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DRIVE!ALL-NEW S550 MUSTANG

FIRST IMPRESSIONS!

FULL REVIEW INSIDE

784HP & 688 LB-FT TWIN-TURBO STREET THUMPERWHEELS UP! SUPER BOWL OF DRAG RACING

700+ HP557 ci Budget Big-Block Build

Fox-Body Engine Swap

Haulin’ Class NMRA Coyote Stock

COYOTE POWERPLANT TECH SPECIAL

PLUS!

FEBRUARY 2015

MMFP-150200-CI1.indd 11/11/14 12:09 PM PAGE 1MMFP-150200-CI1.indd 11/11/14 12:09 PM PAGE 1

WWW.NATIONALPARTSDEPOT.COM

FAST & FREE DELIVERY1 to 3 day delivery to most of the U.S., Free UPS ground shipping on orders over $300.

EXPERIENCESince 1976 exceeding customer expectations!

EVERY-DAY PRICINGWhy wait for sales or points programs? NPD’s every-day prices are competitive.

LARGEST INVENTORYOver 570,000 square feet of fully-stocked warehouses / stores, Over 98% instant fill-rate!

National Parts Depot is proud to be a major sponsor of The Iacocca Foundation and The Lee Iacocca Award, “Given for Dedication to excellence in perpetuating an American Automotive Tradition.”

iacoccafoundation.org

SCAN HERE TO VISIT US ONLINE

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Copyright © 2014 by National Parts Depot, All Rights Reserved.

COURTEOUS SERVICE

Sales staff available 24/7 or walk-in

Mon. - Fri. 8am - 9pm Sat. - Sun. 8am - 5pm

N CAROLINA - Charlotte,Local 704-331-0900

800-368-6451

MICHIGAN - Canton,Local - 734-397-4569

800-521-6104FLORIDA - Ocala,

Local - 352-861-8700

800-874-7595

For fastest delivery & service call the NPD store closest to you

79-93 Complete Floor Pan $399.95

79-93 Deck Lid $174.95

Handle & Housing $189.95

Camber Plates $230.95

Looking for a complete kit with the option of either 28 or 31 spline axles. NPD is proud to offer both for 7.5 or 8.8 rear axle with drum brakes. 87-93 5 lug 28 spline M-2000-7AK 87-93 5 lug 31 spline M-2000-7BK

CONVERSION KITS $439.95

Steeda Autosports is the #1 aftermarket company in Ford performance parts for your 1979-93 Fox Mustang. They have been building high performance parts and accessories for over 20 years. With the design, engineering and manufacturing Steeda utilizes, you can be assured every part will get you the looks, handling and performance you are looking for.

ALL INTERIOR ITEMS IN STOCK!

LOGO DOOR SCUFF PLATES WITH EMBLEM

Looking for a quality interior or have your door panels seen better days or what about that factory seat foam? Well NPD and TMI have teamed up to give you what you need! NPD is proud to offer TMI’s popular Fox body Mustang items and they are in stock, NOT Drop Shipped like so many other suppliers do. So weather your calling in a order, going online or walking up to the counter you can rest assured that NPD has you covered.

These scuff plates are made using the Original Ford Tooling to ensure proper fit, then are CNC machine to cut out a recessed pocket for an actual “5.0” fender emblem or “Mustang” trunk emblem. They are available in black only, but can be painted to match your color interior.79-93 Black, w/ 5.0 emblem, pair.................................M-013208-14AAE $53.9579-93 Black, w/ Mustang emblem, pair ........................M-013208-14AME $53.95

Wanting to add a cowl induction hood to your ride with the weight savings of fiberglass but the bracing of factory hoods? NPD has the answer with a 2 inch aluminum hood for 1987-93 models. Cowl induction steel hoods weighs 42lbs, this aluminum hood checks

2” ALUMINUM COWL HOOD

We are proud to offer a full line of BBK performance products for your Fox Mustang. Everything from X-pipes to Cold Air Kits, we have you covered. With the largest in-stock inventory, we will have you making more power in no time.

IN STOCK AT FL, MI, NC PICK UP & SAVE!

79-93 FOX MUSTANG SHEET METAL

79-90, 91-93 Fenders $59.95

70

in at only 17-1/2lbs. Use your factory hinges and hardware; no front pins or other hold downs required! $499.95

X-PIPES COLD AIR KITS

Bumpsteer Kit $167.95

Looking for top quality High Performance ignition parts. Well NPD offers a complete line of Coils, Wires and Distributors to fit your performance needs.Screamin Demon Coil ...............................M-12029-3D $69.95Ignition Control Module ............................M-12A297-1D $69.95Live Wires Blue(B), Red(R), Black(K) ........M-12259-8AD_ $105.95Hot Forged Distributors Red(R), Blue(B) ..M-12127-57P_ $269.95

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These quality reproduction head light kits are designed to replace your worn out yellowed factory head lights. They are available in many different styles with pricing starting at $89.95

HEAD LIGHT KITS

RH M-13450-9A LH M-13451-9A $59.95 each

87-93 TAIL LIGHT LENSES

These convertible door jamb area

seals have been a long awaited.

83-93 M-28182-1AP

$29.95 pair

QUARTER LOCK PILLAR SEALS

NPD is proud to offer Fuel tanks for 1979-81 model years. 79-81 (before 4/81) ............ M-9002-1A $189.95

NOW AVAILABLE79-81 FUEL TANKS

These units are sure to improve your ride quality and performance needs of your Fox Mustang.79-93 Front Strut 90/10 .............. M-18124-4LA $144.9579-93 Front Strut 70/30 .............. M-18124-4LB $144.95 79-93 Rear Shock 50/50 ............. M-18125-4LA $59.95

Designed to be a direct replacement for broke or missing factory unit.

87-93 M-2A603-1B $39.95

PARKING BRAKE CABLE & EQUALIZER

This is a 1-piece design that does not require gasket sealing com-pound like the OEM. They are made from closed cell foam that resists weathering and does not absorb moisture. They are designed for a perfect fit on all factory style housings.83-93 M-13A495-4CK $39.95

REAR TAIL LIGHT GASKET KIT

U.S.-MADE FROM ORIGINAL TOOLING

This unit is designed to replace your factory broke or brittle factory unit. They are made in the USA using the Original Ford Tooling. So if you are looking for the right OE style part this is the unit for you.86-93 5.0L $21.95

VACUUM OUTLET DISTRIBUTION TREE

These units feature the correct grain and texture like originals. They are not a painted unit, but are made from color matched materials for a long lasting finish. The tooling for this item was adjusted several times, resulting in a perfect fit. Available in four colors Black, Smoke Gray, Scarlet Red, Titanium $32.95

CONSOLE PANEL GLOVE COMPARTMENT DOOR

This molding set is made from Original Ford Tooling for a perfect fit and finish. Each set includes the upper and left/right side moldings with durable black powder coat finish. Illustrated step by step removal and installation instructions included.79-93 W/ Black appearance M-03148-1BK $124.95

WINDSHIELD MOLDING SET

These Drag racing style oil pans feature a

7 quart oil capacity and a 9 inch deep sump. They are

designed to fit 1979-1993 Fox

Body Mustangs with 302 / 5.0L engines, Black $99.95 or Zinc $104.95

DRAG RACE STYLE OIL PAN

FORD LICENSED PRODUCT

ALUMINUM RADIATOR

2 Row 3 Row 4 Row $159.95 $229.95 $289.95

2mm thick aircraft grade aluminum, fully TIG welded for strength and durability.

Pre-molded in a black high gloss finish this hose kit not only looks show ready but performs as well. 86-93 5.0L w/ factory A/C ............M-8260-30SB $89.95

SILICONE HOSE KIT

TUBULAR CONTROL ARM KIT

These grille inserts are made from Original Ford Tooling and are designed to give your Mustang that Cobra look. Top that off with a matching running horse ornament and your conversion is complete.87-93 Insert ................................... M-8200-8A $33.9587-93 Ornament ............................ M-8213-1A $16.95

These units are designed to fit and finish like original units.

Complete with ball joints and rubber

bushings.

GRILLE INSERT AND ORNAMENT

OUTSIDE DOOR HANDLESOur reproduction units are

made of quality metal and are designed to replace

the factory plastic units. They are available in both bright or black finish.79-93 Each $5.50 Mounting Kit $1.75

Scan here to view a video of Escobar’s latest creation. Keep on eye on his True Street 2014 season. NPD provided the quality restoration items used in this remarkable car.

NPD OFFERS FORD BRAND CATALOGS FOR

65-73 MUSTANG

79-93 MUSTANG

55-57 THUNDERBIRD

48-79 F-SERIES TRUCK

80-96 F-SERIES TRUCK

66-96 BRONCO

FRONT LOWER CONTROL ARMS

87-93 RH .. M-3078-4A $159.9587-93 LH .. M-3079-4A $159.95

79-93 Black M-5A651-2BK Red M-5A651-2RK

$129.95

Designed to improve traction and performance.

“NPD IS PROUD TO SPONSOR 13X TRUE STREET CHAMPION CHRIS ESCOBAR

W117034-MMFP-150200_R.pdf 07:37:47 AM__11/11/2014 Ad Insertionblackyellowmagentacyan

DEPARTMENTS 11 SHOP TALK

18 YO, KEN!

22 HORSE’S MOUTH

102 BABE OF THE MONTH

104 SNAPSHOTS

106 HORSEPOWER106

FEBRUARY 2015 VOLUME 28, ISSUE 2

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FEATURED FORDS24 2015 MUSTANG FIRST DRIVE

We go Eco and 5.0 with the all-new global Mustang.

34 GOTTA-HAVE-IT BLUEMichael McLin’s twin-turbo Grabber Blue 5.0L was built to

throw down on the quarter-mile.

42 THE ONE THAT GOT AWAYHe dreamt it, he built it, he sold it, and now he regrets it.

52 PACKIN’ HEAT John Francis’ ’05 originally sported a measly six-cylinder.

Now it’s got nothing less than a shotgun hemi!

58 COYOTE STOCK—IT ROCKS!Inside drag racing’s only sealed crate-engine class.

TURNIN’ WRENCHES68 BREEDING EASY

Sean Hyland Motorsport drops a Coyote powerplant into a

Fox.

78 700HP SUPERSIZED STROKERWe use 557 ci to reach our desired power level.

EVENT ACTION88 HEAT WAVE

NMRA lights up the summer sky with wheelies and a victory

over Team NMCA.

24

34

ON THE COVER: The all-new S550 Mustang is here and we were fortunate enough to attend Ford’s highly antici-pated ride and drive. After the incredible cruise through sunny Southern California, we thoroughly enjoyed both the 435hp GT and the 310hp EcoBoost setup. This month’s cover shot is courtesy of Ford. Up top, Grant Cox nailed the Grabber Blue GT, while down below, Wes Duenkel shot the 557ci big-block.

FOX-BODY COYOTE SWAP!

5868

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1996-04 4.6L GTTHROTTLE BODY &PLENUM KIT

1999-04 FACTORYTINTED HEADLIGHTKIT

1999-04 MACH 1GRILLE DELETE

1999-04 GT AIRAID COLDAIR KIT

1994-04 13” COBRAFRONT BRAKE KIT

1994-04 BLACKINTERIOR RESTOSTARTER KIT

75MM opening brings in more airfor more HP & TQ on your GT!

Increase visibility & looks! Includesour no hassle 1-year warranty!

Increased stopping power andhigh end brake attitude at a fractionof the cost! Includes 2-piston calipersslotted rotors, stainless lines, andbrake pads!

Ditch your factory grille for the clean looks of our Mach 1 grille delete!

,PSURYHG�DLURZ�HP & TQ for your 4.6L!

$219.99

$129.99

$699.99

$69.99 $232.90

$259.99

Get your interior back! Replacements for top wear interior parts includingFDUSHW�� RRUPDWV��GRRU�panel inserts! Fits coupe.

1996-04 H&R SUPERSPORT SPRINGSDesigned to lower your Stang’s center of gravity and reduce body roll for improved handling charac-teristics & an awesome look!

$259.99

$139.99 $24.99

1999-04 COWL VENTGRILLE ASSEMBLY

1994-98 ODOMETER GEARREPAIR KIT

Perfect for your faded ordamaged cowl grille!1pc design.

1979-04 PYPE BOMBCATBACK EXHAUST KIT

1996-04 MIL ELIMINATORS

$389.99

$47.99

Get a deep new aggressive tone whileadding extra horsepower!

Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!

Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!

POLISHED3.5” TIPS!

2003-04 COBRA FRONTBUMPER COVER KIT2003-04 COBRA FRONTBUMPER COVER KIT

$629.99

Fix a burnt, slipping, or grinding clutch Mustang with a quality clutch kit from Spec! USA made components ensure smooth operation and great street performance!

SPEC CLUTCH KITS

$254.99FROM

Restores proper function of odometer

& trip readings!

SPOTINK

W128931-MMFP-150200_1.pdf 12:25:14 PM__11/12/2014 Ad Insertionblackyellowmagentacyan

$89.99

Back by popular demand! Centers your factory fog lights for a classic look. Includes fog light extension harnesses for a painless installation!

2005-09 GT CENTER FOG LIGHT GRILLE KIT

SCT X4 TUNER +SVE CUSTOM TUNE

Get the most out of your mods with professional,

dyno proven calibrations IURP�69(��6&7��:L ��GDWD�

logging, portrait & landscape viewing on full color screen!

$399.99

2005-15 SVE DRIFT WHEEL & TIRE KIT

2005-15 SVE SERIES 2WHEEL & TIRE KIT

2005-14 SVE DRAG WHEEL & TIRE KIT

7RS�3LFN��0DWWH�EODFN� QLVK��[��ZKHHOV�PRXQWHG�on Nitto NT555 tires!

Includes gunmetal w/ polished lip 19x9/19x10 wheels mounted on Hancook Ventus Evo tires!

Dark stainless 17x4.5/15x10 wheels mounted on Mickey Thompson ET Street Radial & Racemaster tires!

Give your S550 Mustang the wild howl of American V8 muscle that it deserves! Includes 4.5” polished tips!

Protect your carpet in style with TXDOLW\�SOXVK� RRUPDWV�IURP�/OR\GV��Makes a great gift idea!

5DFH�VHULHV�PXHU�JLYH�D�SRZHUIXO�tone, increase HP & give stealthy looks to the rear of your Coyote!

%HWWHU� RZ��PRUH�KRUVHSRZHU�IRU�your new 2015 Mustang GT!

Easy installation!

BLACK FINISH!

2015 GTGIBSON CATBACK EXHAUST

2011-14 5.0LMBRP RACE AXLE BACK

2015 GTJLT COLD AIR INTAKE

$1599.99 $1589.99$1699.99

$689.97$89.99$598.40

$349.99

$189.99 2005-14 SVE PROGRESSIVELOWERING SPRINGS

Obtain that perfect stance & improved handling the right way with these lowering springs from SVE! Lowers 1”-1.5”

$1699.99

$164.99

Add serious power to your coyote and clean up your engine bay! Includes Cobra Jet manifold, GT500 WKURWWOH�ERG\��-/7�FROG�DLU�NLW��1�$�FXVWRP�WXQH� OH�

2011-14 COBRA JET MANIFOLD KIT + JLT COLD AIR

2005-12 LEDHEADLIGHT +FOG LIGHT BULBKIT

FROM

2005-15LOGO 4 PC FLOOR MATS

SPOTINK

W128931-MMFP-150200_2.pdf 12:25:14 PM__11/12/2014 Ad Insertionblackyellowmagentacyan

Quality Ford CorePrecision HonedLimited Warranty50oz Crank

5.0L 302 ECONOMYSHORT BLOCKA great build for naturally aspirated light street/strip applications or for restoring OE style performance!

