muscle mustangs & fast fords us 04 15

APRIL 2015

Follow us on4.6L 2V CAM SWAPChassis Dyno & Track Results

’93 LX331 Stroker With A Blower

HOTLatestStang Parts

PLUS!

3V BLOWER TEST! 805 HP & 746 LB-FTS550 INDEPENDENT REAR SUSPENSION UPGRADES

2015 NMRA

EVENT GUIDE!

1,300HP EVIL EDGE RULES THE STREET & STRIP

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WWW.NATIONALPARTSDEPOT.COM

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

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

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

79-93 Complete Floor Pan $399.95

79-93 Deck Lid $174.95

Handle & Housing $189.95

Camber Plates $230.95

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

CONVERSION KITS $439.95

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

ALL INTERIOR ITEMS IN STOCK!

LOGO DOOR SCUFF PLATES WITH EMBLEM

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

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

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

2” ALUMINUM COWL HOOD

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

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

79-93 FOX MUSTANG SHEET METAL

79-90, 91-93 Fenders $59.95

70

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

X-PIPES COLD AIR KITS

Bumpsteer Kit $167.95

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

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

HEAD LIGHT KITS

RH M-13450-9A LH M-13451-9A $59.95 each87-93 TAIL LIGHT LENSES

These convertible door jamb area

seals have been a long awaited.

83-93 M-28182-1AP

$29.95 pair

QUARTER LOCK PILLAR SEALS

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

NOW AVAILABLE79-81 FUEL TANKS

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

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

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

PARKING BRAKE CABLE & EQUALIZER

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

REAR TAIL LIGHT GASKET KIT

U.S.-MADE FROM ORIGINAL TOOLING

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

VACUUM OUTLET DISTRIBUTION TREE

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

CONSOLE PANEL GLOVE COMPARTMENT DOOR

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

WINDSHIELD MOLDING SET

These Drag racing style oil pans feature a

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

designed to fit 1979-1993 Fox

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

DRAG RACE STYLE OIL PAN

FORD LICENSED PRODUCT

ALUMINUM RADIATOR

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

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

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

SILICONE HOSE KIT

TUBULAR CONTROL ARM KIT

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

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

Complete with ball joints and rubber

bushings.

GRILLE INSERT AND ORNAMENT

OUTSIDE DOOR HANDLESOur reproduction units are

made of quality metal and are designed to replace

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

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

NPD OFFERS FORD BRAND CATALOGS FOR65-73 MUSTANG79-93 MUSTANG55-57 THUNDERBIRD48-79 F-SERIES TRUCK 80-96 F-SERIES TRUCK66-96 BRONCO

FRONT LOWER CONTROL ARMS

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

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

$129.95

Designed to improve traction and performance.

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

DEPARTMENTS11 SHOP TALK

18 YO, KEN!

23 HORSE’S MOUTH

119 BABE OF THE MONTH

121 POWERSHIFTIN’

122 SNAPSHOTS

124 HORSEPOWER124

APRIL 2015 VOLUME 28, ISSUE 4

S550 IRS UPGRADEHook up at the track.

52

S550 IRS UPGRADHook up at the track.

FEATURED FORDS

26 A DECADE IN THE MAKING

Don’t you wish you still had your first car? Ricky Daniels does

not—because he still owns it!

34 THIRD TIME’S THE CHARM

Sometimes it takes more than one attempt to build the

ultimate dream car.

42 WORLD’S QUICKEST TERMINATOR

After more than a decade of development, VooDoo Racing

Innovations enters the big leagues.

TURNIN’ WRENCHES

52 INDEPENDENCE DAY

We look at the S550’s new IRS and install FRPP’s drag-

oriented IRS hardware upgrade.

64 MOD MOTOR MATH

3V + B = HP

80 WOULD YOU LIKE SOME CAMS

WITH YOUR JUICE?

We test a pair of Comp Cams off-the-shelf 4.6L Two-Valve

cams on a stock PI motor with nitrous.

EVENT ACTION

98 SEASON PREVIEW

All of the latest info for the upcoming 2015 NMRA season in

one easy read.

34

54

ON THE COVER: Cover kudos goes to Stephen Brooks

for nailing Frank Yee’s 2003 Cobra near the outskirts

of Las Vegas. Yee recently won the VMP Superchargers

GT500 vs. Terminator Shootout during the NMRA World

Finals and has really garnered the much-deserved

attention. Dale Amy captured the IRS build, and Patrick

Hill snapped the 4.6L Two-Valve in action.

64

1996-04 4.6L GTTHROTTLE BODY &PLENUM KIT

1999-04 FACTORYTINTED HEADLIGHTKIT

1999-04 MACH 1GRILLE DELETE

1999-04 GT AIRAID COLDAIR KIT

1994-04 13” COBRAFRONT BRAKE KIT

1994-04 BLACKINTERIOR RESTOSTARTER KIT

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

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

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

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

,PSURYHGDLURZHP & TQ for your 4.6L!

$219.99

$129.99

$699.99

$69.99 $232.90

$259.99

Get your interior back! Replacements for top wear interior parts includingFDUSHW RRUPDWVGRRUpanel inserts! Fits coupe.

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

$259.99

$139.99 $24.99

1999-04 COWL VENTGRILLE ASSEMBLY

1994-98 ODOMETER GEARREPAIR KIT

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

1979-04 PYPE BOMBCATBACK EXHAUST KIT

1996-04 MIL ELIMINATORS

$389.99

$47.99

Get a deep new aggressive tone whileadding extra horsepower!

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

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

POLISHED3.5” TIPS!

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

$629.99

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

SPEC CLUTCH KITS

$254.99FROM

Restores proper function of odometer

& trip readings!

$89.99

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

2005-09 GT CENTER FOG LIGHT GRILLE KIT

SCT X4 TUNER +SVE CUSTOM TUNE

Get the most out of your mods with professional,

dyno proven calibrations IURP69(6&7:L GDWD

logging, portrait & landscape viewing on full color screen!

$399.99

2005-15 SVE DRIFT WHEEL & TIRE KIT

2005-15 SVE SERIES 2WHEEL & TIRE KIT

2005-14 SVE DRAG WHEEL & TIRE KIT

7RS3LFN0DWWHEODFN QLVK[ZKHHOVPRXQWHGon Nitto NT555 tires!

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

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

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

Protect your carpet in style with TXDOLW\SOXVK RRUPDWVIURP/OR\GVMakes a great gift idea!

5DFHVHULHVPXHUJLYHDSRZHUIXOtone, increase HP & give stealthy looks to the rear of your Coyote!

%HWWHU RZPRUHKRUVHSRZHUIRUyour new 2015 Mustang GT!

Easy installation!

BLACK FINISH!

2015 GTGIBSON CATBACK EXHAUST

2011-14 5.0LMBRP RACE AXLE BACK

2015 GTJLT COLD AIR INTAKE

$1599.99 $1589.99$1699.99

$689.97$89.99$598.40

$349.99

$189.99 2005-14 SVE PROGRESSIVELOWERING SPRINGS

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

$1699.99

$164.99

Add serious power to your coyote and clean up your engine bay! Includes Cobra Jet manifold, GT500 WKURWWOHERG\-/7FROGDLUNLW1$FXVWRPWXQH OH

2011-14 COBRA JET MANIFOLD KIT + JLT COLD AIR

2005-12 LEDHEADLIGHT +FOG LIGHT BULBKIT

FROM

2005-15LOGO 4 PC FLOOR MATS

Quality Ford CorePrecision HonedLimited Warranty50oz Crank

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

$999.99

1979-93 FRONTLOWER CONTROL ARMS

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

$399.99

2.5” STAINLESS LXTAILPIPES PAIR,PSURYHGH[KDXVW RZDQGJUHDWIRUrusted or damaged stock pipes!

