc conversion from North Racecars. The exterior includes Weld ProStar
wheels and a 4-inch cowl hood with gas struts for both the hood and trunk. Tony’s
Fox has conquered the quarter-mile with a best of 11.03 seconds.
TONY BECKER • WESTERN AUSTRALIA • 1988 NOTCH
Mach SunJenn enjoys the year-round Florida sunshine with her daily driven 2004 Mach 1.
Her Mach 1 features a ported intake, a JLT cold air intake, and a carbon fiber
driveshaft. For aggressive sound and airflow, she installed the Flowmaster 40
Series complete with a Bassani off-road X-pipe. With everything installed, she tied
everything together with a tune. Cosmetically speaking, Jenn’s Mach 1 has Cobra
wheels from American Muscle, a 2003-2004 Cobra spoiler, and 1999-2001 tail-
lights. Sweet daily, Jenn!
JENN DICAMPLI • ORLANDO, FL • 2004 MACH 1
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For fastest delivery & service call the NPD store closest to you
124 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
COMPILED BY HENRY DE LOS SANTOS
Fresh Air
Cervini’s wildly popular Ram Air hood with louvers is now avail-
able for 2005-2009 Mustangs. The large ram air openings look
mean and allow a ton of cool air to your engine; the extra air
can be put to good use by upgrading to Cervini’s ram air kit.
Features include functional rear louvers to extract heat, as well
as a fully finished underside liner for extra strength. Each hood
is constructed out of premium hand-laid fiberglass, installs
in all factory locations, and utilizes the factory hood latching
system. New washer nozzles are included and are relocated to
the underside of the hood.
WEB CERVINIS.COM PHONE 800.488.6057
On Time
Keep time in vintage style with this unique and retro-inspired
tabletop clock that fits classic or modern decor. The chrome-
plated steel housing surrounds Ford Authorized Sales and Ser-
vice graphics on each side. On one side is a brilliant blue neon
clock with quartz movement powered by one AA battery, and on
the reverse is a backlit graphic.
WEB CALCARCOVER.COM PHONE 800.423.5525
LATEST STANG PARTS
A Cooler UpgradeKenne Bell has introduced an intercooler upgrade for the 2007-
2014 Shelby GT500, 5.0L, and Cobra Jets that is a direct bolt-
in replacement for the smaller stock intercoolers. Compared to
the factory intercooler, these feature a 23 percent larger cooling
surface area with 33 percent more cooling rows to reduce air
charge temperature at any boost level. Flow bench tested at 24
percent greater airflow on 2007-2012 Shelby and 11 percent
on 2013-2014 Shelby. Lower pressure/boost loss through the
intercooler means more engine power with any supercharger.
These are the same intercooler’s tested at 1,737hp on Mark
Meiering’s Shelby GT500.
WEB KENNEBELL.NET PHONE 909.941.6646
Going Green
The Phantom Flex fuel pump has a lot in common with the orig-
inal Phantom. Whether you’re using E85 or gasoline, the Flex
provides easy installation in virtually any fuel tank. It comes
with 30 percent more flow over its 340-lph predecessor. The
system also includes a larger foam and bladder design to feed
the 450-lph pump and combat fuel slosh in many harsh driving
conditions. Reliable and quiet, the new Phantom Flex provides
you with a viable solution when using renewable energy.
WEB AEROMOTIVEINC.COM PHONE 913.647.7300
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126 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM
Muscle Mustangs & Fast Fords (ISSN 1054-8912) April 2015; Vol. 28, No. 4. 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.
POWER
WEB PERFORMANCEAUTOMATIC.COM PHONE 240.439.4650
Fluid Containment Performance Automatic now offers a Transmission Overflow
Tank to eliminate spraying AFT on the undercarriage of
your car and dripping onto your driveway. The PA99300 is a
polished aluminum canister that measures 8x3 1/2 inches
and weighs 1.36 pounds. Each Transmission Overflow Tank kit
comes complete with an easy-to-operate drain valve, mounting
hardware, clamps, and rubber hose.
Rollin’ With Style
Billet Specialties now offers a new line of Pro Touring series
wheels. Six new styles of wheels with multiple powdercoat
options raise the bar in forged custom wheel styling and finish.
Greater detail in the design and overall strength is the result of
advanced CNC programing and machining. Big brakes are the
trend, which is no problem here because the 2014 Pro Touring
series is available with 1 3/8-inch or 1 7/8-inch caliper clear-
ance to accommodate big calipers.
WEB BILLETSPECIALTIES.COM PHONE 877.240.4187
Plug-and-Play Meth Injection
Snow Performance now provides plug-and-play installation on
all of its water-methanol injection systems, which eliminates the
need for drilling, measuring, or wiring. The system comes with
a vehicle-specific harness that easily attaches to the high-flow
pump, solenoids, level switch, and 12-volt power and ground
connections. Each system also includes a vehicle-specific
injection plate that works like throttle-body spacers but feature
water-methanol injection nozzles. The Injection Plates elimi-
nates the need for drilling into air intake ducts or piping and
provides optimum water-methanol injection that is specific to
the application.
WEB SNOWPERFORMANCE.NET PHONE 760.674.5876
All-New Fox Rack
Flaming River has redesigned its power rack and pinion for the
Fox-body Mustang. This rack features a streamlined billet valve
housing for improved clearance, a stronger 1-inch-diameter rack
shaft, 6 inches of travel for maximum turning radius, and a re-
designed mounting clamp for a direct bolt-in application. Each
rack features all-new components, including the valve, piston,
seals, bearings and bushings, and rack and pinion gears.
WEB FLAMINGRIVER.COM PHONE 800.648.8022
Bama Performance spends
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