$999.99

1979-93 FRONTLOWER CONTROL ARMS

1987-93 5-LUG CONVERSION KITThe ORIGINAL! Upgrade the performance and looks of your Fox Body with the most comprehensive kit on the market!

$399.99

2.5” STAINLESS LXTAILPIPES PAIR,PSURYHG�H[KDXVW� RZ��DQG�JUHDW�IRU�rusted or damaged stock pipes!

$144.99

$169.99

1987-93 FUEL TANK KIT$�GLUHFW�UHSODFHPHQW�IRU�UXVWHG�GDPDJHG��RU�OHDNLQJ�JDV�WDQNV�

$249.99

Quality stamped steel control arms just like OE! Restore control

to your Fox Body!

1987-93 EXTERIORRESTO STARTER KITWhether starting orQLVKLQJ�\RXU�SURMHFW��WKLV�kit contains top items to clean up the exterior of your Fox Body!

$249.99

$44.99 $214.99

1979-93 2PC SUNROOFWEATHERSTRIP KIT

1987-93 LX TAILLIGHTASSEMBLY PAIR

PONY WHEEL & TIRE KIT

$1099.99

An exact replica of the factory Ford Pony wheel but in 17”! 17x8 silver wheels wrapped in Sumitomo HTRZII tires! Includes Ford Licensed center cap.

17 ”

LOWER PRICE!

SPOTINK

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5.0L/5.8L 170CCALUMINUMCYLINDER HEADS

1986-93 5.0L BBKOFF-ROAD H-PIPE

1989-93 BBK 5.0LBLACKOUT COLD AIR KIT

1979-04 TUBULARREAR UPPER& LOWER CONTROL ARMS

1986-93 5.0L SINGLE TURBO KIT

1986-93 SVE 5.0LINTAKE MANIFOLD

1979-93 5.0L FACTORYFIT STEEL PULLEYS

1987-93 COBRA FRONT BUMPER CONVERSION

Lightweight aluminum heads are the perfect upgrade for your 5.0L!

Firmer launches + improvedhandling & grip! Includes poly-urethane bushings

6DWLQ� QLVK�XSSHU��ORZHU�LQWDNH�manifold increases HP & TQ & looks

great under the hood!

5HVWRUH�FKDUJLQJ��ORRNV��cooling power to your 5.0L! Budget friendly and installs

HDVLO\��%ODFN� QLVK�

1993 Cobra styling + increased DLURZ��5HDG\�IRU�SUHS��SDLQW�

$899.99

$139.99

$1599.99

$349.99

$99.99

$249.99

$179.99

$189.99

$209.99

Bring on the BOOST in your 5.0L!4XDOLW\�FKURPH�SLSLQJ��00�WXUER�headers & intercooler included! Full bolt on kit!

Blackout series cold air kits draw FRROHU��GHQVHU�DLU�IURP�WKH�IHQGHUZHOO�for more HP & increased throttle response!

Direct bolt on! Quality 16GA aluminized steel made in the USA!

ON3PERFORMANCE

Our all new fully recline-able race seats look great with any interior! Quality black cloth seating surface with synthetic leather seat caps.Adjustable seat tracks also included!

Top selling kit! Get more charging power out of your fox body! Our kit IHDWXUHV�D�TXDOLW\�1(:��$03�alternator & 4GA power wire.

$549.99

1979-04 SVE S2 RACE SEAT PAIR

1986-93 130 AMP ALTERNATOR KIT

SPOTINK


2011-15 5.0L COYOTEBLUE COIL COVERS

2011-14 COBRA JETCOLD AIR INTAKE KIT

$79.99

$329.99

Quick and easy eye catching mod to set your 5.0L apart from the rest! Features POWERED BY FORD engraved text and SRSXODU�EOXH� QLVK�

More HP & TQ from your 5.0L equipped with a Cobra Jet intake!

Massive 102mm inlet!

2011+ 5.0L 4VCOYOTE CRATE ENGINE

3.73 REAR GEAR KIT

2005-14 GT500 BREMBO BRAKE KIT

Join the craze and make the swap to an awesome 2011+ 5.0L Coyote crate motor! Lightweight aluminum block, high revving & awesome baseline power! The next revolution in engine swaps!

Eliminate the guesswork on your next 8.8” gear swap! This kit haseverything you need. Improved acceleration and quicker take offs! Includes gear set, gear oil, friction PRGL HU��PDVWHU�EHDULQJ�NLW�More ratios available online!

Size matters! The biggest factory brake setup available for a Mustang to your 2005-2014 GT or Boss 302! 6-piston Brembo calipers, 15” front rotors/13.8” rear rotors, direct bolt on Ford parts!

$6189.00$319.99

$255.99

1979-04 ALUMINUMDRIVESHAFT 28 SPLINE

1986-04 24LB FUELINJECTOR & ADAPTER KIT

A great upgrade for your Mustang! Improves acceleration, reduces unsprung weight, and creates a

smoother ride!

Upgrade to these bigger injectors to give your engine the fuel it needs to run HFLHQWO\��,QFOXGHV�DGDSWHUV��6ROG�DV�a set of 8 injectors and 8 adapters.

$294.99

$107.96 $199.99

$1797.00

$219.99

5.0L/5.8L SPARKPLUG WIRE SETS

1986-14 TRACTION LOKREBUILD KIT

5.0L/5.8L HYDRAULICROLLER E-CAM

2011-14 5.0L/5.4LGT500 AXLE BACK

1985-95 5.0L/5.8LPERFORMANCE HYDRAULIC ROLLER LIFTERS

Easy installation & looks great under the hood! Variety of colors available!

Upgrade your traction-lok to carbon discs. No more one wheel burn outs!

Excellent upgrade over stock with an aggressive lope exhaust tone!

5-Star top seller! Get a deep, muscular tone out of your GT! Stainless steel construction, includes polished 4” tips and is a direct bolt on!

Direct replacement for OE, but allows 200-300RPM higher rev!

$44.99

$199.99

FITS1979-95

POLISHED4” TIPS!

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SHOP

WWW.MUSCLEMUSTANGFASTFORDS.COM FEBRUARY 2015 11

Let The Fun BeginIT’S been said the shortest distance between two

points is a straight line. In my case, I’ve swaggered

a few different ways, only to come full circle. MM&FF is where I

almost started my career nearly 15 years ago.

Back in the day, I was the second hire at the National Mustang

Racers Association and did freelance work for them. Then in June

2000, after I graduated from the University of California, San

Diego, former MM&FF editor Jim Campisano offered me a staffer

position. Unfortunately, back then I just wasn’t ready to pack my

bags for New Jersey. Instead, I relocated two hours north and

ended up taking a gig with Car Craft magazine and becoming the

token Ford guy.

It was during my tenure at Car Craft that I built my first heads-

up car. It was a supercharged ’89 Fox built according to the EFI

Renegade rules at the time, meaning it had to have a hydraulic roller

camshaft with a maximum .550-inch lift. I’ll never forget my first

hit, which was a 10.02 at 140-mph thrill ride. Boy, was I hooked!

Honestly, I didn’t expect to go that fast during the initial outing, and

after one more pass I was told to slow it down or park it since I didn’t

have my competition license. That ended my weekend, but even so, I

had a mile-wide grin on my mug and I was OK with that.

Since then I ventured onto a different magazine for nearly

12 years and kept to my Blue Oval roots with another Mustang,

a ’90 Fox that is way beyond anything I ever dreamed of. Like

most projects, it started out relatively mild, running 8.90s the

first time out. However, over the past few years it has evolved

into something a bit more intense.

It’s a stock suspension based ride

and the first West Coast car on 275

drag radials to run 6s in the quarter-

mile at over 203 mph. It was no easy

feat, but we have a great team that

made it happen.

As for what I see in the near

future for MM&FF, we’ll showcase the

hardcore tech you’ve come to expect.

This includes potent engine builds

ranging from the traditional 5.0L

to the latest iterations, along with

power-adder testing on both engine

and chassis dynos. And of course we’ll

continue to feature the hottest rides

out there and be onsite at the main

events.

More importantly, while I feel

fortunate to be at the helm of this

ship, I know that this is ultimately your

magazine. If there’s something you

would like to see or just feel the need

to reach out, you can email me directly

at [email protected].

And with that, let the fun begin! HDLS

While I feel

fortunate to be

at the helm of

this ship, I

know that this

is ultimately

your magazine.

EDITORIAL HENRY DE LOS SANTOS

TALK

PH

OTO

CO

UR

TESY O

F T

OTA

L C

OST IN

VO

LVED

EN

GIN

EER

ING

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ADVERGENERAL MAN

ASSOCIA

AD OPERA

GENERAL MAN

(949) 7

Los Angeles Sales Ofce

831 South Douglas Str

(310) 531

New Y

261 Madison A

(212) 915-

Detroi

4327 Delemer

(248) 594-5999

Midw

Marc Gor

(312) 396-0620

Southeast Sales Ofce

Michael Esse

(863) 860-6023

To adv

Interlink M

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SOURCE INTERLINK MEDIA, LLCCHAIRMAN

CHIEF EXECUTIVE OFFICER

EVP, CHIEF FIN

EVP, CHIEF CREA

EVP, SPOR

EVP, CHIEF CONTENT OFFICER

EVP, OPERA

SVP, ENTERPRISES

EVP, SALES & MARKETING

SVP, DIGIT

VP, SALES OPERA

SVP, FIN

SVP, A

VP, EDITORIAL OPERA

EVP, A

SVP, CONTENT STRA

AUTOMOTIVE

SVP, DIGIT

VP, DIGIT

SVP, MARKETING

EVP, MIND O

CONSUMER MARKETINGMEDIA SUBSCRIPTION COMP

SVP, CIRCULA

VP, RETENTION & FULFILLMENT

EDITORIALNETWORK CONTENT DIRECTOR & EDITOR

Henry de los Santos

MANAGING EDITOR Craig Johnson

CONTRIBUTORS Dale Amy, Steve Baur, Stephanie Davies,

Wes Duenkel, Justin Fivella, Michael Galimi, Ken

Miele, 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

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Wheel Size & BackspacingI have a stock-suspension 1986 GT and want to install

15x10 rear wheels with 15x3.5 or 15x4 runners up

front. What backspacing do you recommend?

65mustang86

Via mustang-360.com

On a Fox-Body chassis, the backspacing for a

15x10 should be 6 1/2 inches. It will be a tight fit,

but 275x60 rubber will work well. Even then, the

emergency brake cable will be in the way. To fix this,

simply loosen up the brake cable bracket and move

the cable for more clearance. For the front, the stock

backing spacing on the 15x3.5 or 15x4 will work fine.

KEN!KEN MIELE

18 FEBRUARY 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM

3V MelodyThe Ford Racing Cobra Jet

intake for the 3V engine

peaks very high at 7,200 to

7,500 rpm. Can the stock 3V

handle that kind of rpm with-

out damaging the internal

parts? It seems like a lot of

rpm for the 4.6L to handle,

or did Ford design the 4.6L

to handle upper rpm loads?

Donald C.

Via email

The stock 4.6L likes rpm

and will handle it just fine.

When we tested the Ford

Racing Cobra Jet intake, it

made very good power in

the upper rpm range. While

7,500 rpm may seem like

too much rpm for a stock

engine, the 4.6L rotat-

ing assembly is not like a

traditional 5.0L pushrod

engine. The small pistons

and rather light rods, along

with no pushrods, make the

4.6L ideal for high-rpm use.

Durability has not been an

issue in naturally aspirated

applications. These intakes

are used in NHRA Stock

Eliminator with great results

and are seeing high rpm on a

regular basis, using all stock

rotating assemblies.

FMU HelpOK, so here it goes. I bought

a Vortech V-3 supercharger

for my stroked 347ci with

TFS cylinder heads, TFS

intake, 24-pound injectors,

and billet fuel rails. Do I have

to use Vortech’s FMU, or

can I just keep what I have

until I save up and switch to

40-pound injectors with a

larger pump?

HondaKiller83

Via mustang-360.com

I don’t suggest using the

24-pound injectors without

the FMU. You are only set-

ting yourself up for potential

engine damage caused by a

lean condition without the

proper fuel components. I

know it is tough when you

are on a budget, but it could

cost you more in the long

run if your engine burns a

piston or valve.

EFI-to-Carb SwapI have a 1990 LX 5.0L and

want to swap out the fuel

injection for a carburetor

setup. Would I need anything

else but the intake, carb, and

fuel pump? Also, what kind

of distributor would I need to

put in it? Finally, is this even

possible with the automatic

transmission in the car?

Joseph Rinier

Via email

You will need to upgrade

to an aftermarket distributor,

or if you’re on a budget you

can use a distributor out of

a 1985 5.0L with a manual

trans. But be warned: The

Duraspark has been known

to quit without notice. You

will also need an ignition

box. The factory Ford Dura-

spark can be used; however,

you will need the wiring har-

ness for the ignition system

from a 1985 5.0L Mustang.

The easiest way to go is

with a MSD 6AL along with

one of MSD’s distributors.

The auto trans will work, but

you will have install a new

throttle cable. Lokar offers

PN KD2AODHT for the cable

and PN SRK4000 for the

bracket. The cable needs to

be hooked up, otherwise you

will damage the transmis-

sion. To adjust the cable,

just make sure there is nei-

ther slack nor tension when

the cable is reinstalled onto

the throttle-body lever, and

this will get you fairly close.

Worse case, you may have to

go to a transmission shop if

your transmission is shifting

too softly or erratically.

F-150 Power PulleysI have a 2010 F-150 STX

4x2 with a 4.6L Two-Valve

engine. I already have a cold

air kit, a HyperTech tuner,

and exhaust on the truck,

but I would like a little bit

more power and possibly

more mileage. I want power

pulleys but can’t find any for

this truck. Will pulleys for a

Mustang with the same basic

engine fit my engine?

Jgullivan

Via mustang-360.com

The pulleys for a 4.6L

Mustang would not work,

and the power and mileage

gains would be minimal at

best. Currently you have

done just about every thing

you could do to improve

power and mileage. I would

suggest you get yourself a

custom tune for your mods.

Off-the-shelf tunes work

well, but a custom tune will

fit your needs much better.

Several manufacturers offer

this service, and it’s only a

matter of selecting the one

that best fits your need and

availability.

ANSWERING YOUR TECHNICAL QUESTIONS

These intakes are used in NHRA Stock Eliminator with great results.

MMFP-150200-YO.indd 11/11/14 12:31 PM PAGE 18MMFP-150200-YO.indd 11/11/14 12:31 PM PAGE 18

INK


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HORSE’S


MOUTHBY EVAN J. SMITH

Bongiovanni Racing CJ Wins Best Engineered In its very first outing, Anthony Bongiovanni’s Arrow-sponsored

2014 Ford Cobra Jet Mustang captured the Best Engineered

award at the recent NHRA Mello Yello Drag Racing Series Auto-

Plus Nationals at Maple Grove Raceway, located outside of

Reading, Pennsylvania.