$144.99

$169.99

1987-93 FUEL TANK KIT$GLUHFWUHSODFHPHQWIRUUXVWHGGDPDJHGRUOHDNLQJJDVWDQNV

$249.99

Quality stamped steel control arms just like OE! Restore control

to your Fox Body!

1987-93 EXTERIORRESTO STARTER KITWhether starting orQLVKLQJ\RXUSURMHFWWKLVkit contains top items to clean up the exterior of your Fox Body!

$249.99

$44.99 $214.99

1979-93 2PC SUNROOFWEATHERSTRIP KIT

1987-93 LX TAILLIGHTASSEMBLY PAIR

PONY WHEEL & TIRE KIT

$1099.99

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

17 ”

LOWER PRICE!

5.0L/5.8L 170CCALUMINUMCYLINDER HEADS

1986-93 5.0L BBKOFF-ROAD H-PIPE

1989-93 BBK 5.0LBLACKOUT COLD AIR KIT

1979-04 TUBULARREAR UPPER& LOWER CONTROL ARMS

1986-93 5.0L SINGLE TURBO KIT

1986-93 SVE 5.0LINTAKE MANIFOLD

1979-93 5.0L FACTORYFIT STEEL PULLEYS

1987-93 COBRA FRONT BUMPER CONVERSION

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

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

6DWLQ QLVKXSSHUORZHULQWDNHmanifold increases HP & TQ & looks

great under the hood!

5HVWRUHFKDUJLQJORRNVcooling power to your 5.0L! Budget friendly and installs

HDVLO\%ODFN QLVK

1993 Cobra styling + increased DLURZ5HDG\IRUSUHSSDLQW

$899.99

$139.99

$1599.99

$349.99

$99.99

$249.99

$179.99

$189.99

$209.99

Bring on the BOOST in your 5.0L!4XDOLW\FKURPHSLSLQJ00WXUERheaders & intercooler included! Full bolt on kit!

Blackout series cold air kits draw FRROHUGHQVHUDLUIURPWKHIHQGHUZHOOfor more HP & increased throttle response!

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

ON3PERFORMANCE

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

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

$549.99

1979-04 SVE S2 RACE SEAT PAIR

1986-93 130 AMP ALTERNATOR KIT

2011-15 5.0L COYOTEBLUE COIL COVERS

2011-14 COBRA JETCOLD AIR INTAKE KIT

$79.99

$329.99

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

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

Massive 102mm inlet!

2011+ 5.0L 4VCOYOTE CRATE ENGINE

3.73 REAR GEAR KIT

2005-14 GT500 BREMBO BRAKE KIT

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

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

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

$6189.00$319.99

$255.99

1979-04 ALUMINUMDRIVESHAFT 28 SPLINE

1986-04 24LB FUELINJECTOR & ADAPTER KIT

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

smoother ride!

Upgrade to these bigger injectors to give your engine the fuel it needs to run HFLHQWO\,QFOXGHVDGDSWHUV6ROGDVa set of 8 injectors and 8 adapters.

$294.99

$107.96 $199.99

$1797.00

$219.99

5.0L/5.8L SPARKPLUG WIRE SETS

1986-14 TRACTION LOKREBUILD KIT

5.0L/5.8L HYDRAULICROLLER E-CAM

2011-14 5.0L/5.4LGT500 AXLE BACK

1985-95 5.0L/5.8LPERFORMANCE HYDRAULIC ROLLER LIFTERS

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

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

Excellent upgrade over stock with an aggressive lope exhaust tone!

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

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

$44.99

$199.99

FITS1979-95

POLISHED4” TIPS!

The Perfect Ride

WWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 11

When it comes to building the perfect ride, we’re

pretty fortunate to have such a wide selec-

tion of platforms to choose from. Whether you prefer to get

busy on the dragstrip, play in the corners, or do it all, there’s a

Mustang available for everyone.

I’ll be up front; I’ve taken perfectly good daily drivers and

turned them into something that’s more at home on the track.

Maybe that’s a politically correct way of saying I’ve ruined a per-

fectly good street car . . . just maybe. Truth is, I’ve never regretted

any of my personal builds, but lately I’ve wanted something a bit

more comfortable on the street, yet with enough steam to get the

eyes wide open in the appropriate settings.

If you think about it, I’m not being all that unreasonable. To-

day’s pony cars are flat-out incredible, and it’s pretty common to

see big power to the rear tires with minimal effort. I did mention

all the while being comfortable, right?

I’ll give you two great examples. Project BYOB, a 2011

Mustang GT that lays down 593 rwhp, is dead nuts reliable, and

comfortable enough to be taken anywhere. Our other in-house

workhorse is a 1992 SSP coupe that makes 512 hp and 550 lb-ft

to the rubber, can corner-carve with the best of them, and runs

121 mph in the quarter-mile. I don’t know about you, but I’m

pretty impressed.

Obviously this isn’t for everyone. Those who aren’t true

enthusiasts will unfortunately never understand our deviant

mind set. While there’s nothing wrong with that, I will say if I

wanted a yawn-inducing commuter

in Southern California, I could settle

for any number of econo-boxes. Let’s

be real, that’s boring. Besides, I want

the power and the braking ability to

help avoid the cookie-cutter bumper

car commuters.

While a fresh S550 is something

I’m still trying to wrangle in, I thought

this would be a good time to introduce

the latest addition to the MM&FF fam-

ily. Meet our mostly stock New Edge,

which has been a great “point A to

point B” type of ride for over 15 years.

I’ll get into more details in the follow-

ing month, but I would still like to hear

your feedback on which direction you

think we should go. Keep in mind, this

has always been a daily driver and will

continue to be so.

I think I’ve given you a pretty good

idea of where we’re looking to go. That

said, be sure to email me at finish-

[email protected], and let’s

see how your version matches up to

what we have in mind. HDLS

If I wanted a yawn- inducingcommuter inSouthern California,I could settle for anynumber of econo-boxes.

EDITORIAL HENRY DE LOS SANTOS

TALK

EDITORIALNETWORK CONTENT DIRECTOR & EDITOR

Henry De Los Santos

MANAGING EDITOR Craig Johnson

CONTRIBUTORS Richard Allan-Holdener, Dale Amy, Jus-

tin Fivella, Rob Kinnan, Ken Miele, Patrick Hill, Evan J.

Smith, Amie Williams

ART DIRECTION & DESIGNART DIRECTOR Marty McHugh

MANUFACTURING & PRODUCTION OPERATIONSVP, MANUFACTURING & AD OPERATIONS Greg Parnell

SENIOR DIRECTOR, AD OPERATIONS Pauline Atwood

ARCHIVIST Thomas Voehringer

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VP, RETENTION & OPERATIONS FULFILLMENT Donald T. Robinson III

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In Control

My wife has an automatic 2011 GT that I drive on

occasion. I like the power and response of the auto

but would like to have more control over the shifting

when hitting curving roads. I noticed that Ford has a

selectable shift feature on the 2013 models and was

hoping that there would be a kit to retrofit it to the

2011. It looks like the shifter and surrounding console

would be replaced along with a wiring harness and a

transmission reflash. Is this doable?

Anonymous

Via mustang-360.com

It’s not as simple as just a shifter, harness, and

a reflash. The 2013 automatic cars use differ-

ent parameters in the engine ECU that cannot be

changed without extensive knowledge on reflashing

the computer. No kits are currently available, and you

would need a Ford technician with the proper tuning

software to make this work.

KEN!KEN MIELE

18 APRIL 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM

The 1996 8.8 will bolt

right in since they all use

the same axlehousing. The

1994-1998 has axles 3/4

inch longer and should not

be an issue with clearance

on tires up to 8 1/2 inches.

The 1999-2004 is just under

2 1/2 inches wider and will

cause issues with a wider

wheel and tire package. You

can retain the disc brakes;

just be sure to also upgrade

your master cylinder and

proportioning valve from a

1993 Cobra. You will also

need a 3-2 port master

cylinder adapter kit.

Too Wide?I recently bought four tires,

285/40/18. I know they will

fit on the rear of my 2010

GT, but will this size fit on

the front?

Anonymous

Via mustang-360.com

285/40/18s up front will

be a little wide for the front

for an everyday ride. While

they look like they wont

rub when your GT is static,

driving will be another

issue. 285s with a factory

offset wheel will rub when

pushing the car hard in the

turns and also tight turns

approaching driveways or

bumps. I would not go any

larger in the front than

275s for your GT.

Corner Carving

I’m looking to autocross

with my 2001 Mustang GT.

I’m not concerned about

lowering as long as I get the

handling, but not opposed

to it. From my research, a

good set of shock and struts

will give me the most bang

for the buck. My plan is to

go with quality shocks and

struts along with front and

rear sway bars. Any sug-

gestions would be greatly

appreciated.

Sam

Via mustang-360.com

Lowering your GT will

help, and I do suggest you

go with springs. You are

correct about shocks and

struts—they are a must for

a properly tuned suspension

and sometimes overlooked.

For what you are looking for,

I would suggest a complete

kit that comes with springs,

shocks/struts, and sway

bars. Eibach’s Pro System

Plus suspension kit (PN

41735680) is a great kit for

your GT. It has all the core

components for flat corner-

ing, and it’s a great package

for autocrossing.

Supercharged PowerI have a 2005 Mustang GT

and want more power. All my

friends tell me a super-

charger is the way to go for

the most power of any mod.

My question is which type of

supercharger should I look

into? I have the budget, but I

want to get the best perfor-

mance possible along with

the ease of installation.

Josh

Via mustang-360.com

You can’t go wrong with

any supercharger for

added power. The type really

comes down to personal

preference. All supercharger

systems will require some

mechanical skills to be

installed, but it’s certainly

doable with the proper tools.

8.8 SwapIs there a difference between

the 8.8 rearend that came

in a Fox body and the one

that comes in the SN95? I’ve

heard the SN95 was wider. I

have a built rear that came

out of a 1996 Mustang, and

I would like to use it in my

1989 LX. Will everything bolt

up? I know it came with disc

brakes and I would like to

retain them.

Anonymous

Via mustang-360.com

ANSWERING YOUR TECHNICAL QUESTIONS

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MOUTHBY EVAN J. SMITHTHE LATEST NEWS IN THE FORD WORLD

Shelby GT350 Auctioned

Ford Set to Build on Performance Legacy When Ford announced plans to sell the 2015 Mustang globally,

it was just the tip of the iceberg. Ford recently announced it is

bringing more vehicles to customers worldwide. More than 12

new performance vehicles through 2020, including the much-

anticipated Focus RS, will be available globally.

Ford is also uniting regional performance engineering and

racing teams as one global team under Ford Performance,

delivering more new vehicles and more parts more quickly. This

group will be headed up by Dave Pericak (director, Global Ford

Performance), who served as Ford’s Lead Engineer on the Boss

302 and the 2015 Mustang.

“Ford remains committed to innovation through performance,”

said Raj Nair, Ford group vice president, Global Product Devel-

opment. “Our new global Ford Performance team ties together

racing, performance vehicles, and parts. It will allow us to quickly

introduce products and accessories that meet the needs of cus-

tomers around the world on-road and on the track.”

The Focus RS, which builds on a pedigree of driving excel-

lence dating to the first Ford RS in 1968, was last introduced in

2009. “To earn the RS badge, the vehicle has to be a no-com-

promise driver’s car that can deliver exceptional performance

on the track when required while providing excellent every day

driving,” said Nair. Focus RS will join Ford’s existing perfor-

mance lineup, including Fiesta ST, Focus ST, Shelby GT350

Mustang and F-150 Raptor.

work with Ford, and we are

extremely grateful for the

generous support from Ford

and its employees through

the years,” said John Brady,

JDRF chairman, international

board of directors. “We are

honored to be part of the

company’s 50-year celebra-

tion of the Shelby GT350 at

Barrett-Jackson Scottsdale.

This very exciting and worth-

while event means a great

deal to not only JDRF and

the type 1 community, but

to me personally as well. We

are dedicated to continue our

work and to share our vision

of creating a world without

type 1 diabetes.”

“Ford and Barrett-Jackson

have raised millions of

dollars to benefit local and

national charities for many

years,” said Craig Jackson,

chairman and CEO of

Barrett-Jackson Auctions.

“The auction of the new

Shelby GT350 promises to

be electrifying, while helping

raise necessary funding for

JDRF.”

Ford announced the first pub-

licly available Shelby GT350

Mustang will be auctioned by

Barrett-Jackson Scottsdale

to benefit JDRF, which aired

live on Velocity on Saturday,

January 17, 2015. Ford

stated all the proceeds will

benefit the Juvenile Diabetes

Research Foundation (JDRF).

The winning bidder can

select from available colors

and packages for the all-new

500-plus-horsepower Shelby

GT350.

“JDRF is privileged to

2015 Stang Convertibles Ship—Much More ComingFresh on the heels of the 2015 Mustang introduction, Ford

delivers the 2015 Mustang Convertible. Drop-top enthusiasts

can option their pony with the base V-6, 310hp EcoBoost or the

5.0L Coyote engine, or any of the existing trim packages. Heat-

ed seats and remote start are also available. Your cold-weather

driving experience can be improved with selectable snow/wet

drive modes that perform well in inclement weather.

“Cold weather may have come unseasonably early this year,

but with available heated seats, remote start, and selectable

drive modes with a snow/wet setting, Mustang is the perfect

offering for the season,” said Melanie Banker, Mustang brand

manager. “Heated seats, standard on all Premium Mustang

convertibles, allow the driver and front passenger to stay warm

even when the temperature drops. While these seats also have

a cooling feature, we suspect customers won’t be using this

function for a few more months.”

Moving up the horsepower chart, Mustang fans will have

the chance once again to purchase an R-model Mustang

when the Shelby GT350 R hits the streets (and track) in

2016. Expect a lightened package with carbon fiber wheels,

and larger brakes for improved track performance. We antici-

pate pricing will fall in the $70,000-$80,000 range.

Ford’s popular Raptor is rumored to be getting a V-6 with

EcoBoost, along with lighter overall weight and improved street

and off-road capa-

bilities. Of course

the big news is

the all-new Ford

GT, which will also

get a V-6 with

twin-turbo Eco-

Boost technology

and will be built

by Multimatic.