Bongiovanni’s Super Stock Mustang qualified 7th—an

impressive feat considering the Ford Mustang had never made

a run prior to the event. “We brought a brand-new car with a

new 5.0 Coyote engine to a national event, which is something

you don’t normally do,” said Anthony Bongiovanni. “It went

smoothly down the track, running 8.76 at 156 mph. Winning

Best Engineered is a testament to our team’s hard work,” he

added. The Best Engineered award is selected by NHRA techni-

cal officials and is based on quality of construction, attention to

detail, outstanding workmanship, and vehicle uniqueness.

“Bongiovanni Racing is thrilled to walk away from the NHRA

Keystone Nationals with a Best Engineered award, and we’d like

to thank the NHRA Tech department for its consideration.”

Mustang of the late Jim Cun-

ningham and will likely enter

the Pro Stock shark’s tank

in 2015.

“I really like the Ford

Mustangs,” said Westcott.

“They are nice-looking cars,

and it’s nice to have people

root for you, but I need to

figure out how to go fast to

give them a reason to root.”

The Parma, Michigan,

racer went on to say, “I

wanted to build a Pro Stock

engine, and the Dodge guys

said it would be $13,000

to $14,000. Then I got to

know Jesse Kershaw at Ford

Racing and he sold me parts

cheap enough to be worth

my while. That’s how it hap-

pened. I have some parts

and can keep myself out of

trouble for a few years.”

Charlie Wescott Jr. to Run Ford Pro StockerSix-time Hemi Challenge

champion and engine

builder, Charlie Westcott Jr.,

recently announced his plans

to compete in the tough

NHRA Pro Stock ranks driv-

ing a Ford Mustang. Westcott

purchased the Jerry Haas

THE LATEST NEWS IN THE FORD WORLD

Hayward Blasts to First-Ever 7-second True Street Average

PH

OTO

: AU

TO

IMAG

ER

Y

Tremec True Street racer Cal Hayward rocked the Nitto NMRA All

Ford World finals in Bowling Green, Kentucky, delivering the first-ever

NMRA 7-second average in his Bullseye Performance 1991 twin-turbo

Mustang. Drivers have been on the cusp of busting the barrier in the

popular Tremec True Street class for two years.

“We’ve been testing at Milan Dragway and U.S. 131,” said

Hayward. “We went a 7.71 driving it over 40 miles to the track and

then driving it home. I knew the first pass in Bowling Green was good

(7.636), but on the second run it got out of the groove and I had to

lift. It still ran 7.895, then the real deal set in. I just wanted to back it

up, and when I pulled the chute on the third run I knew it was in the

7s, and it was unreal.”

Tremec True Street participants must first complete a 30-mile road

drive and, with no refueling or tuning, make the three quarter-mile

passes.

PRESENTED BY

PH

OTO

CO

UR

TESY O

F T

HE N

MR

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PB FEBRUARY 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM

2015 Mustang

FIRST DRIVE

BY EVAN J. SMITH • PHOTOS BY THE AUTHOR AND COURTESY OF FORD

WE GO ECO AND 5.0 WITH THE ALL-NEW GLOBAL MUSTANG.

MMFP-150200-DRIVE.indd 11/11/14 12:36 PM PAGE 24MMFP-150200-DRIVE.indd 11/11/14 12:36 PM PAGE 24

WWW.MUSCLEMUSTANGFASTFORDS.COM FEBRUARY 2015 PB

FIRST DRIVE



’15 MUSTANG DRIVE

able, and there is a bin for sunglasses and a phone holder. It has more

airbags and a larger trunk, too,” he added. But that just scratches the

surface.

We drove both the GT and the EcoBoost and we came away grinning

wildly. There’s quite a variance in the “experience” each Stang provides,

they are both good, but distinctively diferent.

2.3L EcoBoost MustangWe’re not going to lie. We had doubts about the EcoBoost Mustang.

There, we said it. While we’ve been impressed by the 3.5L twin-turbo

EcoBoost, we feel the 2.0 in the Focus ST underachieves. So we just

didn’t think the 2.3L four-banger would properly motivate the Mustang.

PUSH, PUSH, PUSH . . . THEN PUSH SOME MORE, RIGHT TO THE EDGE OF OUR COM-FORT LEVEL.

We pushed deep into the corners, mostly blind

ones, yet the all-new Mustang maintained the

balance and control of an Olympic ice skater—

frankly, it inspired confdence and was a thrill

to drive. And so we pushed—hard—harder

than we planned, considering we were

acclimating to the feel of this long-awaited

S550 chassis.

As we carved and climbed through the

twisting Angeles Crest Highway outside of

Los Angeles, we thought, A mistake right now

would be catastrophic. Immovable rock faces

fashed by the window. Meanwhile, mountain

peaks created a picturesque scene on the

opposite side. Our focus, however, was on the

road ahead. The EcoBoost Mustang provided

insane grip and never jumped out on us. Im-

pressive? We’d say so.

Let’s face it, hordes of Mustang enthu-

siasts considered the S197 Mustang to be

perfect. Since 2005, Ford has blended power,

technology, and a slathering of retro into the

design. The past, however, only takes you

so far. We’re a bit over the whole retro thing.

Ford recognizes and acknowledges the vast

cross-section of the Mustang faithful—50

years of owners who expect the Mustang to

be ripe with forward-thinking technology,

connectivity, and uncompromising style and

performance. But it must do so without losing

a connection to the heritage and styling cues

of an American icon.

As you know, Mustang’s reputation was at

stake when the slate was wiped clean. “We’re

fully committed to building the best Mustang

ever,” said Mustang Chief Engineer Dave

Pericak. “We spent a lot of time on the propor-

tions to give it a ground-hugging appearance

that’s uncluttered and purposeful.”

According to Pericak, the 2015 Ford

Mustang has world-class craftsmanship and

improvements to enhance the driving experi-

ence. “The size of the instrument panel has

been reduced by 30 percent. This means more

knee room. The steering wheel is smaller, plus

it now has tilt and telescopic features. There’s

also a clean shift path, memory recline in

the seats, the glove box is lighted and lock-

MMFP-150200-DRIVE.indd 11/12/14 7:42 AM PAGE 26MMFP-150200-DRIVE.indd 11/12/14 7:42 AM PAGE 26


Boy, were we wrong! It’s capable of high 13s in

stock trim. Yeah, that’s faster than your stock

Fox-body. And it sounds good, even if the

engine notes are piped in through the sound

system. Ford has been taken to task over this,

but we say, “Who cares?” It doesn’t dampen

the driving experience, and that’s what we’re

after.

Our tester was Competition Orange and

equipped with the six-speed manual and

the tight Recaro seats. We kicked of our test

drive in stop-and-go trafc in downtown L.A.,

but it was a good drivability test. The Mustang was nimble and easy

to handle around town. Visibility is great. The controls are within easy

reach, and it was easy to fnd a comfortable driving position. Clutch

take-up (release) was smooth and had a linear in feel. And the new

Hill-Start Assist was a pleasant driver aid. It permits you to release the

brake pedal on a hill without rolling backwards, just for a moment until

you can apply throttle, release the clutch, and get going.

Soon the road opened and we could feel the power. The more we

drove, the more we liked it. We immediately noticed that bumps, bruis-

es, and potholes no longer upset the ride quality. In earlier Mustangs

you subconsciously make steering inputs as the rear axle encounters

imperfections in the road that often causes the car to twitch. With the

The world wants a piece of Americana and we built an American machine to give it to them.

—Mustang Chief Engineer Dave Pericak



’15 MUSTANG DRIVE

IRS you barely feel those imperfections and

you don’t have to compensate with steering.

It’s a subtle but noticeable improvement.

The newness of the design carries into

the amazing interior. The optional leather

Recaro seats are supportive and squeeze you

tightly,(perhaps too much for daily driving or

for larger occupants. To be safe, we’d recom-

mend driving with both seat versions prior to

ordering. The 2015 Mustang uses a smaller

steering wheel, which provides a sportier look

and feel; it also makes ingress and egress

easier, especially for those who drive with

the seat close to the wheel. Speaking of the

wheel, you’ll fnd much more adjustment

with the telescopic feature. In the name of

ergonomics, Ford moved the shifter closer to

the driver, and engineers slid the cupholders

to the right—this, combined with a redesigned

shifter, produces smoother shifting with a bet-

ter overall feel. Ford also added a nice pocket

at the base of the center stack that’s perfect

for holding a cellphone—fnally.

The dash is shorter and has a smart-

looking curved shape, which provides more

room for your knees. We like the “eyebrows”

at the top, and the materials are fantastic.

The gauge layout provides functionality and

blends nicely with the center stack. All Mustangs now have a push-to-

start button and the toggles that activate various features.

Breaking free of trafc’s grip, we attacked the aforementioned

Angeles Crest Highway, a spectacular adrenaline-pumping arrangement

of bends, sweepers, and straights, with a breathtaking view to boot. We

cracked into those ponies, and power was there when we needed and

wanted it, even while ascending through 4,000-plus feet. The Eco-

Boost’s turbo comes on with 20 psi of boost for snappy low-end grunt,

and it doesn’t diminish in the mid- and high-rpm range. Actually, we

forgot we were driving a four-banger Stang altogether. We were simply

driving a fun Mustang.

At speed, however, you can’t get over how remarkable the suspen-

sion works. Braking aggressively brought on a whole new experience as

we dove into the binders and the chassis sucked downward. No longer

does the snout try to kiss the ground under heavy braking; instead there

is a wonderful balance. Pedal feel is frm, and we were able to modulate

the braking power nicely. All four corners now work in unison to main-

tain compliance and slow the car. You feel this connection in the seat of

your pants!

With improved braking stability, the chassis sets up quickly so

you can attack the corners. After a few miles, our confdence grew and

we drove with more vigor. The Mustang never balked and we never

reached an uncomfortable level. Enthusiasts will realize this pony is

very easy to drive at speed.

This improved control comes from a stifened chassis combined

with double-ball-joint independent front suspension with MacPherson

struts and a tuned stabilizer bar. The rear features an Integral link IRS

with coil springs and a stabilizer bar. Vehicle weight was 3,532 pounds


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without driver. Our Stang rode on 255/40/19

summer tires with 19x9 wheels.

Turn-in is immediate, with excellent pre-

dictability. The electrically assisted steering

is also weighted nicely. We found the car to be

nimble and stable on switchback transitions,

even when we ficked the sprung weight

back and forth in tight corners. Ultimately,

this results in fatter, faster, and drama-free

cornering. It lets you roll the power on quickly

to muscle out of the turns, which is what we’re

all after.

5.0 Mustang GTThe Mustang GT is clearly the EcoBoost’s

big brother. It’s muscular, it rumbles, and with

435 hp it gets with the program. Truth be told,

we had hoped for 450 hp or at least 444—we

suppose Ford is banking a few ponies for

future “feature” models. But 435 is stout, and

man, does the Coyote sound good, especially

when you wing it up near the 7,000-rpm red-

line. And it accelerates. Our sister pub Motor

Trend went 12.8 in the quarter, so we’re sure

low 12s are easily accomplished with power-

shifts on a prepped track.

On the road, the Mustang GT was

everything we expected. We love the styling,

especially the Performance Pack, with its

mini-splitter and the rear spoiler. The PP

also gets you a 3.73 rear gear with Torsen

diferential, stifer springs, and matched

shock damping, cross-axis ball joints, and

wider wheels and tires. (A 3.31 is standard on

the GT manual; 3.55 is optional.) You also get

outstanding braking performance with the

six-piston 15-inch Brembo brakes. Stuf like

that is normally reserved for race cars, so track dawgs, head straight

for your favorite road course. Quarter-milers will likely add drag radials,

a tune, and basic mods that are sure to produce low 11s or high 10s. Of

course, boosting your GT could bring 9s under the right conditions.

According to Pericak, you can now option your auto-equipped GT

with a 3.55 performance axle ratio (3.15 is standard). If the outgoing GT

with 3.15 gears could run 12.80s, we expect a 2015 Mustang with 3.55s

to run 12.60s or quicker. At 3,705, it’s heavier, something we expected

(despite the ridiculous Internet reports of a 200-plus pound reduction),

but you get more standard options increased safety and a better ride.

Pericak also pointed out the S550 chassis is 28 percent stifer (on

the coupe), and this allows the suspension to do its job better than

before. It is refned but still has a “Mustang feel.” If anything, compared

to the EcoBoost, the GT has a softer, heavier feel in the front suspension.

Where the lighter (by 150 pounds) EcoBoost reacts to steering inputs

with a surgeon’s precision, the GT wasn’t as sharp. It is important to

note that we we’re comparing the Performance Pack–equipped EcoBoost

to a Premium GT without the Performance Pack. Despite the weight,

steering feel was excellent. There’s just a bit more to think about at the

limit.

“The Performance Pack gives you a way diferent feel,” said Pericak.

“The springs on the base GT have a sporty but comfortable ride. The

Performance Pack is more tied down. We have goals for lap times or

lateral g numbers, and we work hard to optimize the critical areas,

keeping in mind the desired feel and character. The Mustang has an

edge or rawness,” Pericak added. “You just can’t look at the numbers or

the data. There’s a human factor. It’s about the intangibles of the driving

experience.”

We agree. Driving a Mustang is a special experience, one that

Mustang owners covet. Even with the refnement and the technology,

the character is not compromised. It’s 100 percent Mustang from the

pony in the grille to the rumble of the 435hp Coyote. We’re anxious to

see where Mustang owners take the 2015. The aftermarket will soon

be fooded with cold-air and tuning packages, plus blowers, turbos,

body kits, and exhaust. And we’ll see international brands entering the

market, too. “The world wants a piece of Americana,” Pericak boldly pro-

claimed, “and we built an American machine to give it to them.”

’15 MUSTANG DRIVE

Driving a Mustang is a special experience, one that Mustang owners covet.


INK


SPOTINK



’11 MUSTANG GT

GOTTA-HAVE-IT BMICHAEL MCLIN’S TWIN-TURBO GRABBER BLUE 5.0L WAS BUILT TO THROW DOWN ON THE QUARTER-MILE.BY AMIE WILLIAMS • PHOTOS BY GRANT COX

MMFP-150200-S197.indd 11/11/14 12:39 PM PAGE 34MMFP-150200-S197.indd 11/11/14 12:39 PM PAGE 34


T BLUE



’11 MUSTANG GT

N OT ONE TO FOLLOW THE GRAIN, MISSOURI’S MICHAEL MCLIN WAS DRAWN TO THE

BRIGHT GRABBER BLUE HUE SLATHERED ON THE THEN-NEW FACTORY 2011 MUSTANG MODELS. When introduced, the color was a little harder

to fnd, and McLin had to fnd one for himself.

Not only did FoMoCo bring back the Grab-

ber Blue that adorned the classic Mustangs,

but the 5.0L was reintroduced for the 2011

Mustang GT, making the car not only bright

but powerful straight out of Flat Rock’s factory

gates.

After searching all over for that perfect

2011 Mustang GT, timing proved in his favor

when a friend of a friend was looking to trade

his Grabber Blue 2011 GT straight-up for a

motorcycle that McLin happened to have in

his possession. Of course, McLin accepted and

madness ensued.

“I was looking to get into drag racing, and

I really wanted something with twin-turbos,”

McLin tells us. “My brother had just installed

twin-turbos on his SRT Chrysler 300, and af-

ter riding in it I knew that was the way to go.”

With the new Coyote 5.0L quickly becom-

ing popular and generating impressive horse-

power numbers from the factory block; at the

time Hellion had just released a twin-turbo kit

for the all-new 5.0L and McLin’s mind was dead-set on installing the kit

to bump his beast up to the next level.

Now the car sports two twin 62mm snails with a max boost of 13 psi,

a Hellion aftercooler, headers, an X-pipe, and a tune by Justune Tuning

from Kansas City, Missouri, to tie it all together. As it sits now, the car

puts down 784 hp and 688 lb-ft of torque.


“I built it to go fast, and I drive it hard,”

says McLin. “Any nice day out, I’m driving it.”

To quench thirst, the GT was converted

to E85. It also features 80-pound injectors

with a Blow by Racing Jackal fuel hat, an

Aeromotive regulator, and a K&N air flter for

better airfow. Modular Motorsports Racing

(MMR) oil pump gears and head cooling kit

were installed, as were Ford Racing valves-

prings.

In the quest for low e.t.’s, McLin added

Exedy components to the automatic transmis-

sion, including a Circle D Specialties torque

converter and 2,800-stall unit. To help ground

all of that power, he lowered the car about 2

inches all around, added control arm reloca-

tion brackets, and added BMR Suspension

subframe connectors. He then beefed up the

rear with Ford Racing 3.55 gears.

Still looking to get in some more track

time and with local tracks closed down, the

closest dragstrip is Heartland Park in Topeka,

Kansas, which is a couple hours’ hike. Only his

second time running at the track, he nabbed

an impressive 10.91-second pass at 141 mph.

McLin says, “I am looking to run high 9s or

low 10s with a little more practice.” And with the big trap speed, we are

sure he’ll get there.

Sure, performancewise the car has it going on, but let’s take just a

second to gawk at the exterior. The 2-inch drop and gloss black Weld

RTS wheels (17x4 front, 15x10 rear wrapped in Mickey Thompson ET

drag radials) perfectly flls the wheelwells and provides quite the men-

acing stance.

The exterior also features smoothed and painted ground efects as

well as a painted roof, a side window section and a decklid panel. A

smoothed and painted RTR chin spoiler also graces the front. Peer in-

side to see a carbon fber–wrapped dash and pillar gauges that include

a Turbosmart e-Boost2 electronic boost controller.

McLin is no stranger to Mustangs. He previously owned a 2002

Saleen Mustang complete with a Vortech supercharger, a 2002

Roush Stage 2 Mustang, and a 1993 hatch that he still drives on

those rainy days.

McLin would like to thank few people for the two-year build, such as:

the Restomod Store, his place of employment, who gave him a place to

build while providing help along the way with equipment and paint; his

brother Chris, who ofered mechanical expertise; Tanner Pap for internal

engine work; and Justune Tuning for tapping the car to reach its power

potential.

Now that he has a taste of the track, McLin is hooked. Although it is a

long haul to the nearest dragstrip, that doesn’t mean he won’t make the

drive to get a few good passes down the tarmac. “It’s the most fun I’ve

ever had driving a car, and I can’t get enough of it.”

’11 MUSTANG GT


I built it to go fast, and I drive it hard,”

says McLin. “Any nice day out, I’m

driving it.

MMFP-150200-S197r1.indd 11/18/14 8:57 AM PAGE 38MMFP-150200-S197r1.indd 11/18/14 8:57 AM PAGE 38

INK



’04 MUSTANG COBRA

THE ONE THAT

GOT AWAY

WE’VE ALL GOT A GUT-WRENCHING STORY ABOUT THE ONE THAT GOT AWAY.

was an accomplished truck builder who

preferred C-notched frames and airbags to

horsepower and performance. But it only took

one ride in a buddy’s New Edge GT and Selby

sold everything to fund his frst Mustang—

horsepower is addictive like that.

Selby started with a Fox-body and then

For Vince Selby, this 2004 Competition

Orange Cobra marks both the best and the

worst of times. Before we share the heart-

break, we must frst delve into the love afair.

As they say, the sunny days wouldn’t be

special without the rain.

Prior to owning many Mustangs, Selby

HE DREAMT IT, HE BUILT IT, HE SOLD IT, AND NOW HE REGRETS IT.BY JUSTIN FIVELLA • PHOTOS BY STEPHEN BROOKS

MMFP-150200-COBRA.indd 11/11/14 12:42 PM PAGE 42MMFP-150200-COBRA.indd 11/11/14 12:42 PM PAGE 42


AY

made his way through several low-mileage

Terminators and a Mach 1. But the apple of

his eye wasn’t an apple at all, but rather an

orange—a Competition Orange Terminator. As

you already know, a Comp Orange Cobra isn’t

exactly common, as only 353 examples were

produced . . . ever. Their rarity didn’t stop him

from searching, but it did mean that when he

eventually found one, it wasn’t what he had

in mind.

“I eventually found a Comp Orange Cobra,

but it was far from what I wanted. Instead of

a fawless show car, it was a shell of its former self—literally,” Selby

explained.

He wasn’t kidding. The previous owner had parted it out in disgust

after investing big money to build a single-turbo drag car, only to have

the motor grenade on the dyno. The car never made a pass. When the

previous owner saw his hard-earned dollars go up in smoke, he sold

of the good bits and left the rest for dead.

“It was a shell that didn’t even roll until he installed a junk 8.8-inch

solid axle and busted K-member to load it on the trailer,” Selby ex-

plained. “There was no interior, wiring, motor, or trans. It was gutted.”

Rare or not, most gearheads wouldn’t touch such a mess with a

10-foot pole, but fueled by determination, Selby seized the opportunity



’04 MUSTANG COBRA

to build the car of his dreams. He said,

“I wanted a 600- to 700hp street car

boosted by a twin screw, and I wasn’t

willing to cut any corners.”

Shortly after bringing home the

gutted Cobra, he and his wife headed to

Florida for a vacation. Like any proper

gearhead, Selby searched ahead only to

fnd Cobra parts just a few towns over

from where they’d be vacationing. Hmm,

how convenient. Wonder how he explained that one to his better half.

“I found a guy in Florida who had a low-mileage motor, seats, fuel

tank and a ton of spare parts, so I took a day of from vacation, rented a

U-Haul, and loaded up,” Selby said.

By now you’re probably laughing because

you’ve either done the same or the thought

has at least crossed your mind. Nonetheless,

Selby came home with what he thought was a

low-mileage Terminator motor.

“The guy told me it had under 40,000

miles,” said Selby, “but when we opened it to

check the condition, we realized it was a new

crate motor from Ford Racing and it still had

the break-in oil.”

When he returned from vacation, he

embarked on a nine-month journey that

brought the rare steed back from the grave.

Every waking moment not at work was spent


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rebuilding the beast.

The fresh crate engine was left untouched

from oil pan to valve covers, but a Kenne Bell

2.2 blower joined the party, along with plenty

of other supporting mods, like a combo of Bil-

letfow and Metco pulleys spec’d for 20-plus

psi of boost. A BBK twin 65mm throttle body

along with a JLT High Boost CAI and an SCT

BA3000 MAF handled inlet duties, while

cooling was left to the LFP dual-pass heat ex-

changer and Moroso coolant tank. All that air

needs plenty of fuel, so a Glenn’s Performance

Sleeper–sumped fuel tank joined the party, as

did a MagnaFuel 750 fuel pump controlled by

an Aeromotive fuel-pressure regulator and fed

by massive steel braided AN-10 and -8 feed/

return lines that supply massive 80-pound

injectors. Other underhood goodies include

plenty of powdercoated, painted, and polished

bits as well as a relocated battery for a tidy

look.

Few cars sound as wicked as a 4V

Modular, and this Terminator is no exception

thanks to Kooks long tubes and matching X-

pipe that feed into Borla Stingers.

“The car was a beast,” said Selby. “It was

an absolute handful on the street thanks to

697 hp and 681 lb-ft at the wheels on E85.”

Power is nothing without control, so Selby spec’d an all-star cast of

driveline components to support the big-boost motor. Like a D&D-built

Tremec T56 transmission with a Pro 5.0 shifter that dances with a

SPEC Stage 3+ clutch and matching lightweight aluminum fywheel.

Power leaves the built transmission and travels down an aluminum

driveshaft into a solid-axle swap that utilizes a built 8.8-inch rearend

that’s also had the front braced and the axletubes welded. Inside the

rearend you’ll fnd 31-spline axles that tickle a Detroit Locker diferen-

tial with C-clip eliminators and 3.73 gears—a GT500 diferential cover

seals the deal.

’04 MUSTANG COBRA


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Terminators aren’t the lightest cars on the street, so Selby cut weight

wherever possible. He said, “I added a Team Z Motorsports K-member

and tubular A-arms along with a Steeda bumpsteer kit and UPR front

coilovers with H&R springs to drop weight of the front end.”

Out back you’ll fnd Tokico adjustable shocks working with H&R

springs as well as Maximum Motorsports lower control arms and full-

length subframe connectors.

The efective motor, drivetrain, and suspension mods might be hard

to spot, but the classic 18-inch Saleen Replica wheels dressed in black

and wrapped in BFGoodrich front and Mickey Thompson rear tires look

sinister against the pumpkin-orange paint.

Harder to spot are such subtleties as that smoked taillights, which are

also sequentially wired like the newer Mustangs, and the drilled and

slotted rotors that hide beneath the big rims.

Speaking of hiding, you won’t mind hiding from the elements in the

cozy cockpit thanks to modifed OEM Cobra seats with suede inserts

that look great against the orange accents, the custom roll bar, and the

plethora of gauges.

When all was said and done, Selby had fnally created the car of his

dreams, but it was short-lived. Remember we talked about heartbreak?

Well, just months after completing the build, responsibility came a-

knocking.

“My wife and I wanted to buy a house, and even though I said I’d

never sell it, I did. To this day, I still regret it.” said Selby.

Months passed and the nagging reality of

letting go of his precious pony sank in. Selby

managed to track his beloved Cobra down

again, except its whereabouts were anything

but typical.

“A broker bought it and sold it to a collector

in Europe who was only willing to part with it

for a lot of money,” said Selby.

And so while Selby remains without his

Comp Orange Cobra, he’ll forever have the

memories of building it.

“I regret selling it, but I don’t regret build-

ing it. I miss it, but I’m not losing hope of

building another, except this time it’s going to

be a Terminator swapped Fox-body.”

Will it be Competition Orange? We think

so.

’04 MUSTANG COBRA

My wife and I wanted to buy a house, and even though I said I’d never sell it, I did. To this day, I still regret it.


INK


SUSPENSION ACCESSORIES

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Information applies to all Mustang Models 2005-2010

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Select Year

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A.R.H.R. VN805 BLVDMUSTANG: 18" 20"

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KMC KM651 SLIDEMUSTANG: 20" 22"

Year Model Max Power Gain Cost

'05-'13 Mustang V8 +13hp, +14ft-lbs $300



H&R Sport Springs 1.0" .75" $231

H&R Super Sport Springs 1.8" 1.9" $231

H&R Race Springs 1.5" 1.4" $231

H&R Coilover 1.0"-2.5" 1.0"-2.0" $1,175

Information applies to all Mustang Models 2005-2010

LORENZO WL197MUSTANG: 20" 22"

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’05 MUSTANG GT

PACKIN’

HEATJOHN FRANCIS’ ’05 ORIGINALLY SPORTED A MEASLY 6-CYLINDER. NOW IT’S GOT NOTHING LESS THAN A SHOTGUN HEMI!BY ERIC ENGLISH • PHOTOS BY THE AUTHOR

MMFP-150200-BOSSr1.indd 11/18/14 9:07 AM PAGE 52MMFP-150200-BOSSr1.indd 11/18/14 9:07 AM PAGE 52


WE’LL ADMIT TO BEING A BUNCH OF JADED

MUSTANG FANATICS, BUT IT’S OUR HONEST OPINION THAT RETRO STYLING HAS SELDOM MADE A BIGGER SPLASH THAN IT DID WHEN THE ’05 MUSTANG MADE ITS MEMORABLE DEBUT.

The visuals were an instant hit, and, like-

wise, enthusiasts were happy to embrace the

healthy modular V-8s that came along for the

ride. The new engines provided good power

and fuel economy, butter-smooth drivability,

MMFP-150200-BOSSr1.indd 11/18/14 9:07 AM PAGE 53MMFP-150200-BOSSr1.indd 11/18/14 9:07 AM PAGE 53


’05 MUSTANG GT

and the potential for bolt-ons galore—it was all good, no? Well, to a few

hearty souls, true high performance is all about cubes, carbs, and a big-

lift camshaft, with the S197 serving as a blank canvas for some creativ-

ity and old school car crafting. Count Page Stevens and Jim Francis as

members of this group of hardcore traditionalists.

Stevens has been a Ford enthusiast for decades, and found himself

intrigued by the hubbub that preceded the new retro Stang in 2004. He

made up his mind to have one of the frst to arrive in his hometown near

Portland, Oregon, yet from the start, Stevens had big plans to take it far

beyond the norm. Current owner John Francis was general manager of a

local Ford dealer at the time, and has been a friend of Stevens for years.

The two tossed around ideas for Stevens’ soon-to-come S197. It wasn’t

long before the fantasy of swapping in a Boss 429 began to get some

real traction. Needless to say, such a swap isn’t for the faint of heart or

inexperienced, so it was fortuitous that Stevens knew the parties that

could make it all come together.

As a quick reminder to those who haven’t

memorized the annals of vintage pony car

history, Boss 429 Mustangs were built in 1969

and 1970 specifcally to legalize the big-block

Boss engine for NASCAR racing. Known as a

homologation efort, it met NASCAR require-

ments that engines raced in competition be

“production” engines, available in cars sold

to the public. In street from, the Boss sported

radical and massive cylinder heads with

“semi-hemi” combustion chambers. In race

form, the chambers were true hemispherical.

Either way, the engine picked up a couple of

nicknames along the way, such as Shotgun

and Blue Crescent. Both the engine and car

were truly exotic in the day and remain some

MMFP-150200-BOSS.indd 11/11/14 12:45 PM PAGE 54MMFP-150200-BOSS.indd 11/11/14 12:45 PM PAGE 54

INK



of the most revered and sought after Mustangs of all time—roughly

850 were built for 1969 and 500 for 1970. With this as background, it’s

no wonder Stevens decided to use the Boss 429 as the basis for his

modern build.

Once the ’05 rolled of the transporter at Tigard, Oregon’s Landmark

Ford, Stevens indeed found himself with one of the frst new Mustangs

to arrive in the Portland area. Teardown commenced almost immedi-

ately, with Stevens taking a two-pronged approach. Larry Kalsch began

assembling a wicked 525-cube Boss engine, while Kreative Images in

Wilsonville, Oregon, prepared the ’05 for a huge power infusion.

Perhaps surprisingly, a Boss 429 physically fts better in a S197 than

in a ’69-’70 Mustang. Francis reports that while mucho custom work

was necessary to get the swap accomplished, it involved no cutting or

suspension revisions. It was a diferent story when the original Bosses

were built, for they required major reworking of the inner fenders and

shock towers to accommodate the big-block’s massive cylinder heads.

The heads in Francis’ ’05 are a modern interpretation by C&C Motor-

sports, with full hemispherical chambers. Engine dyno numbers before

it went into the car were 758 hp and 660 lb-ft of torque.

To aptly describe all that was done would take far more than a

magazine feature, but the very brief overview includes a custom six-

point cage, a beefy 9-inch rearend, Eibach suspension components, and

Wilwood discs at all corners. Inside, it’s an amazing sensation to sit in

Francis’ ’05 and fre up the 13:1-compression-ratio Boss Hemi. Every-

thing around you says new and modern, but the car shakes and sounds

unlike any mod-motor!