2010-2014 GT500 & 13-14 Mustang Type IV Ram Air HoodPart #1211...................................................................................$639.992013-2014 C-SERIES 10-piece Body Kit Hood, chin spoiler, LED lights, upper & lower billet, side exhaust, skirts, upper & lower scoops, rear valance & wingPart # 9052...............................................................................$2,999.99

2010-2014 GT500 & 2013-2014 Mustang Stalker HoodPart #1209...................................................$639.99 Also available for 2005-2009 & 2010-2012.

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2013-2014 Stalker Body KitHood, upper & lower billet grilles, chin spoiler, window louvers, side scoops,skirts, wing & rear valance.............Part #9053.......starting at $1,999.992013-2014 Stalker Rear Valance - Part #4416.................................$349.99

2013-2014 C-Series Chin SpoilerPart # 4412...............................................................$199.992013-2014 LED Driving Lights Part # 7270..............................................................$199.99

2010-2012 Stalker 9-piece Body Kit - Part #9051.....................$2,499.99 2010-2012 Stalker Front Bumper Kit - Part #8054..........starting at $769.992010-2012 Stalker Hood - Part #1214...........................................$639.99

10-14 Stalker Side Skirts - Part #4360-4391....$339.992010-2014 Stalker Wing - Part #2217............$388.992010-2012 Stalker Rear Valance - Part #4397...$349.99

2010-2014 Side Exhaust with Skirts & Rear ValanceCat-back Stainless Steel 3” exhaust system featuring stainless steel mufflers and polished cast-aluminum tips. 4.6L & 3.7L systemsare also available.............................................starting at $1,439.99

2010-2014 Lower Side Scoops - Part #4388...Now Only $129.99Painted Lower Side Scoops - Installs right out of the box!Now Only $329.99

2010-2014 Window Scoops - Includes mesh insertsPart # 4387.................................................................................$129.99 Painted Window Scoops - Installs right out of the box!....$329.99

2010-2012 Type 4 Ram Air Hood w/ Louvers Part #1226......................................................................$639.992005-2009 Type 4 Ram Air Hood w/ Louvers Part #1225 (not pictured)...........................................$639.992010-2012 Upper Billet Grille - Available Black or %UXVKHG¿QLVK3DUW

2013-2014 Ram Air Hood Part #1222...................................................................$639.992013-2014 C-Series Chin Spoiler Part #4395...................................................................$199.99

10-12 GT/CS Chin Spoiler Splitter ComboOne piece single molded design in a textured matte black finish, manufactured by Cervini’s. Fog lights are optional. Part # 4418....................Without fog lights.................$299.99With fog lights.................................................................$399.98

2010-2014 GT500 & 2013-2014Mustang Cobra R Hood Part # 1210......................................................................$599.99

2010-2012 Ram Air HoodPart #1198....................................................$639.99

2010-2012 Ram Air Type IV Hood Part #1201.........................................................$699.99

2013-2014 GT500 Style Upper Grille - Part #4413...$189.992013-2014 GT500 Style Lower Grille - Part #4414.....$139.992013-2014 GT500 Style Chin Spoiler Part #4415..............................................................starting at $199.99

2013-2014 - Part # 4411.........................$299.992010-2012 - Part # 4420.........................$299.992005-2009 - Part # 4410.........................$299.99

Carbon Fiber Radiator Cover

2010-2014 GT 500 & 2013-2014 Mustang4” Cowl HoodPart #1223......................................................................$599.99

2010-2012 Stalker II HoodPart #1221......................................................$639.99

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2005-2009 C-Series Body Kit – Includes hood, front bumper kit, functional cat-back side exhaust with skirts and rear valance, upper window louvers, side scoops & ducktail wing.....................................Starting at $3,599.99Window Scoops – Part #4305..........................$129.99Lower Side Scoops – Part #4306....................$129.99

Side Exhaust with Skirts & Rear ValanceCat-back stainless steel 2.5” exhaust system DQG PXIÀHUV DQG SROLVKHG DOXPLQXP WLSV2005-2009.............................starting at $1,439.99

Front Bumper Kit – Includes front bumper, upper and lower billet grilles, PIAA fog lights & lower fog lights with bezels - Part # 8013...........$1,289.99 Lower Billet Grille with Fog Lights - Part #7026 %ODFNRU%UXVKHG¿QLVK

2005-2009 Ram Air Hood – Part # 1171............$639.99Ram Air Kit – Part #8031........................................$299.99

2005-2009 Cobra R Hood - Part #1207................$599.99Type III Chin Spoiler - Part #4339........starting at $259.99

2005-2009 Mach One Hood - Part #1206.................$599.99 2005-2009 L.E.D. Tail Light Conversion Kit(US Patent # D677,411) Part # 7265..........$599.99

2007-2009 GT-500 Type IV RA Hood - Part #1197....$789.99Vinyl Hood Stripe Kit - Part #7261....................................$99.99

Type IV RA Hood w/ Billet Inserts - Part #1187.....$699.99Part #1181.........................................w/o billet inserts.....$639.99Ram Air Kit...............................................Part #8032....$299.99

2005-2009 Ducktail Wing – Part #2227......$339.99 Front Bumper – Part #3347..........................$588.99Upper Billet Grille – Part # 7025....................$169.99

2005-2014 Styling Bar - Part #8033...............................$539.99 2005-2012 Speedster Covers - Part # 4361...............$539.99

Stalker Wing - Part #2221.........................................................$339.99Stalker Rear Bumper - Part #3351........................................$539.99

Speedster Covers Part #4000....................$529.99

1999-2004 / 10-Piece Stalker Kit - Part #9003.....$1,999.991999-2004 Ram Air Type II Hood - Part #149..........$599.99 1999-2004 Front Bumper - Part #3355.....................$599.99

1994-1998 Styling Bar - Part #7005..........................$499.99 1994-1998 Side Scoops - Part #4304........................$99.991994-2004 2-pc Speedster Covers - Part #4000........$524.99

1999-2004 Cobra R Hood - Part # 153......$599.991999-2004 Upper Billet Grille - Part # 7072...$99.99

1994-1998 Cobra R Hood - Part #117................................$599.99

1987-1993 2.5” Cowl HoodPart #105 (1983-1986 Part #106)................................$599.99

1987-1993 Cobra R HoodPart #136....................................................$599.99

1987-1993 4” Cowl Hood Part #121 (1983-1986 Part #122)...........$599.99

1987-1993 2.5” Stormin Norman HoodPart #103 (1983-1986 Part #104)................................$599.99

1979-1993 Cobra Wing - Part #206..............$339.991979-1993 SLN Wing - Part #200..............$339.99 Coupe/Convertible also available.

1987-1990 LX 4-Piece Kit - Part #9013..........$669.99 1991-1993 LX 4-Piece Kit - Part #9014............$669.99 1987-1993 Rear Valance - Part #4302............$289.99 1987-1990 LX Air Dam - Part #4323............$289.99 1991-1993 LX Air Dam - Part #4324............$289.99

1987-1993 GT 9-Piece Conversion Kit - Part # 9011...........$1,399.99 1987-1993 Cobra Grille Insert - Part #4315..................................$59.99 1987-1993 Cobra Side Skirts - Part #4335...............................$429.991987-1993 Cobra Rear Bumper - Part #3336..........................$399.991991-1993 Cobra Front Fender Ext - Part # 4331....................$169.991987-1990 Cobra Front Fender Ext - Part # 4332....................$169.99

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’86 MUSTANG GT

A DECADE IN THE MAKINGBY JUSTIN FIVELLA • PHOTOS BY JOSHUA COLEMAN


C DON’T YOU WISH YOU STILL HAD YOUR FIRST CAR? RICKY DANIELS DOESN’T, BECAUSE HE STILL OWNS IT!