The build happened so quickly after the S197 debut that plenty

of custom work had to be done to install the big discs, as no specifc

application yet existed. If you think the wheels look strangely familiar

but are hard to place, you’d be right—they’re genuine Ford GT supercar

forgings measuring 18x9 and 19x11.5 inches.

As can be said about virtually every aspect of

this car, they’re just right!

Once the engine arrived from Kalsch

Machine, the Kreative Images crew got busy

on a custom K-member to support the all-

aluminum beast, and had Tom Phillips fab up

a masterful set of custom 2 1/4-inch head-

ers specifc to the application. Stevens has a

penchant for road racing, and so it was natural

to back up the Boss engine with a Richmond

fve-speed with a 1:1 top gear—no doubt it

makes for some fast and furious shifting when

at full song.

So with all the talk about original owner

Stevens, engine builder Kalsch, and car

builder Kreative Images, when does current

owner Francis reenter the scene? Well, it turns

out that Stevens tends to turn cars pretty

quickly. The joy of the build is a big part of

what makes him tick. When Stevens men-

tioned his plans to put the car up for sale in

2009, Francis quickly stepped up to the plate.

When he had made suggestions about the

build several years earlier, little did he know

that the opportunity to own the raucous ’05

would come knocking. Now that it has, Francis

is enjoying one of the most unique S197s on

the planet—and with no concealed weapons

permit required!

’05 MUSTANG GTFrancis is enjoying one of the

most unique S197s on the planet.

MMFP-150200-BOSS.indd 11/11/14 12:45 PM PAGE 56MMFP-150200-BOSS.indd 11/11/14 12:45 PM PAGE 56

Don’t Just Race...

Strangeeng.net 847.663.1701

‘86-’03 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM8602B....$558.20 Sale $458.20

Alloy axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘86-’03 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM8602B....$639.50 Sale $539.50

Hy-Tuf race axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘94-’04 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM9402B....$678.80 Sale $578.80

Alloy axles with eliminator kits installed (non ABS)4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘94-’04 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM9407B....$809.40 Sale $709.40

Hy-Tuf race axles with eliminator kits installed (non ABS)4.5” (5/8-18) bolt circle w/ A1027 stud kit & spool

1987-14 Mustang double adjustable strut package with springs & caster/camber plates S2000FM.......$1282.73 pr(Drag Race Only)

2005-10 Mustang double adjustable coil-over strut no springS2043 .......$499.00 ea (Drag Race Only)(Will work with 11-14 if used with 05-10 upper mount oraftermarket camber/caster plate)

1987-04 Mustang V8 double adj. coil-over strut no spring S2041......$499.00 ea (Drag Race Only)

2011-14 Mustang single adj. strut - S6011LM.........$139.50 ea



1987-93 Mustang V8 single adj. strut - S6001EM......$119.50 ea

1979-93 Mustang single adj. rear shock - S6000EM.....$69.50 ea

2005-14 Mustang single adj. rear shock - S6008LM.....$89.50 ea

Don’t Just Race...

Strangeeng.net 847.663.1701

Sale Ends

Jan. 15th


INSIDE DRAG RACING’S ONLY SEALED CRATE-ENGINE CLASS.BY EVAN J. SMITH •PHOTOGRAPHY BY THE AUTHOR

H

COYOTE STOCK—

IT ROCKS!EADS-UP RACING IS NEVER EASY. NO MATTER THE CLASS, TOP CONTENDERS PUSH THE LIMITS,

EXPLORING ALL POSSIBLE (READ: LEGAL) MODIFICATIONS.

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dealing with engine builders and rule changes and replac-

Successful Coyote Stock racers pair a production engine with a hard-

hooking Ford. This is Mike Wahsington’s high-flying Cobra. Washington

has wheeled his way to a best of 10.38 at 129 in competition. Running

outside the NMRA, he ran 9.94 at 134 with 300 pounds removed from

the 3,000-pound legal weight.


COYOTE STOCK CLASS

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For just over $7,000 you can purchase a sealed Coyote Stock crate

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MMFP-150200-STOCK.indd 11/11/14 12:59 PM PAGE 58MMFP-150200-STOCK.indd 11/11/14 12:59 PM PAGE 58

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1) Two-time champ Shane Stymiest

heats the tires in his Booze Brothers–

backed LX.

2) Current record holder and 2012

class champ, Joe Charles, hikes the

skinnies at Bowling Green.

3) To ensure that the engines run

equally, the NMRA tech department

flashes each racer’s computer during

every event.

4) The sealed engines come with this

special washer (arrow) that covers

critical engine bolts. If tampered with,

the engine will be deemed illegal by

the NMRA technical staff.

1

2

3

4

ing worn-out parts. But hey, that’s just

heads-up racing, right?

Well, thanks to the NMRA and

Ford Racing, it doesn’t have to be

that way. Enter Strange Engineering

Coyote Stock, the latest rage on the

NMRA scene. Unlike any other class

in drag racing, Coyote Stock racers

use a production-style Ford 5.0L

Coyote engines from Ford Racing that

are sealed when they leave the fac-

tory. Cost is essentially the same for

the engines, and each racer has the

same power.

Since 2011, Ford’s 5.0L Coyote has

created an industry buzz, and the

NMRA’s Coyote Stock class is living

proof that simplicity in drag racing

rules the roost. We’ve seen bumper-

dragging wheelies, insane side-by-

side runs, and growth at every event.

The show is part modern muscle, part

throwback gear-jamming goodness—

and pure adrenaline-pumping fun.

“I started looking at doing a

sealed-engine program a while back,

but it wasn’t practical until the Coy-

ote came out,” said Jesse Kershaw

of Ford Racing. At the same time, the

NMRA was looking to build a class

utilizing a standardized engine to

reduce costs and create close racing.

“Actually, Ken Bjonnes and

Steve Giford were running NMRA

Pure Street with modular engines

when the modular engine was still

fnding its place,” said Mike Galimi,

editor of the NMRA’s Race Pages.

“They thought, instead of constantly

modifying the engine to keep up with

ever-changing rules, why not have

a sealed engine? They approached

the NMRA who loved the idea. The

next step was getting Ford involved.

Jesse Kershaw made the whole thing

happen.”

With the basic rules on the table,

the class was ofcially given a name.

The frst event was held at the 2012

NMRA Spring Break Shootout season

opener in Bradenton, Florida. There

were two racers, Joe Charles and

Joe Guertin. Charles won that frst

race and then appeared in six fnals

(of seven events). He won four races

in the inaugural year and took the

championship.

Despite kicking of with just two

cars, Coyote Stock had an efect on

more than just Charles and Guertin.

“I never raced a head-up class,” said

two-time Coyote Stock champion

Shane Stymiest, who was a spectator

and saw Charles and Guertin battle it

out. “I raced a couple of my Mustangs


COYOTE STOCK CLASS


INK


5) Coyote Stock

is all about

wheels-up,

gear-banging

action.

6) This is a real

driver’s class.

Most Coyote

Stock racers

use either a

Tremec T5 or

TKO. Quick

shifting can

give a driver a

performance

advantage.

7) Drew Lyons’

LX is a popular

runner thanks

to its high-flying

antics.

8) Stymiest

qualifies

against Joe

Marini, who

runs this sweet

2011 GT. While

Marini’s GT

came with a

5.0 Coyote, he

must run the

“sealed” crate

engine from

Ford Racing.

It’s the only

way to prove

the engine will

be legal for

competition.

5

6

7

8

back in Pennsylvania, I heard about

the class, and in March 2012 I was

down in Bradenton watching and I

told my buddy, ‘I’m going for it.’ It of-

fers the most bang for your buck.”

Afordability is a key factor in

building a class. And while heads-

up racing in a national series is not

cheap, every racer knows he’ll buy

one engine, it will last a long time,

and it will be equal in performance.

There’s no hoping your engine makes

enough horsepower or that your

engine builder did the job right. “It’s

a 420hp production engine with a

pump-gas tune, and we limit engine

speed to 7,700 rpm,” stated Kershaw,

“so they should essentially last a

lifetime.”

Yes, it’s a production engine,

but production doesn’t mean slow.

Typical performance has been in

the mid-10s, with the fastest cars

running 10.30s at 130 mph! Recently,

Joe Charles set the national record at

10.29 at 130 mph.

Achieving such impressive

performance takes an understand-

ing of clutch and suspension, and it

helps if you’re packing mad quick-

shiftin’ skills. “This class forces you

to become the best possible driver,”

said the 2012 C/S class champion

and current NMRA record holder, Joe

Charles. “I thought I could drive a

stick. I was mistaken. Shane, [Bruce]

Hemminger, Tim [Matherly] . . . those

guys can shift.”


COYOTE STOCK CLASS


INK


9) Mike Bowen isn’t afraid, and he

shows that it doesn’t take a Fox Stang

to run Coyote Stock.

10) Former Factory Stock champ Car-

los Sobrino made the jump to Coyote

Stock with his tricky Joker Mustang.

Sobrino is looking for big things in

2015.

11) One popular C/S machine belongs

to Darin Hendricks. The teal 1993

Cobra is a favorite of this author.

9

10

11

Realistically, a six-point roll bar

and a few other basic safety items

will get you in the game. Fox-body

Mustangs are clearly the popular

choice, but we’ve seen SN95 and

S197 Stangs, and even a Maverick,

in competition. The NMRA makes it

easy by posting the entire rulebook at

nmradigital.com.

Here’s what you want to know.

Vehicles meet the 3,000-pound

minimum weight (with driver). They

must ride on slicks no larger than

28x10 inches (although many racers

use short 26-inchers for enhanced

gearing of the line). The spec fuel

is VP C-10. Transmissions choices

are limited to a C4 for the auto set,

while those who like to row can use

a Tremec TKO or T5 fve-speed.

Sticks have proven to be dominant.

Of course the cars use stock-style

suspensions that are tuned for seri-

ous traction.

“It’s the baddest class ever,” ex-

claimed longtime NMRA competitor

Mike Washington. “I was spending

too much money in Factory Stock. I

was spending $6,000 on a rebuild

to fnd more power, you are talking

about $1,000 for a cam! In Coyote

Stock, I’m going faster, on slicks,

which I like, for less money. And

there’s more exposure, Ford is behind

it and there are multiple NMRA world

champions in the class.”

Those champions include Carlos

Sobrino in FS, Darin Hendricks in PS,

Mike Washington in FS, and Charles

and Stymiest.

How does the NMRA defne a

“sealed” engine? “We remove critical

bolts in the engine and then install a

special washer that, in turn, cov-

ers the bolts and seals them,” said

Kershaw. “So, you have to destroy the

covers, or seals, to remove a bolt.”

The seals are even serialized to

the engine to prevent tampering.

The NMRA tech department inspects

these seals at every event.

According to Rick Riccardi of

Downs Ford Racing, cost of an engine

kit, which includes the engine (PN

M-6007-M-50S), Controls Pack

(M-6017A-504V), Alternator Kit (M-

8600-M50BALT), and Cobra Jet toner

ring (M-12A227-CJ13), is $7,750.00

shipped to your door. The engine

alone retails for $7,390, but we’ve

heard of racers getting them cheaper.

“I know what it’s like to get started

racing,” said Riccardi, “so I do what

COYOTE STOCK CLASS

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INK


Shane Stymiest has two championships

and will be back to defend in 2015. He’s

also gunning for the national record.

COYOTE STOCK

I can to help the racers, to help Ford

Racing, and to see the class grow.”

Kershaw said that 50-60 sealed

Coyote Stock engines have been sold,

and Galimi added that over 30 racers

have registered and raced in the class.

The recently held NMRA World Finals

in Bowing Green, Kentucky, had the

largest feld ever with 18 participants.

In addition to using the same

engine, each car runs the same com-

puters and a specifc Ford Racing tune

that is fashed into the computer of

each car at every event—sometimes

before each run. Clearly the NMRA is

doing its part to ensure a fair playing

feld. “I see the class growing,” said

Galimi. “It’s not about stick versus

auto, or rules changing. It’s about

refning your car and driving it.”

“Anyone who races knows it takes

a lot to be successful,” said Stymiest.

“My frst win came in Bowing Green

in 2012, right after I switched from an

auto to a G-Force Racing Transmis-

sions stick. I was fortunate. I learned

a lot from Charlie Booze Jr., and I get

help from American Racing Headers

and G-Force. And if Charlie wasn’t in

my corner I wouldn’t have that. It was

awesome to win, especially when I

was just hoping to be competitive.

And now I have six wins and two

championships.”

Savy racers are exploiting those

“racer tricks” to gain an edge in trac-

tion and speed, but unlike many other

classes, the variance in performance

between entry-level racers and the

top runners is not extreme. Virtually

anyone can go some rounds with the

basics, get involved, and have fun

while learning.

“Cubic dollars are not necessar-

ily going to win you a race,” said Joe

Charles. “The emphasis is on chassis,

driving, and tuning to get everything

out of the car.”


INK

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Our transplant beneficiary is a well-used but

basically solid LX coupe. Owned by SHM

technician Mike van Hees, it was originally a

four-cylinder car before Van Hees substituted

a Windsor small-block, which in turn had al-

ready been removed by the time of our arrival

at SHM’s Woodstock, Ontario, shop.

Sean Hyland Motorsport

has some potentially cost-

saving parts and tricks for

implanting the 5.0L Coyote into a Fox.


Breeding EasySean Hyland Motorsport drops a Coyote powerplant into a Fox

BY DALE AMY PHOTOS BY AUTHOR

SINCE its inception, Sean

Hyland Motorsport

(SHM) has built just about its entire busi-

ness plan around Ford’s Modular engine

family, starting with modifcation of the

earliest SOHC and DOHC 4.6L’s back in the

’90s when everyone else seemed afraid to

mess with the newfangled cammers. Not

surprisingly then, much of SHM’s focus is

now on the 5.0L Coyote.

In both Mustang GT and F-150 truck

applications, the Coyote has proven itself

to be a rare combination of muscle, fuel

efciency and reliability, landing it at or

near the top of everyone’s potential engine

swap list (SHM even has an ongoing

program for swapping Coyotes into Land

Rover Defenders!) The ready availability

of this DOHC 5.0L in Ford Racing crate

motor form, and now even on the used or

wrecking-yard markets, just makes the

Coyote swap temptation that much harder

to resist; perhaps, especially to those with

high-mileage Foxes in need of a new mill.

By now, the idea of mating a Coyote with a

Fox is really nothing new—the most com-

mon approach involves buying a swap-

TECH

MMFP-150200-SWAP.indd 11/11/14 1:06 PM PAGE 68MMFP-150200-SWAP.indd 11/11/14 1:06 PM PAGE 68

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ORDER ONLINE

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BREEDING EASY


TECH

specifc tubular K-member and long-

tube headers. This approach certainly

works but can add as much as a

couple grand to conversion costs, so

SHM has been working on ways of

making the Coyote transplant easier

and even a bit more budget friendly.

What we’re documenting here

is SHM’s method of retaining your

original Fox K-member as well as

utilizing (through modifcation) the

Coyote’s factory short-tube head-

ers (as shipped with the FRPP crate

motor.) We’ll also show some specifc

hardware and components that SHM

has developed to make Coyote-into-

Fox swaps more convenient.

The coupe’s upgraded World Class T-5

remained in place during the swap but is

now fronted by a QuickTime SFI-approved

bellhousing for the Coyote conversion. The

Modular bellhousing diameter requires

a longer clutch fork (’96-’04 SN95) to

receive the clutch cable. Note: SHM will

offer all of the conversion hardware used

in this article, either individually or as part

of a complete swap kit for your particular

application.

1The impressive width of the Coyote means

your Fox vacuum brake booster will have to

go. Van Hees installed a used Hydroboost

setup that he sourced online (for $150.)

These are readily available, inexpensive,

and an easy swap. Or, for those wanting to

increase leg muscle mass, manual brakes

are an option. This shot also shows the

top portion of a Flaming River steering

shaft setup that was necessary to clear

the swap’s new engine mount (the factory

steering rag joint is just too big.)

3

Inlet/outlet locations on Fox radiators will

work fine with stock Coyote hoses, but

the Fox inlet has a quarter-inch smaller

diameter. Van Hees’ answer was to weld

on a sleeve to bring the inlet up to 11/2

inches to match the Coyote hose.

4

Stock Fox sway

bar positioning

has been known

to cause clearance

issues with a

Coyote’s alternator

and oil filter. A

simple solution is

to substitute an

SN95 sway bar

chassis mounting

brackets like this

so that the bar is

positioned lower.

5

SHM has come up with a specific engine

mount and spacer combo to position the

Coyote into the factory Fox K-member. This

is the setup for the passenger side of the

block.

6

With the engine temporarily set in place,

you can see how these longer SN95 sway

bar brackets provide plenty of space for

both filter access and the alternator. Mo-

torcraft’s shorter FL-820S filter provides

additional clearance.

7

The factory Coyote oil pan cannot be used,

but Moroso makes an 8-quart replacement

specifically for the swap (PN 20571). It

reuses the Coyote windage tray, dipstick

tube, and pickup and even has a 20mm

fitting on the side for the factory oil level

sensor.

8

Note the shorter spacers on this driver-

side mount. Like most components in

this story, the complete mount kit, with

spacers and hardware, will be available

through SHM.

9

An 11-inch, 10-spline clutch (similar to a

Terminator’s) was used. SHM stocks these

for the Coyote-into-Fox swap.

2

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INK


BREEDING EASY


TECH

As far as receiving those new mounts go,

they utilize an existing hole on the passen-

ger side of the factory K-member, but the

swapper is required to make a new cutout

(arrow) on the driver’s side of the K.

10

Once the Coyote is in place, the driver-side

mount is secured using this extralarge

washer.

11

Factory Coyote Mustangs feed their fuel

rails from the driver’s side, while the op-

posite is true on Fox cars; the solution is

to reverse the fuel rail orientation.

12

Van Hees and fellow SHM technician Brent Allender got pretty efficient at sliding the fat-

headed Coyote in and out of the Fox engine bay as they investigated what was necessary to

utilize a factory stamped K-member and the Coyote’s short-tube headers.

13

The driver-side

floorpan required

some reshaping

with a body ham-

mer to provide

clearance for the

header (clearance

on the passenger-

side floorpan is not

a problem.)

15

Instead of

expensive,

swap-spe-

cific long-tube

headers, SHM

has found a way

to use the crate

motor’s included

(factory Mustang)

stainless tubular

headers—albeit with

some modification. In

order to avoid interfer-

ence with the firewall,

these must have their

large, flat flanges

sawn off.

14


BREEDING EASY


TECH

The driver-side header now clears nicely,

but there’s no room to fit the oxygen sen-

sor, so its bung will be plugged and that

sensor will be relocated a short distance

downstream. No repositioning is required

for the passenger-side header’s sensor.

16

However, creating room for that right-side

header did require taking material from

the K-member, shown in stock form on the

left and after surgery on the right.

17

To connect the Coyote headers to his

exhaust system, Van Hees welded on

Fox-style ball-and-socket flanges (clocked

to clear any floorpan interference) and

then bent up short sections of pipe,

welding them to the front of the cats on

his existing system. No need for a new

H- or X-pipe. Any competent exhaust shop

should be able to make such a connection

in short order.

18

SHM sells a number of components to facilitate the Coyote swap, including a fuel pressure

regulator complete with factory-style quick-connect fittings (to negate the need for AN

fittings.)

19

SHM’s power steering pump

kit also supplies all necessary

mounting hardware, including

spacers and a drive belt. Hyland

also sells the line necessary to

plumb the pump to Hydroboost.

21

20

Another SHM propri-

etary part is this power

steering pump assembly

made specifically for

Coyote crate engine

swaps.


INK


BREEDING EASY ON THE DYNO AND THE STREETOf course, all this transplant work

would be meaningless if the results

didn’t reward the considerable ef-

fort. Seat and dyno time quickly set

any fears to rest. We expected the

transplanted Coyote to bring along

its well-documented good manners

and civility, but we were absolutely

amazed by how fercely it performs

in the lightweight Fox coupe body.

During our test drive we rolled it

over truck scales where, with two

onboard, the notchback weighed

in at 3,280 pounds (1,800 on the

front axle, 1,480 out back). Subtract-

ing roughly 400 pounds for driver

and passenger puts the car itself at

around 2,900 pounds, wet—roughly

700 pounds less than an S197 GT.

No surprise then that, as the Brits

might say, it goes like the clappers.

But that’s only a subjective descrip-

tion as reported by the seat of my

Wranglers.

After returning to SHM, we

rolled the coupe right onto the

shop’s Dynojet for a more objective

analysis. The accuracy of our jeans

was confrmed when we observed

that the bone-stock crate Coyote

was sending 397 hp and 386 lb-ft to

the tires, with a broad, torque curve

staying above 300 lb-ft all the way

from 2,400 to 6,800 rpm. Next stop

for Mike van Hees will be a drag-

strip—but only once he hunts down

some stickier rubber.

As a bonus, Van Hees also

reports that fuel mileage is way up

from his coupe’s previous breathed-

on Windsor small-block. That frugal-

ity may not last, however, as his

next addition will be Sean Hyland

Motorsport’s proprietary, TVS-based,

Coyote-specifc supercharger. But

that’s a story for another day.


TECH

Sean Hyland and Mike van Hees check out

the SHM Dynojet’s postoperative results.

Putting it into perspective, the Coyote’s

397 rwhp is roughly double what a factory

stock pushrod 5.0L Fox would have gener-

ated back in the day

Sean Hyland Motorsport888.282.2566seanhylandmotorsport.com

Sources

Another view from beneath. The steering rack is mounted with offset bushings to clear the

oil pan. SHM stocks these bushings as well as the line seen running across the front of the

pan, connecting the power steering pump to the Hydroboost.

23

An overall look at Van Hees’ finished engine bay certainly gives off an installed-at-the-facto-

ry vibe and proves that, for determined swappers, and with SHM’s help, a Fox will accept a

Coyote without resorting to a tubular K-member or long-tube headers.

24

Van Hees used a coolant expansion tank

from a factory Coyote GT, and the power

steering reservoir is from a pre-electric-

steering GT500 (this relatively large reser-

voir is necessary to feed the Hydroboost.)

This shot also shows the FRPP Controls

Pack processor mounted low in about the

same location as an S197’s factory PCM.

And yes, the battery now resides in the

trunk.

22


INK


Chris Slee, owner of Kiwi Classics and

Customs in Franklin, Tennesse, is building

a 1966 Mustang Coupe that needs a motor.

Slee thinks a 557ci big-block Ford fits the

bill nicely.

$10,000 700hp Supersized Stroker


We use 557 cubic inches to reach our desired power level.

BY WES DUENKEL PHOTOS BY THE AUTHOR

FRANKLIN Tennessee’s Chris “Kiwi” Slee wanted big

horsepower—and especially torque—for

his 1966 Mustang coupe—but he didn’t

want to spend a fortune. Most ways to a

big-horsepower motor involve squeez-

ing lots of boost or nitrous to a heavily

fortifed engine. But those who’ve used

supernatural aspiration know that mak-

ing big power can get complicated—and

TECHWhen it comes

to simple, raw

horsepower, it’s

tough to beat

cubic inches.

MMFP-150200-BIG.indd 11/11/14 1:27 PM PAGE 78MMFP-150200-BIG.indd 11/11/14 1:27 PM PAGE 78

INK


$10,000 700HP SUPERSIZED STROKER

TECH

expensive—in a hurry. When the mis-

sion is big horsepower, the simplest

way is to build a supersized engine.

Slee enlisted the expertise of

Hendersonville Tennessee engine

builder John Bouchard to build an

engine for his coupe. Bouchard’s

recipe was simple: big cubes, big

heads, big carb, big camshaft, with a

pump-gas friendly compression ratio.

The result is a big-block Ford

beast with 557 ci, to be exact. That’s

9.1 liters for you youngsters.

Bouchard estimated 700 hp and

700 lb-ft of torque for a $10,000

budget. Slee’s 557-inch big-block

Ford delivered—and then some. Read

along for the build, and the dyna-

mometer’s verdict.

2

To yield 557 ci, John Bouchard Racing Engines stuffed a Scat rotating assembly into a 460

block bored 0.080 over. The kit features a cast, 4.5-inch stroke crankshaft, forged H-beam

rods, forged pistons, and file-fit rings.

To hit the 700-plus horsepower

target, we needed the airflow to

feed the 557-inch motor. Trick

Flow Specialties’ PowerPort 325

aluminum cylinder heads were

the obvious choice.

1

The TFS heads sported CNC-finished, 78cc

combustion chambers surrounding 2.200-inch

intake and 1.760-inch exhaust valves.

3

What does a 325cc, CNC-ported intake port look

like? To the left is a tennis ball.

5

The 145cc

exhaust ports

are equally

impressive.

These heads

can support

some serious

horsepower.

4


MMFP-150200-BIGr1.indd 11/18/14 9:29 AM PAGE 80MMFP-150200-BIGr1.indd 11/18/14 9:29 AM PAGE 80

INK



TECH

Trick Flow Specialties’ R-Series intake manifold complements the big airflow potential of

the PowerPort 325 heads. The intake matches the heads’ intake ports perfectly, and ac-

cepts a 4500 Holley Dominator-style carburetor.

6

After the 460 block was machined

at Tommy’s Auto Machine & Parts

in Springfield, Tennessee, Bouchard

began engine assembly by slipping a

custom-ground Com Cams hydraulic

roller camshaft into place. The cam

lobes measure 0.634/0.626-inch lift and

251/262-degree duration at 0.050-inch

lift on the intake and exhaust sides,

7

Laying the big-block’s cast iron crank into

place was a two-man job!

8

Having 557 ci means lots of heavy

stuff will be flying around really fast, so

Tommy’s Auto Machine & Parts machined

the block for splayed, four-bolt main caps.

Note the register that located the caps to

secure them in place.

9

Bouchard drove the forged 4.440-inch

slugs home with a ring compressor—and

the patience of an experienced engine

builder.

11

When installing the Trick Flow harmonic

damper, Bouchard used a proper instal-

lation tool. Even though a crank bolt may

work, he recommends always using a

proper installation tool.

12

The massive TFS heads were sealed to the

block with a Trick Flow multilayer steel

head gasket.

13

Bouchard torqued the center cap down

first, and applied pressure to seat the

thrust bearing on the backside of the cap.

10



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TECH

This 557-inch

big-block features

Trick Flow Spe-

cialties’ 1.73:1

roller rocker arms

and hardened

pushrods. Trick

Flow made the

set of pushrods

to Bouchard’s

specifications.

14 15The TFS R-Series intake manifold

matched the PowerPort 325 heads

perfectly.

Trick Flow Specialties’ valve covers cap off

the business end of this impressive mill.

16

With the engine mounted on the Super-

Flow SF-901 dynamometer at Tommy’s

Auto Machine & Parts, Bouchard filled the

crankcase up with break-in engine oil and

primed the engine with the distributor

removed.

17

To feed the beast, Bouchard chose a

1,050-cfm Trick Flow Specialties carbure-

tor. Just a minor adjustment in the idle

mixtures and a minor increase in jets got

the supersized big-block happy and mak-

ing power. Bouchard bumped up the jets to

94 front, 100 rear, but final tuning will be

done with the engine in the car.

19

We hung a set of PN 6224 Hooker

Headers on the engine for dyno duty.

With 2-inch primaries and 3 1/2-inch

collectors, these headers allowed the 9.0L

motor to breathe.

18

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How does 753 hp at 6,000 rpm and 756 lb-ft of torque at 5,400 rpm grab you? With so

much torque on tap, Slee figures this 557-inch big-block will give the C6 trans in his ’66

coupe a workout. As Slee describes it, “This motor ought to climb a tree.”

Here’s your shopping list to build your own 750hp big block Ford.

Frank Ofria of Tommy’s Auto Machine &

Parts elected to limit dyno pulls to 6,000

rpm because the oil pressure started to

nose over on the top end. After our dyno

session, Bouchard installed a windage

tray to better control the oil and keep

the oil pump pickup submerged in oil.

Regardless, Slee doesn’t see a need for

this engine to spin north of 6,000 rpm on

the street.

20


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SUPER BOWL OF DRAG RACING

HEATWAVous w

tor

betw

w

a stellar 8.01 a

had run as quic

slo

8.16, bac

the eight-second zone and

nar

the fir

R

and competitor

on a tw

of

MMFP-150200-NMRA.indd 11/11/14 1:50 PM PAGE 88MMFP-150200-NMRA.indd 11/11/14 1:50 PM PAGE 88


WAVENMRA LIGHTS UP THE SUMMER SKY WITH WHEELIES AND A VICTORY OVER TEAM NMCA.BY MICHAEL GALIMI • PHOTOS BY MM&FF STAFF AND MIKE GALIMI

You know things are seri-

ous when True Street competi-

tors are packing parachutes

between runs. Cal Hayward

won Tremec True Street with

a stellar 8.01 average, but he

had run as quick as 7.86. He

slowed on his next run to an

8.16, backing the average into

the eight-second zone and

narrowly missing history for

the first seven-second average.

Rain cut the True Street short,

and competitors were ranked

on a two-run average instead

of the normal three runs.

EVERY SUMMER FOR THE PAST NINE YEARS, A LEAGUE RIVALRY GETS SETTLED ON THE QUARTER-MILE AT ROUTE 66 RACEWAY (JOLIET, ILLINOIS). The largest Street Legal Drag Racing sanction-

ing bodies, NMRA and NMCA, participate

in what is called the Super Bowl of Street

Legal Drag Racing, and Nitto Tire sponsors

it. The concept is a simple. Both “leagues”

spend three days qualifying and eliminating

each other in their respective sanctioned

categories. Once winners are declared in each

class, the NMRA/NMCA ofcials parade them

back up in predetermined pairings. It is Team

NMRA against Team NMCA, and the one with

the most wins is declared the victor of the

Super Bowl. The team members each receive

a Nitto Tire Diamond Tree championship ring

made of gold with diamonds, emeralds, and

rubies in the form of drag racing’s famous

Christmas tree.

The neat thing about the Route 66 Race-

way stop is that fans get to see the entire

NMRA lineup from the screaming ATF Street

Outlaw racers to the very competitive index-

MMR made the trip from California to Illinois and

brought along their Pro Mod Mustang, featuring a 351XR

Mod Motor. Driver Greg Seth-Hunter unleashed the fury

with a new world record for a Modular-equipped drag

car: 6.02 at 244 mph.