HALK IT UP TO INEXPERIENCE, A BAD DECISION, OR A

LACK OF SELF-CONTROL, BUT MOST COOL CARS FROM

HIGH SCHOOL JUST DON’T SURVIVE.

If you were lucky enough to get a cool ride

rather than Grandpa’s hand-me-down Caravan

with faux wood and all, it likely didn’t make

it. Maybe it was a burnout gone wrong or an

ill-fated rainy night, but most high school cars

meet their demise by way of an immovable

object. And if your high school ride was a

Mustang or another muscle car, you might as

well have kissed it goodbye because, let’s face

it, V-8 power, rear-wheel drive, and temptation

can be a recipe for disaster.

But there’s always an exception to the

rule. When Ricky Daniels got his first car, a

1986 Mustang GT, he vowed to keep it intact.

He says, “My father gave me the keys to this

silver four-eyed Mustang GT on my 17th birth-

day and I was immediately hooked.”

The GT might have been stock save for

some Weld Draglites and Flowmaster mufflers

when he got it, but it didn’t stay that way for

long. “I didn’t know anything about Fords

when I started, but I spent every penny of my

paychecks on performance parts,” he recalls.

Although he was raised in a house of

horsepower since his father had a Chevelle

bracket car and later a top alcohol dragster,


’86 MUSTANG GT

this was the first Ford to join the Daniels family. It didn’t take Daniels

long to realize how well Fox-Bodies respond to performance parts.

“After an intake and gears, I started saving for a turbo, but the money

was burning a hole in my pocket, so I bought an NOS dry kit and put it

on a 100-shot,” he says.

The bolt-ons and 100-shot put his GT solidly into the 13s, but filling

bottles every week quickly became a chore. He says, “The bug to buy a

turbo returned, but as soon as I managed to save a small pile of money,

it started burning a hole in my pocket again, so I bought a Vortech

S-trim blower.”

The stock motor and S-trim combo made 380 rwhp and dipped his

Fox into the high 12s. It pacified him long enough to address other areas

like a five-lug conversion with SN95 rear brakes, 17-inch wheels, and

other supporting mods. But his joy was to be short-lived.

“A buddy of mine took me for a ride in his Fox-body with an HP

Performance turbo kit, and I was hooked. There was no way I would

settle for anything else that time,” he says.

A year later he had his very own HP Performance turbo kit with a

60mm snail and an E-cam. Power rose to 480 rwhp as e.t.’s dropped into

the 11.50s with the T5 trans. When the stock stick bit the dust, a built C4

automatic on the same combo dropped the GT into the 10.90s.

As you might guess, things quickly ballooned from there. Acciden-

tally landing in the high 10s without a cage at your local track might

apologetically work once, but do it twice and

you’ll get the boot. Daniels says, “I was kicked

out of the local track for not having a cage, so

over the winter I had an 8.50-certified cage

built with the intention of growing into it.”

And grow into it he did, as a BTE Power-

glide and a custom PTC converter were next,

followed by a new bullet and an even bigger

turbo.

“I found a used 8.2-inch deck height 347

and some used Edelbrock Victor Jr. heads for

cheap,” says Daniels, “so I threw the motor

together and upgraded to an 80mm Borg-

Warner turbo in preparation for the local True

Street shootouts.”

Up until this point he had run the car with

a stock ECU and a C&L MAF, but when an

upgrade to a piggyback unit fell short of his

power goals, he added the current injection

setup. This fortress of proven tech includes

a FAST standalone that’s augmented with

an MSD distributor, a Digital 7 ignition box,

and a matching coil, along with FireCore50


plug wires. Other electronic goodies include a Leash Electronics boost

controller, a Davis Technologies Bump Box, and a Racepak Sportsman

controller.

The budget setup made 1,080 rwhp and ran 8.75 at 155 mph in the

quarter-mile. How’s that for cheap speed?

As luck would have it, Daniels’s first big race was the Street Car

Super Nationals, where he ran 5.50 at 135 in the eighth on the diminu-

tive class-spec 26x8.5-15 tires. That run was to be his last on that

motor, as two pistons melted into oblivion.

Down but not beaten, Daniels returned home determined to return

stronger than ever. The block and Edelbrock Victor Jr. heads were

salvaged, but the rest of the combo was changed for the current setup.

Displacement was bumped to 363 ci thanks to an Eagle stroker crank

and rods attached to CP pistons. The Edelbrock heads were filled with

new valves that are tickled by Comp Cams Pro Magnum rocker arms

and a custom Comp Cams solid-roller camshaft that specs out at

0.672/0.674 lift, 283/287 duration, 115 LSA. An Edelbrock Super Victor

intake manifold and elbow work with an Accufab 90mm throttle body

feed the beast.

“I stepped up to an 88mm Garrett turbo

with the 363 motor, and the combo made

around 1, 200 rwhp, but I was never able to

turn it up,” he says.

After a rogue failure with his 88mm turbo,

Daniels jumped to a Custom Racing Turbos

(CRT) 94mm turbo with a cast wheel. Despite

the elevation of the big Denver PSCA Rocky

Mountain Series event, the new setup ran

5.70s—but again, that just wasn’t enough. So

Daniels upgraded to a billet wheel and that

dropped him into the 5.50s at the same track.

The billet wheel was good for another 150-

200 rwhp, for a grand total of 1,400 rwhp at

28 psi of boost.

After lots of tuning and several trips to the

final round of various PSCA Outlaw 8.5 events,

’86 MUSTANG GT

®

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Daniels finally got it right. He says, “We eventually knocked down a best

pass of 5.29 at 140 mph in the eighth and won our last PSCA race with a

5.35 at 140 mph.”

Not only did he nab his first victory, but he earned enough points to

take Second Place for the season. Speaking of winning, Daniels has also

won the infamously challenging All Out Call Out heads-up True Street

event at his local track, where he has run a best of 8.62 at 165 mph in

the quarter-mile on just 18 psi of boost and bigger 28x10.5 slicks. He

credits his speed to a well-planned combo that might not be glorious,

but simply works.

Along with the aforementioned motor and transmission modifica-

tions, HP Performance turbo headers, a Precision 66mm wastegate, and

a ProCharger Big Red Blow-off Valve further support the big boost.

Fueling duties are left to 160 lb/hr injectors plugged into Edelbrock

fuel rails that work in unison with the Aeromotive A1000 fuel-pressure

regulator and the MagnaFuel ProTuner 750 pump. Cooling duties are

handled by an aluminum radiator and a Meziere electric water pump.

In keeping with the simple but effective theme, a UPR K-member,

front control arms, caster camber plates, and matching coilovers with

Strange 10-way adjustable shocks handle the front suspension duties.

Out back, a combination of Baseline Suspension Outlaw upper and

UPR-Pro lower control arms work with Strange Engineering 10-way

adjustable shocks and a Wolfe Race Craft ARB to keep the rearend in

place. Speaking of rearends, the stock 8.8 was filled with 3.55 gears

along with Moser spool and axles. Weld Pro Star rims adorn Mickey

Thompson tires, which hide Aerospace Components front and OEM

SN95 rear brakes.

The slammed stance and black wheels add to the ominous nature

of the dark gray paint, which has its origin in a factory BMW color.

Of course, the H.O Fibertrends cowl hood and the Team Z strutless

rear wing that resides just above the rear chute don’t hurt its sinister

style either.

Life inside the single-digit Stang is also all-business thanks to

Kirkey Racing Pro-Drag seats and Simpson harnesses along with

the aforementioned 8.50-certified cage and a plethora of Auto Meter

gauges. A stock steering wheel keeps the car pointed straight, and a

Hurst shifter mans the two forward and one reverse gears.

’86 MUSTANG GT

Daniels says, “Even after all these years I

still love the car, especially how it looks and

performs, but I’ve got bigger plans for it next

year.”

What’s he got up his sleeve? A 25.5-certi-

fied cage and a front-mount turbo setup with

a smaller 88mm billet turbo so he can run at

more events thanks to the more popular X275

and X235 classes. So if you find yourself lined

up with this low-key GT, you better bring your

A-game. Don’t say we didn’t warn you.

The slammed stance and black wheels add to the ominous nature of the dark gray paint, which has its origin in a factory BMW color.

THIRD TIME’S

THE CH

1993 MUSTANG LX

SOMETIMES IT TAKES MORE THAN ONE ATTEMPT TO BUILD

THE ULTIMATE DREAM CAR.

BY STEPHANIE DAVIES •PHOTOS BY JOHN MACHAQUEIRO

HARM

E

VERYONE HAS A DREAM BUILD. THE PLANS

RUN THROUGH OUR HEADS DURING EVERY

IDLE MOMENT, SOMETIMES MAKING IT

HARD TO CONCENTRATE ON THE IMPOR-

TANT THINGS.

For Shaun Benner of Bethlehem, Pennsylva-

nia, those dreams have become a reality with

his 1993 Mustang 5.0 LX.

Shaun has owned two Mustangs prior

to this one—a 1987 LX and a triple-white

1993. They were cool, but they didn’t quite

meet the mark, so when he found this 1993

Calypso Green LX about 5 miles from home,

he brought it home and got to work.

“I picked the car up and immediately

started modifying it,” he says.

As is usually the story, Shaun dealt with

quite a few misgivings along the way. He

initially swapped out the heads, camshaft, and

intake, but quickly burned up the clutch. He

sought out Len Sabatine of Sabatine Automo-

tive in Easton, Pennsylvania, who quickly

gave him the lowdown on his powerplant.

Shaun says, “I found out that I needed a

new motor also. The guy that had done the

work had forgotten to do a few minor things,

like adjusting the cam lock plate, ultimately

destroying the motor.”

Shaun then had a 331 stroker motor built,


1993 MUSTANG LX

but that, too, was short-lived. The block ended

up splitting in half.

The third time was the charm. Shaun

entrusted the Mustang to Len and his son,

who started with a Boss 302 block. With an

income tax refund check burning a hole in his

pocket, Shaun decided to go ahead with his

dream motor build: a 331 stroker with a 67mm

turbocharger.

The resulting build goes a little something

like this: The Boss 302 block is bored and stroked 0.030 over, with a

compression ratio of 8.5:1 with custom pistons. A Canton 7-quart oil

pan seals the bottom end, paired with a Melling oil pump. The engine

features a Lunati roller camshaft, Harland Sharp 1.6:1 rocker arms, and

Edelbrock Performer RPM aluminum heads with machine work by Len,

as well as a Performer RPM intake manifold.

Handling the air and fuel portion of the build are 42-pound injectors,

and an Aeromotive 340 fuel pump paired with an Aeromotive regulator,

with Anderson PMS electronic fuel injection. A Crane ignition box and

coil work with Taylor wires and NFK plugs. An Abaco 87mm mass air

meter and BBK 75mm throttle body were also installed. Of course, Len

Sabatine tuned the car to make it all work together harmoniously.

A Precision 67mm turbocharger paired with an intercooler produces

12 psi of max boost. Custom turbo headers were created, which flow

through to Flowmaster mufflers via 3 1/2-inch pipes.

A Tremec TKO500 transmission handles shifting duties paired

with a Spec Stage 3 clutch. Shaun chose a Steeda Tri-Ax shifter for the

cockpit of the Mustang.

KYB struts, Ford Motorsport springs, and a Cobra sway bar round

out the suspension components up front. Factory 5 control arms, Ford

Motorsport springs, KYB shocks, and a Cobra sway bar are in the rear.

Speaking of the rear, it’s stock with 3.73:1 gears and 31-spline Yukon

axles. Meanwhile, custom subframe connectors keep the body tight.

When it came to Shaun’s vision of what his Pony should look like,

he kept it classic and understated. A set of Cobra R wheels wrapped in

BFG rubber up front and Mickey Thompson ET Street Radials out back

keeps the Mustang planted to the pavement, and 2003 Cobra-spec

brakes help it to stop on a dime. He of course kept the original Calypso

Green hue on the car, but he added a Steeda aero spoiler and a Cervini’s

Stormin’ Norman hood.

Inside, Corbeau TRS seats keep occupants safe and comfortable,

surrounded by a Len and Scott Sabatino rollcage—which is important

given the Fox’s 10.8-second quarter-mile time with a trap speed on 126

mph. Shaun tells us that his Mustang makes 570 hp and 640 lb-ft of

torque.

“It’s daily driven, and my favorite part about it is the stance,” he says.

“I usually spend about a mortgage payment per month on tires because

I love doing burnouts. My wife would say I’m addicted, but my daugh-

ter gets it. She loves my Mustang too—especially the sound the turbo

makes.”

With Len Sabatine’s expertise and a little help from Shaun’s father,

Allen, this 1993 Fox-body is everything Shaun dreamed it could be.


1993 MUSTANG LX


2003 COBRA TERMINATOR

AFTER MORE THAN A DECADE OF DEVELOPMENT, VOODOO RACING INNOVATIONS ENTERS THE BIG LEAGUES BY WINNING THE NMRA WORLD FINALS WITH TWO HEADS-UP VICTORIES.

BY JUSTIN FIVELLA • PHOTOS BY STEPHEN BROOKS

WORLD’S QUICKEST

TERMINA


FOR SOME PEOPLE,

THEIR GREATNESS

CAN BE TRACED

BACK TO A SINGLE

DECISION, A FLEETING

MOMENT OR AN

ENCOUNTER WITH A

LONE INDIVIDUAL WHO

HELPED CHANGE THE

COURSE OF THEIR LIVES.

For Frank Yee, the decision to hock every-

thing and buy his dream car over a decade

ago would unknowingly change the coarse

of his life.

It was easy to assume that Yee would

take the most common ownership path

with his Mustang by burning rubber, add-

ing mods, and quickly parting ways for the

next best thing, but his Terminator quickly

became more than just a car; it became the

inspiration for his life’s work.

“I knew this car was special,” says Yee,

“but I couldn’t have guessed just how influ-

ential it would be on my life’s decisions and

how many great memories I’d have with

it—it’s been a part of every big decision I’ve

made since the day I got it.”

Many will never understand the bond

between man (or woman) and machine. It’s

more than just the hours spent wrenching

or the tens of thousands of dollars invested;

it’s the memories you have with that car

that make it more than just metal. Maybe

buying that very car was fulfilling a dream.

Or possibly it’s because you met your sig-

nificant other in it. Then again, maybe it’s

because you built it with someone special.

Whatever the reason, owning that car

changed your life for the better.

Yee says, “I’ve been through so much

with this car that it’s hard to recall every

event, but it’s been a driving force that

has evolved with me, and was the inspi-

ration for the creation of VooDoo Racing

Innovations.”