1

2

3


SUPERBOWL

felds of Detroit Locker Truck & Light-

ning, Flex-a-lite Open Comp, Roush

Super Stang, and Exedy Clutches

Modular Muscle. There is also a

big Tremec True Street feld, which

includes the 30-mile cruise and three

consecutive runs (or, in this case, a

rain-shortened two-run competition).

If hitting the dragstrip isn’t your

thing, Ford and Mustang enthusiasts

can walk over to the show grounds,

where UPR Car Show ofcials give

away over 50 awards throughout the

INK

MMFP-150200-NMRA.indd 11/18/14 9:52 AM PAGE 90MMFP-150200-NMRA.indd 11/18/14 9:52 AM PAGE 90

1) Charlie Cooper (far lane) had a wild ride

in the opening round of eliminations when

his hood blew off. Ever the competitor, he

stayed wide open and took the round win

with an 8.43 at 164 mph.

2) What were you driving when you were

17? Rodney Massengale, whose family

owns RPM Transmissions, drives a super-

charged 2014 Cobra Jet in DiabloSport

Coyote Modified, knocking off 8.90 runs!

3) The high-flying ranks of ACT Pure

Street have been flat-out dominated by

Teddy Weaver this year. He runs 9.70s with

a 311ci pushrod motor with Trick Flow

heads and a 0.500-inch lift camshaft.

weekend.

In ATF Street Outlaw, the class

is combined with its NMCA counter

of the same moniker. The NMRA

managed to fnish runner-up when

Andy Manson pushed his Pro-

Charger SN95 Mustang into the

bottom sevens at around 200 mph.

The Edelbrock Renegade crowd is

where the competitors are restricted

in displacement, camshaft sizing,

cylinder heads, intakes, and power-

adder dimensions. Once again the

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4) Nina Gusler hit the strip with her

ProCharger-powered 2013 F-150 pickup

truck. The supercharged 5.0L engine

pushes the big street machine to low

12-second times.

5) Bob Dill had JPC Racing convert his

Gen II Lightning from a 5.4 Two-Valve mo-

tor to a turbocharged Coyote 5.0L power-

plant. The truck scoots to low nine-second

4

6


SUPERBOWL

Bart Tobener’s freight train pushed

through the feld to take the victory

in a commanding way. He ran consis-

tent 7.90s at over 170 mph.

The fnal heads-up power-adder

category is DiabloSport Coyote Modi-

fed, in which racers are restricted to

Coyote 5.0L engines, specifc power-

adder sizing, and air-to-air intercool-

ers. Taking the top honors was Terry

“Beefcake” Reeves with his Vortech

INK


runs at speeds around 150 mph.

6) Nitto Tire racer John Urist (left) dis-

cusses the finer points about turbocharged

Coyote 5.0L engines with UPR’s Mark

Mainiero. Urist and teammate Frank

Varela currently hold the records in their

respective categories, ATF Street Outlaw

and DiabloSport Coyote Modified.

5

supercharged 2011 Mustang GT out

of Finish Line Performance with an

impressive 8.63 at 161 mph.

Teddy Weaver continued his

undefeated streak by securing a win

in the naturally aspirated class of

ACT Pure Street. The Roush 311ci

engine buzzed to nearly 9,000 rpm

as Weaver navigated his way into the

winner’s circle with 9.80s at 136 mph

performances.

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Profile J Template_Layout 1 11/12/2013 09:47 Page 1MMFP-150200-NMRA.indd 11/11/14 1:50 PM PAGE 93MMFP-150200-NMRA.indd 11/11/14 1:50 PM PAGE 93

7

8


SUPERBOWL

The sealed Ford Racing crate mo-

tor class, dubbed Strange Engineer-

ing Coyote Stock, was a dogfght

as racers pushed their steeds into

the mid-tens. Darrin Hendricks and

Steve Moberly ended up taking the

win with their 1993 SVT Cobra. It

ran 10.50s at 127 mph with the Ford

Racing Coyote 5.0L engine.

The fnal heads-up class is Nitto

Tire Factory Stock, which has a

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9

7) Index racing isn’t as easy as it seems,

and compounding it is running a stick-shift

combination. That is the scenario that

Chad Wendel faces with his Moser-

sponsored Mustang. But he won the NMRA

championship two years ago and is in

contention this year for a second title.

8) Rob Abel started off strong in True

Street with a 12.50 run but then smoked

the tires and slowed to a 14.12, finishing

the competition with a 13.31 average.

9) Aurora, Illinois’ Jason Epstein cracked

off a 13.06 average by way of 13.14 and

12.97 performances. He took the win in

the 13-second segment.

close relationship Stock Eliminator

except that the racers run heads-up.

The competitors are also required

to run DOT tires and street-type

transmissions to go along with the

“stock” engines. Matt Amrine would

stand on top of the feld with his

Two-Valve–powered 1998 Mustang

GT thanks to a performance of 10.80

at 124 mph.

The Index categories provided the


10

11

12

13


SUPERBOWL

same exciting racing as the heads-

up portion of NMRA competition.

In the S197-only category of Roush

Super Stang, the RoushCharged 2008

Mustang GT of Larry Firestone beat

Rockin Al Miller of BMR Suspen-

sion—Firestone dropped an 11.55 on

an 11.44 dial-in to take the category

win. The Exedy Clutch Modular

Muscle eliminator pitted two veteran

Mod Motor racers against each other.

Donnie Bowles of Roush Racing came

out on top over Florida’s Jason Hen-

son. Bowles was nearly perfect. He

ran 10.127 on a 10.12 index to secure

the win over Henson, who posted a

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10) Randy Thomas normally runs in NMRA

competition, but he elected to compete on

the NMCA side of the True Street Chal-

lenge. Race officials split the two fields

into their respective sanctioning bodies.

Turns out Thomas made a good move.

He was the Overall Runner-Up thanks to

his 9.57 average from the 2010 Shelby

GT500.

11) Perhaps one of the most successful

True Street racers in NMRA history is

Belinda Moore and her 1995 Mustang.

The Illinois grandmother secured her 12th

victory in the 15-second bracket with a

15.11 average.

12) One of the classic looks is a Fox-body

Mustang with 17-inch Saleen wheels. This

clean red notchback, which belongs to

Josh Murabito, produced a 14.90 average.

13) Allen Brausch finished seventh overall

with his mid–11-second Fox-body Mustang.

The clean 1988 Mustang GT has run at the

Super Bowl of Street Legal Drag Racing

many times over the past nine years of

the event.

13

INK


14

15

14) Dwayne Hickman had the quickest

car in the Roush Super Stang field. He

unleashed runs in the 10.20 zone thanks

to a turbocharged 5.0L engine.

15) Darrin Hendricks and Steve Moberly

unleashed mid–10-second times from a

completely stock Coyote 5.0L crate engine.

Ford Racing seals the engines with special

fasteners specifically for NMRA competi-

tion. The idea is to have the racers duke

it out with better race car preparation and

driving skills.

SUPERBOWL

12.24 against his 12.21 index.

Moving over to Detroit Locker

Truck and Lightning, 19 trucks

entered the competition but it came

down to just one: Gerry Van Veen and

his 11-second Ford Ranger, which ran

11.70s all day long.

The hotly contested Flex-a-lite

Open Comp class brought together

an eclectic mix of Fords, everything

from late-model race cars to early-

model street cars. In the end, Mike

Olencheck squared of against Larry

Geddes. Both racers would break

through their index, with Olencheck

Mustang-360.com

The Ultimate Source for Mustang News and Reviews

Mustang360_House_2/3_Profile J.indd 1 10/2/14 9:12 AM


16

16) Nitto Tire Factory Stock is where

“stock” engines compete from 5.0L

pushrod powerplants to the modern

Coyote 5.0L bullets and everything in be-

tween. Matt Amrine employs a naturally

aspirated 4.6L Two-Valve engine built by

BES Racing; he scored a class win and

ran in the 10.80s on DOT radial tires.


SUPERBOWL

and his 1982 Fairmont running closer

to the number than Geddes. The

427ci small-block–powered machine

won the race with a 10.19 on the

10.26, while Geddes dropped a 10.72

on a 10.81 index.

This year’s Team NMRA victory

over Team NMCA put the count at

seven wins for NMRA and just two for

NMCA through the nine-year history.

Will Team NMRA come out on top for

the decade celebration of the Super

Bowl of Street Legal Drag Racing?

Head to Route 66 Raceway next sum-

mer to fnd out.

INK

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Official Roundup Registration Form, Please mail all entries to: NPD c/o Silver Springs 2015, 900 S.W. 38th Ave, Ocala, FL 34474

Name: ____________________________________

Address:___________________________________

________________________________________

City: _____________ State: _____ Zip Code: _________

Daytime Ph #: (______) _______________________

For Non-preregister and show vehicles 1994-newer, you will be charged $10 upon arrival at registration. Please bring cash, credit cards not accepted.

By signing I agree to abide by show rules & understand I am solely responsible for my vehicle & merchandise. I agree to release Silver Springs Management LLC, Florida D.E.P., Board of Trustees of the Internal Improvement Trust Fund of the State of Florida, and all sponsors and event organizers from liability for personal injury or damage to property.

Signature required:

Vehicle Info:

Year: ____________ Make: _____________

Model: __________ Color: _____________

!� $�B?>=B>AB

Judging Classes

No judges, no tech, no “leave your top and windows up!”, no broiling

on blacktop in a mall parking lot with nothing to do... January 10-11, 2015, Spend a relaxing weekend in a natural garden setting to

visit with fellow hobbyists and friends. NPD suppliers will be on hand showcasing their wonderful products. If you’re on hand Friday 9 A.M., we hope you’ll join us for the Pony-Trails cruise to Cedar Key (cruise departs from NPD in Ocala).

You must enter a Ford vehicle to receive the show package/benefits.

The show is Totally Free to 1993-earlier vehicles, however registration must be turned in by January 1, 2015 or you will be subject to the $10 fee!

This is a just for fun event! Judging is people’s choice. Ballots due by 5:00 pm Saturday and awards presented at 3:00 pm Sunday; you must be present at award ceremony to receive your

award. Please join us, cars will be allowed to leave immediately following awards presentation.

PLEASE NOTE: If you’re planning to attend the event, but will not be participating/registering, you may enter the park for $8/vehicle (includes all passengers),

$5/single-occupant-vehicle, or $2 walk-or-bicycle in.

For info call: Derek Putnam 352-861- 8701 (ext. 4227) or Email: [email protected].

Need a hotel? Visit our site for more info at www.nationalpartsdepot.com

Show Dates & Times, January 10-11, 2015

Day of Show Registration/Check-in: 7am-10am sharp. NO LATE ARRIVALS Silver Springs park hrs: 8am-6pm. NO EARLY DEPARTURES

0[[�eTWXR[Tb�\^ST[�hTPa� ((#�]TfTa��_Ph�P�<>34BC�_PaZ�UTT�Û�� RPa��

fXcW�]^�RWPaVTb�Uâ�PSSXcX^]P[�_PbbTb��0[[�bW^f�_a^RTTSb�V^� ��38A42C;H��

c^fPaSb�bd__âcX]V�BX[eTa�B_aX]Vb�BcPcT�?PaZ�

(Z�VM�6J[VILY��Z[��[OL�:[H[L�VM�-SVYPKH�YLNHPULK�VWLYH[PVUHS�JVU[YVS�VM�

[OL�:PS]LY�:WYPUNZ�WHYR��HUK�JOHUNLK�[OL�WHYR»Z�MLL�Z[Y\J[\YL�JVUZPKLYHIS ��

;OPZ�WYLZLU[LK�\Z�^P[O�HU�VWWVY[\UP[`�[V�YL�[OPUR�V\Y�[YHKP[PVUHS��MYLL�

VMMLY�HUK�MLLZ��0U�YLJLU[�`LHYZ��[OL�U\TILY�VM�VSKLY�]LOPJSLZ�WHY[PJPWH[PUN�PU�

[OL�ZOV^�OHZ�ILLU�Z[LHKPS`�ZOYPURPUN��;OL�� LHYSPLY�JYV^K�YLWYLZLU[Z�

[OL�SPVU»Z�ZOHYL�VM�V\Y�SV`HS�57+�J\Z[VTLYZ�MVY�ÔVT�[OPZ�ZOV^�OHZ�HS^H`Z�

ILLU�PU[LUKLK�HZ�V\Y� [OHUR�`V\¹�NPM[��7SLHZL�THRL�UV�TPZ[HRL��57+�SV]LZ�

HUK�HWWYLJPH[LZ�HSS�VM�[OL�ILH\[PM\S�JHYZ�HUK�[Y\JRZ�[OH[�H[[LUK�V\Y�:PS]LY�

:WYPUNZ�L]LU[��)\[�PU�[OL�ZWPYP[�VM�LUJV\YHNPUN�TVYL�VM�V\Y�J\Z[VTLYZ�[V�W\SS�

[OLPY� VSKPLZ¹�V\[�VM�OPILYUH[PVU��^L�KL]PZLK�[OL�UL^�YH[L�Z[Y\J[\YL��>L�MLLS�

[OH[�[OL��MLL�MVY�� UL^LY�JHYZ�PZ�L_[YLTLS`�TVKLZ[��LZWLJPHSS`�NP]LU�

[OL�]LU\L�HUK�[OL��KH`Z�VM�HJJLZZ��(UK�MVY�JHYZ�JVU[HPUPUN�TVYL�[OHU�[^V�

WLVWSL��P[�HJ[\HSS`�^PUKZ�\W�ILPUN�MHY�JOLHWLY�[OHU�WYL]PV\Z�`LHYZ��3HZ[S ��

UV[�H�UPJRLS�VM�[OL�MLLZ�NV�PU[V�57+»Z�WVJRL[��VM�[OL�MLLZ�NV�KPYLJ[S`��

[V�:PS]LY�:WYPUNZ��H�5H[PVUHS�;YLHZ\YL��>L�ZPUJLYLS`�OVWL�[OH[�V\Y�SV`HS��

SH[L�TVKLS�WHY[PJPWHU[Z�^PSS�]PL^�[OPZ�JOHUNL�PU�[OL�WVZP[P]L�ZWPYP[�PU�ÔPJO��

P[�PZ�PU[LUKLK��HUK�JVU[PU\L�[V�QVPU�\Z�MVY�H�YLSH_PUN�HUK�[VW�UV[JO�L]LU[�

9PJR�:JOTPK[��=�7��*�6�6��VM�57+

No overnight RV camping in Silver Springs parking lot. Pets are allowed in park. Except 1 bottled water per person, NO outside drinks, food or coolers allowed in park!

Mustang Cougar Shelby Saleen Roush

55-57 T-Bird 58-Newer T-Bird Pantera Exotic Cobra Replica

Street Rod 48-79 Truck 80-Present Truck 48 & earlier Ford 49 & Later Ford

Early Falcon/Comet (60-70 Falcon, 60-65 Comet)

62-76 Intermediate (Fairlane, Ranchero, Torino, Mercury Meteor, 66-69 Comet, Cylone, Montego)

70-77 Maverick/Comet



Nicole

OF THE MONTHMeet the Babe of the Month for Febru-

ary, Nicole Davies out of Newark, Dela-

ware. The 20-year-old enthusiast has been an

avid fan of pony cars all her life. The 2007

Torch Red Shelby GT500 she’s standing next

too belongs to her boyfriend, Chris Nardi.