He might admit it has changed his

life, but for fear of sounding boastful,

he is less apt to share the milestone his

Terminator can lay claim to.

“Back in May of 2008 I was the first

Terminator to break into the 9s with a stock

blower, running 9.83 at 137 mph with a

ported stock blower, ported heads, cams,

solid-rear axle, and 4R70W, and at full

weight,” Yee explains.

Before his Terminator slipped into the

ATOR



single digits, Yee regularly grudge-raced it

both on the mean streets of Las Vegas and

legally at the race track. He’s rather modest

about the road he has travelled with his Cobra,

but during our interview we counted no less

than 11 different combinations and a story as

colorful as the intricate paint before you.

Ready for this? Yee has also tried the IRS,

a solid-axle swap, the T56, a 4R70W, and a

Powerglide. The car started in the 12s, dipped

into the 10s, has steadily fallen into the 8s and

now has enough trap speed for the 7s with more

setup. At the moment its best pass was the 8.1

at 175 mph that he ran at the 2014 NMRA World

Finals, where he reigned supreme.

With so many different combinations,

it’s no wonder the car is said to have several

thousand passes under its belt.

Yee says, “I don’t know exactly how many

passes I’ve made in it, and I don’t race on the

street anymore, but between the track and the

street I easily have over 2,000 passes. In fact,

the center console and glovebox are overflow-

ing with timeslips.”

To understand what has made Yee an NMRA World Champ and the

owner of the worlds baddest Terminator in 2014, we have to step back

over a decade.

“I was raised in a strict household and was expected to excel at

school, go to college, and pursue a career my parents thought was

respectable. But I got into modifying cars, and that changed everything,”

Yee explains.

A gearhead at heart, Yee applied his vocational skills learned in

class to his turbo Volvo. He always had a knack for going fast and, as

such, turned his Swedish led-sled into a respectable 12-second sleeper.

His love for cars was so strong that he decided his parents’ plan was

anything but correct, so he started down the road to his own definition

of self-fulfillment. This of course caused friction, and Yee was booted

from the nest at the ripe age of 18. Lost but determined, he wrenched on

the side and was trying to find his way in the world.

“I was bussing tables, working on cars and really didn’t know what

I was going to do. The only thing I knew was the day I saw artistic

renderings of the Terminator Cobras in high school, I knew I had to have

one,” Yee explains.

Call it a twist of fate, but in 2004 a local Ford dealer had a new, left-

over 2003 Terminator sitting on the lot. It only took sliding behind the

wheel of the parked car for Yee to realize he couldn’t leave without the

%&#' ()


FEAT SECTHEAD1 JUMP

midnight Mustang.

Yee says, “The moment I slid behind the

wheel, I knew she was the one, so I put every-

thing on the line and bought it.”

He gambled everything he had, but the

first time he hit WOT, nothing else mattered.

“I drove it everywhere and raced it almost

nightly between the dragstrip and the street.

As time passed, I became a better driver and

the car continued to get faster as I gained

experience and added better parts,” Yee

explains.

Yee quickly developed a reputation in Sin

City for bringing his A-game and killing faster

cars in heads-up drag racing. With every pass

he gained more knowledge, and soon people

from all over the area were coming to him for

advice and side work. Eventually the demand

grew so intense that in 2006 he started Voo-

Doo Racing Innovations out of some rented

shop space. As demand swelled, so did his

appetite for more real estate. After three moves

he eventually landed in his current 5,000

square-foot facility, where he now builds some

of the baddest street/strip cars in Nevada.

“Once I really started to see what made the

Modular Ford motors tick, I started applying my Import and Euro knowl-

edge from years prior to the Cobra to see how it responded,” says Yee. As

it turns out, his unorthodox strategies worked well.

“Like the high-boost, small-displacement four cylinder import

motors, I experimented a lot with high compression, unusually large

1 JUMPFEAT SECTHEAD12003 COBRA TERMINATOR

In its current state, the car has run the aforementioned low 8-second e.t. and makes over 1,300 hp at the wheels.


cams for forced induction and unconventional cam timing.”

He wouldn’t divulge all his tricks, but let’s just say that he spins his

Terminator over 8,000 rpm. The combination of big boost, high com-

pression, and big lobe cam specs leads to an aggressive top-end charge.

In its current state, the car has run the aforementioned low 8-second

e.t. and makes over 1,300 hp at the wheels thanks to a healthy motor

combo built in house. The foundation starts with a Teksid block filled

with JE pistons, Manley rods, and an Eagle crank that’s supported by a

VRI girdle. Up top you’ll find ported heads that utilize Ferrea valves and

Manley valve springs along with VRI custom cams, a Sullivan intake

manifold, and fuel rails. An HPP upper intake plenum and an Accufab

throttle-body round out the induction duties. The motor was built to han-

dle high rpm and big boost, and the VRI-speced, VWR-built turbo system

with the Turbos Direct Garrett GTX 94mm snail sure brings the beans.

All that boost would be useless without copious amounts of fuel, so

VRI created a custom fuel system that utilizes

Fuel Injector Connection–supplied Moran

235-lb/hr injectors, a Weldon 2345 pump,

XRP lines and fittings, Aeromotive filters, and

a JMS PowerMax. A Kenne Bell Boost-A-Spark

brings the fire, while a ProEFI standalone

computer tuned by VRI orchestrates the entire

symphony of speed.

Power is transferred into a VRI-built

Power glide transmission with a PTC torque

converter and Performance Automatic

flexplate that then feeds the twist into a PST

carbon-fiber driveshaft. Inside the built 8.8

solid axle you’ll find Ford Racing 3.27 gears,

a matching carrier, and Strange axles. One

But as Yee emerged from the car trying to hold back his devastation,

a sense of determination fell over him. “There was no way I was going

to abandon the car after all we’d been through, no matter what it took I

was going to rebuild it.”

Thankfully a rear quarter-panel was the fix along with a new coat of

paint and the intricate airbrushing before you. Shortly after the new paint

dried, Yee and his VRI crew of Elton Burnley, Alex Masci, Suresh Shrestha,

Paul Garcia, and Husic Hamo packed up and headed east to the 2014

NMRA World Finals in Bowling Green, Kentucky, to battle with the best

in the country. As mentioned, the small crew out of Las Vegas emerged

victorious after extreme consistency and big backend speed. If you asked

someone from the outside why they did so well, they’d likely tell you that

team VRI had a good weekend—but they’d be dead wrong. This ship built

on hard work and determination set sail over a decade ago, and after

many wins on the local scene the team finally landed on a national stage

and proved capable of running with the best in the industry. That kind of

dedication doesn’t come from simply having a good weekend.

“Buying this car completely changed my life,” says Yee. “Even my

high-school sweetheart turned wife has been along for the entire ride

and is now more of a gearhead than 90 percent of car people I meet, all

because of the Cobra. We even named two of our kids after John Coletti,

Steve Saleen, and other legendary industry names.”

At the age of 18, Frank Yee’s life took a drastic turn. Horsepower was

his salvation, and it took form as a 2003 Cobra. One might say it helped

save his life, but we’d like to think it helped change it. If ever the bond

between man and machine were in question, one just needs to hear this

tale to realize that in this case, oil is as thick as blood.

can’t forget the Mickey Thompson tires on all

corners that wrap Weld front and Exospeed

rear rims with beadlocks.

Now that the car is trapping over 170

mph in the quarter-mile, quality suspension

components are imperative. That’s why VRI

uses a QA1 K-member and front suspension

components along with AFCO rear bits and an

MMR ARB.