Nicole says that “under the hood is a 3.4L

Whipple supercharger, Evolution Performance

fuel rails, 72-pound injectors, and a Kenne

Bell Boost-a-Pump. For the rumble, it has an

X-pipe with a complete Borla Stinger cat-back

exhaust system.”

Of course with a stout combo to play with, we also

wanted to know how much power this GT500 throws

down, and there Nicole didn’t disappoint. She told us

that it makes 714 rwhp and 632 lb-ft of torque with

factory exhaust manifolds.

She says, “We’re currently waiting on a one piece

driveshaft, so we haven’t had any track time yet. But

we’re hoping for a low 10-second pass.”

While we have no doubt that Chris and

Nicole will earn that timeslip, we’re willing to

bet that every MM&FF reader would like to see

the video with Nicole suited up and making

the blast down the tarmac herself. Maybe it’ll

happen, maybe it won’t, but, Nicole, consider

it a request!

If you think you’re Babe of the Month mate-

rial, email your Mustang-related bio and a few

photos to [email protected]

(please put “BOTM” in the subject line). Our

editors will select a winner each month.

HOT MUSTANG CHICK BY HENRY DE LOS SANTOS

PRESENTED BY

MMFP-150200-BOTM.indd 11/12/14 7:04 AM PAGE 102MMFP-150200-BOTM.indd 11/12/14 7:04 AM PAGE 102

INK


SNAP

WMustemail fnish.line@en

PH

OTO

: M

ICH

ELLE R

AP

OSO

SHANE AND JESS GERNER • LEESPORT, PA • 2006 MUSTANG GT

NXT PLZShane and Jessica Gerner have owned their 2006 Mustang GT almost three years.

In that time the Mustang has undergone quite the transformation. When they

purchased the GT it was silver, but the Gerners had it repainted black and installed

a Cervinis C-series front bumper, Roush side skirts, a GT/CS rear bumper, RTR

wheels, and a Cervinis ducktail spoiler. For performance they installed Kooks long-

tube headers, an off-road X-pipe connected to a Borla ATAK exhaust, a JLT Series

3 CAI, an FRPP 62mm throttle body, and an intake manifold, and then tied it all

together with a BAMA tune from AmericanMuscle.com. Jess is the founder of the

Stangs & Fangs Facebook group with over 12,000 other Mustang addicts.

Hot LavaAngela is the proud owner of a 2012 MCA-edition Ford Mustang slathered in the

rare color of Lava Red, a beautiful hue that is mistaken for black from a distance

but appears a shimmery dark reddish-purple in the sunlight. Angela attended the

50th Anniversary Mustang Celebration in Charlotte, North Carolina, and took her

Mustang, Sexy, for some hot laps around Charlotte Motor Speedway. The MCA

package was an option for the ’11-’14 V-6 with such upgrades as 18-inch wheels,

a custom billet grille with a tri-bar emblem, premium custom mats, foglights

embedded in the front fascia, automatic headlights, custom side stripes, a rear

deck spoiler, and a blacked-out decklid. Angela also added painted brake calipers

and tint.

ANGELA CLODFELTER • CHINA GROVE, NC • 2012 MUSTANG MCA PKG.

COMPILED BY AMIE WILLIAMS

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800-521-6104


MMFP-150200-SNAP.indd 11/12/14 6:57 AM PAGE 104MMFP-150200-SNAP.indd 11/12/14 6:57 AM PAGE 104

WANT YOUR RIDE FEATURED? Send photos with complete information to Muscle Mustangs & Fast Fords Snap Shots, 1733 Alton Pky., Ste. 100, Irvine, CA 92606 or email [email protected].

PH

OTO

: M

ICH

ELLE R

AP

OSO

Grabber MachBobby’s bright ’04 Mach 1 is a head turner and then some. It was once Azure

Blue, but he decided to pay tribute to the 1970 Mach 1 with factory-correct Grab-

ber Green paint. While the mod list is long, the basic mods include a ProCharger,

BBK long-tube headers, Borla Stingers, steep 4.30 gears, SR Performance

coilovers, Power Stop brakes, and Saleen wheels. Bobby went to school for col-

lision repair and refinishing technology and loves everything with wheels and an

engine, so it only makes sense for him to own an awesome ride to back up his

automotive passion.

BOBBY SCHERKER • WATERBURY, CT • 2004 MACH 1

Capable CobraAt 31 years old, Jordan has owned over 40 Mustangs. Jordan’s current 1997

Cobra is a track monster running a best of 9.57 in the quarter-mile at 141.44

mph. The engine was built by Rob Embrey of Embrey Automotive and topped off

with a VMP TVS 2.3 supercharger with GT500 inlet and 23 pounds of boost. A

few other performance modifications include 2004 Cobra heads ported by Chuck

Kuhn, Manley flat-top pistons and H-beam rods, JLT high-boost intake, a Freddy

Brown 4STB manual transmission, a Precision Industries PI 3,200-stall converter,

a built 8.8 rear with 3.55 gearing, a Moser spool, C-clips, and axles. Everything is

tuned together by Charles Gordon of Gread Tuning. Suspension has components

by Strange Engineering and Maximum Motorsports with Metco upper and lower

control arms, a PA Racing tubular K-member, and a UPR antiroll bar. It runs on

E85 with an Aeromotive Eliminator fuel system. Of course, as a drag car, it is run-

ning 275 Mickey Thompson Pro Radials.

JORDAN CROSIER • CORYDON, IN • 1997 SVT COBRA

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MMFP-150200-SNAP.indd 11/12/14 6:57 AM PAGE 105MMFP-150200-SNAP.indd 11/12/14 6:57 AM PAGE 105

HORSE POWER

Poetic SymphonyGibson Performance introduces a dual exhaust system to

give the redesigned sixth-generation 2015 Ford Mustang 5.0

steed an extra shot of American-made power, combined with

an aggressive sound that lets others know to take notice. The

complete dual 3-inch stainless steel X-pipe and trusted, power-

proven SuperFlow mufflers with integrated CFT technology will

create symphony under the chassis, as they work in tune to

push any driver deeper into the seat. Additional features include

4 1/2-inch intercooled stainless tips and a choice between raw

stainless and elite black ceramic finishes. Plus, Gibson crafts-

men in Corona, California, back this American-made exhaust

system with a lifetime limited warranty to ensure satisfaction.

WEB GIBSONPERFORMANCE.COM PHONE 800/528-3044


LATEST STANG PARTS COMPILED BY HENRY DE LOS SANTOS

Nitrous PowervalveNitrous Supply’s Powervalve 500R is a quarter-turn, full-on/off-

position valve that can be used with aluminum and carbon fiber

nitrous bottles of 5- to 20-pound capacity. With an orifice that’s

extremely high-flow 8 (0.500), the valve that is equipped with

a spring-loaded safety pin to prevent accidental opening and

comes with a racer safety. These also accept a 5/8-inch siphon

tube and have two 1/8-inch NPT gauge ports.

WEB NITROUSSUPPLY.COM PHONE 714/373-1986

www.BAER.com 602-233-1411

Extreme+ Starting @ $3,395• Availablein14”and15”2pcrotors

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• Directbolton,vehiclespecific.

• MadeintheUSA

Eckert’s Rod and Custom “Mach Forty”

Theonlyroadgoing,Americanmade,Forged6pistonmonoblockavailabletoday!

MMFP-150200-HPr1.indd 11/18/14 9:49 AM PAGE 106MMFP-150200-HPr1.indd 11/18/14 9:49 AM PAGE 106

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THE NEW BENCH-MARKIN DESIGN AND QUALITY

2015 5.0L36689S - 1 7/8” 304 Long Tube

36689SX - 3” X-Pipe

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This product is not legal for street or off highway use in California or in states that have adopted California emissions regulations and is only intended for closed course competition use only.

WWW.JBAHEADERS.COM

2011-2014 5.0L36685S - 1 7/8” 304 Long Tube

36685SX - 3” X-Pipe

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2007-2014 5.4/5.8L36695S - 1 3/4” 304 Long Tube

36695SX - 3” X-Pipe (07-10)

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36698SX - 3” X-Pipe (11-14)

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2005-2010 4.6L 3V36675S - 1 5/8” 304 Long Tube

36675SH - 2 1/2” H-Pipe

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1999-2004 4.6L 2V36632S - 1 5/8” 304 Long Tube

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A PerTronix Performance Brand

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• FULLY POLISHED 304 STAINLESS

• 304 STAINLESS MID-PIPES AVAILABLE


HORSE

WEB WILWOOD.COM

PHONE 805/388-1188

Reverse Mount PedalWilwood’s new reverse-mount swing

pedal assembly (PN 340-13574) can

be used as a clutch or brake pedal.

The pedal features a lightweight alumi-

num frame with a superstrong I-beam–

shaped forged aluminum pedal, and

a laterally adjustable, nonslip waffled

footpad. Assembly features a 6:1 pedal

ratio to suit your mounting and lever-

age requirements while positioning

the master cylinder inside the firewall

away from engine heat. High-strength

computer design yields a lightweight

unit at just 1.70 pounds. Coated in

Wilwood’s proprietary black e-coat for

a long-lasting, durable finish, the pedal

directly accepts all Wilwood single- or

dual-outlet vertical flange master cylin-

ders (sold separately).

POWER

FootrestThe new agreement expands Lloyd’s use of Ford trademarks to all

years and models of FMC vehicles, including the 2015 model year

and beyond. In addition to an existing library of approved licensed

trademarks, Lloyd is currently developing new emblems for recent

and current models. The great news is that this agreement with

Ford Motor Company will greatly enhance the choices available to

Ford owners.

WEB LLOYDMATS.COM

22 Commerce Rd, Unit I, Fairfield, NJ 07004

973-808-2800 • fax 973-808-5857

WE ARE DRIVESHAFT SPECIALISTS!100% USA TESTED QUALITY NO CAM or INFERIOR UNTESTED OFF SHORE PARTS, EVER.

100% USA DOM SEAMLESS TUBING, WELDING WIRE & H.D. ALUMINUM WELD YOKES

100% HD ALUMINUM WELD YOKES TESTED TO 4,000lbs OF TORQUEInferior cam & offshore aluminum weld yokes typically fail at 1,500-1,800lbs torque

100% USA COMPUTERIZED HIGH SPEED BALANCING (.001” WITH .010” TIR)We offer 3-1/2 and 4” Diameter - available in both 1330 or 1350

MADE

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• Heavy Duty High Quality American Parts

• Direct Bolt installation

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INK


HORSE

Muscle Mustangs & Fast Fords (ISSN 1054-8912) February 2015; Vol. 28, No. 2. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Copyright 2014 by Source Interlink Magazines, LLC. All rights reserved. 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 corrections 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 Source Interlink Media, LLC, or the publisher as to legality, completeness and accuracy.

2015 5.0L GT Cold Air IntakeAirAid’s new MXP-Series Intakes for the 2015 5.0L GT deliver what

performance enthusiasts demand: easy bolt-on performance gains

and great looks in one complete package. The new intakes feature

a specially designed one-piece rotomolded intake box that draws

cool outside air from the factory cold air duct location while having

a unique shape that promotes airflow all the way around the filter.

The all-new air box design uses a lid with a Plexiglas window that

adds underhood styling while keeping the filter isolated from hot

engine compartment air and allowing the user to keep tabs on

filter condition. The massive 1,300-cfm air filter is available with

traditional oiled filter media in red or SynthaMax dry media in red,

blue, or black. All AirAid filters are washable and reusable while

carrying a lifetime warranty.

WEB AIRAID.COM PHONE800/498-6951

POWER


Quality Fit and FinishInstall the biggest blower out there with no worries about hood

clearance! Cervinis’ 2013-2014 Mustang 4-inch cowl hood will

give room to stuff big horsepower mods under the hood without

the need for new motor mounts. These latest hoods feature rear-

screened air vents to extract heat as well as a fully finished under-

side liner for extra strength. They are constructed from premium

hand-laid fiberglass and finished with an underside liner that not

only adds rigidity and strength but is a smooth refined surface just

like the top side, so it can also be painted for a show-quality finish.

This hood is a direct bolt-on and utilizes all of the OEM hardware,

hinges, and latch.

WEB CERVINIS.COM PHONE 800/488-6057

Race ToughThe new Strange Pro HD aluminum case bridges the gap between

the company’s popular lightweight aluminum case and the race-

proven Ultra case. The HD case is designed for drag racing and

the most abusive high-performance street/strip applications. The

case is crafted from superior 206-T4 heat-treated aluminum,

which has a 32 percent higher tensile strength than the commonly

used 356-T6 aluminum. The billet aluminum support is held in

with 7/16-inch ARP bolts and contains a unique oil channel to

maximize oil flow to the pinion bearings for extended use. The

robust billet caps and 9/16-inch thru bolt design complement the

case to significantly reduce gear deflection and extend the life of

the gear. The HD cases are available in 3.062-, 3.250-, and 3.812-

inch bore sizes or fully set up to your specifications.

WEB STRANGEENG.NET PHONE 847/663-1701

WEB DEATSCHWERKS.COM PHONE 800/419-6023

Higher FlowDeatschWerks is excited to officially release the newest member

of its fuel pump line, the DW350iL. This high-flow, 350-lph fuel

pump is the company’s first externally mounted inline fuel pump

and the highest flowing pump that DeatschWerks has offered to

date. Flowing 350 lph at 40 psi and over 300 lph at 70 psi, it can

support over 700 hp. The roller-vane technology allows a flatter

flow curve, which means more flow at higher pressures, a must

for turbo and supercharged applications. Along with higher flow

rates, the DW350iL comes with AN-8 AN ORB female fittings

on the inlet and outlet to easily incorporate larger fuel lines, an

anodized aluminum body, two T-bolt mounting brackets with rub-

ber isolators, and rubber boots to protect the power terminals.

The DW350iL has been engineered to fit Bosch 044 surge tanks,

which provide reserve fueling capacity and dual pump capability,

and it comes with a three-year comprehensive warranty.


Bama Performance spends

countless hours testing and

refining our custom tunes

on a wide variety of vehicles

from our own fleet to our

customers. Our team works

closely with leaders in custom

tuning technology to stay

ahead of changes and build

the safest and most powerful

tunes for your vehicle.

www.AmericanMuscle.com | 888-773-9963Call or scan for a

FREE CATALOG »

DIABLOSPORT INTUNE TUNER

(94-04/05-14) Item # 90254/90255 $399.99

» Includes 3 FREE BAMA Custom Tunes

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» Improve performance, mileage & more

BAMA X4/SF4 POWER FLASH TUNER

(94-04/05-14) Item # 990251/990250 $399.99

» Includes 3 FREE BAMA Custom Tunes

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2015_Q4_February_MagazineAds.indd 5 10/24/2014 3:11:50 PMSPOT

INK


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It takes a bold, defining moment to spark industry-wide innovation. In the aftermarket automotive arena, that moment is owned by Modern Muscle Design (MMD). You won’t find another company successfully pushing the boundaries in car customization and performance-minded styling as far as MMD.

Call or scan for a

FREE CATALOG

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W127607-MMFP-150200_1.pdf 07:42:32 AM__11/11/2014 Ad Insertionblackyellowmagentacyan

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W127607-MMFP-150200_2.pdf 07:42:41 AM__11/11/2014 Ad Insertionblackyellowmagentacyan

On a Mustang, lighting systems aren’t only for seeing; they’re about

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INK


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FREE CATALOG »


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muscle mustangs & fast fords us 02 15

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