Yee continues to march to his own beat

inside the car . . . literally. He says, “Mike Dunn

made the cage and I left the Zeus Hiphon-

ics amp, Pioneer in-dash DVD head unit, and

speakers since it’s still a full-weight street car

that weights around 3,600 pounds and I saw

no use to ditch the stereo.”

Yep, music comes from under the hood

and inside the cabin. How’s that for unique?

The beautiful paint and airbrush work came

courtesy of Las Vegas Devious Designs after a

heart-stopping mishap with a wall at speed.

“In all the years and passes, I’d never had

a problem, but when the intercooler tank

leaked water onto the rear tires, it sent me

into the wall. In that moment, before I could

assess the damage, time stopped and my

heart sank. I thought it was all over,” Yee says.



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Independence DayWe look at the S550’s new IRS and install FRPP’s drag-oriented IRS hardware upgrade.

BY DALE AMY PHOTOS BY THE AUTHOR

THE S550’s new IRS in stock

form (with the GT’s exhaust

system out of the way) is quite differ-

ent from the Terminator’s, but nothing

earth-shattering here. Various suspen-

sion components and the differential pot

attach to a subframe, which attaches to

the unibody at four points. From the

factory, metal-sleeved rubber

bushings are found at the

subframe-to-body and

52 APRIL 2015 WWW MUSCLEMUSTANGFASTFORDS COM

THES5

for

system out of th

ent from the Ter

ngearth-shattering

sion componentsion compone

attach to a subf

the unibody at

facto

b

s

Blue-anodized aluminum bushing upgrades are available from FRPP either preinstalled in a new

subframe (M-5035-M) as seen here (viewed from the front), or as bushing-only kits to replace the

rubber versions in your S550’s factory setup. Either way, the bushing upgrade requires removing

the whole rear subframe/suspension assembly from the car.

TECH

INDEPENDANCE DAY

Six bolts that attach the driveshaft to the

pinion flange need to be removed. Also, a

small vent tube on the differential needs

to be unplugged. At this point the rear

subframe and its attached suspension

hardware are ready to be unbolted from

the unibody as a complete assembly. Obvi-

ously we’re doing this on a hoist, but the

technicians at Watson Racing assure us

that this can readily be accomplished with

the car on jackstands—an approach they

took trackside many times when develop-

ing the IRS upgrade hardware.

6


TECH

subframe-to-differential mounting

points. Unbolt some rear brake and

damper hardware, along with the

driveshaft, and the whole IRS sub-

frame/suspension can be lowered as

a complete assembly. Sounds simple

enough, right?

That all S550 Mustangs were

destined to wear independent rear

suspension has been common

knowledge for a long time now. Some

of us were happy; others wary. From

a ride and handling perspective, the

advantages of IRS are undeniable, yet

the departure of the faithful old stick

axle is no doubt a point of concern for

hardcore quarter-mile warriors.

No one was able to put those

concerns to the test sooner than the

guys at Ford Racing Performance

Parts. Just as soon as prototype or

preproduction 2015 coupes became

available to them, FRPP headed out

to nearby Milan Dragway, slapped on

a set of sticky slicks, and proceeded

to test the S550 IRS to its launch

limits—and beyond. As we docu-

mented briefly in a previous article

(“Launch Party,” Mar. ’15), once those

limitations were recognized, FRPP

was quick to come up with fixes that

are already available through regular

Ford Racing outlets.

To recap, during FRPP’s testing,

two concerns were noted. First,

stock rear suspension rubber bush-

Shown from behind, this look at PN

M-5035-M details the aluminum bushing

hardware preinstalled at the four points,

where the differential centersection

mounts to the subframe. Aside from all the

installed bushings, this subframe is abso-

lutely identical to the Mustang production

line version.

1

Once the after-cat exhaust is off, initial

disassembly steps take place in the wheel-

wells and involve nothing more compli-

cated than unbolting support brackets for

the rear brake line and parking brake From

there, removing and hanging the calipers

complete with their brackets. Note that

the brake line and e-brake cable remain

attached to the caliper assembly.

2

Two bolts securing the aluminum top

shock brackets to the unibody are then

removed (the shock remains bolted to the

lower control arm at its bottom end.)

3

7

The fixture’s pair of precisely machined

spikes slide into existing holes in both

the subframe itself and the body’s frame

sections; however, their only purpose is

to keep a subframe that still utilizes the

stock rubber bushings in proper alignment

during reinstallation. Incidentally, the Wat-

son crew named this fixture Buffy because

of these vampire-killing spikes. But we

repeat: Installation of a subframe with the

upgraded aluminum bushings in place

doesn’t need such a fixture, since the new

bushings effectively align the subframe

themselves. Here’s why the difference . . .

At the subframe’s front mounting points,

a small support bracket on each side is

unbolted from the unibody frame section.

The large blue bolt in the shot is one

of the four beefy fasteners securing the

subframe to the unibody.

4

If you’re doing this at the track or at home

in the driveway, a jack would need to be

placed under the differential while the

subframe is unbolted. In our shots you’ll

see a tubular fixture in use; you don’t need

this fixture. With its two vertical locating

pins, this rig was developed by Watson

Racing specifically to help reinstall IRS

subframes still wearing their OEM rubber

bushings. This fixture is not necessary to

install a subframe with the FRPP alumi-

num bushings in place.

5

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87-93 Mustang S6001EM

Strange externally adjustable front strut - V8 Only.................... $120

94-04 Mustang S6004LM

Strange externally adjustable rear shock

Will not fit IRS Cobra................................................................ $70


Strange externally adjustable front strut.................................. $120


Strange externally adjustable rear shock................................... $90

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Strange externally adjustable rear shock

For cars lowered 1 to 1 1/2”..................................................... $90


Strange externally adjustable front strut................................... $140


Strange externally adjustable front strut................................... $140

Coil-Over Kit for 79-04 Mustang Strut S6001

Includes aluminum body, spring seat, jam nut and bearings

Services one strut...................................................................... $71

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Double adjustable steel coil-over struts............................... $499 each

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Strange Double Adjustable Shock Package: Includes 1” wide*

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bearing kit.....$660 pkg

INDEPENDANCE DAY


TECH

ing compliance contributed to axle

hop under high-traction, strip-style

launches. Second, on a blown test

GT putting out in excess of 600

hp, the FRPP crew experienced an

IRS half-shaft failure. Aluminum

bushing packs were engineered

to address the first issue, while

upgraded half-shafts solved the

latter.

Late last October we got an elev-

enth-hour invitation to watch and

document as FRPP’s IRS bushing

and axle upgrades were installed at

Watson Racing. This new GT coupe

was headed to Las Vegas and was

going to be displayed on its side in

Ford’s SEMA booth. This oppor-

tunity gave us an early chance to

not only see what’s involved in

installing FRPP’s upgrades but also

to get an introductory overview of

the Mustang’s new IRS architecture.

IRS is here to stay, so consider this

a primer on its general layout and

a basic idea of the wrench work

needed to make it shrug off the spe-

cific demands for dragstrip use.

These IRS mods, by the way,

have been very effective, as proven

by Ford Racing’s much-viewed “.99

Challenge” video (youtube.com/

watch?v=Kulx2AfNZuY), where the

2.3L EcoBoost test car can be seen

launching with daylight underneath

its front tires.

. . . The inner sleeve diameter on the

factory bushing (left) is much larger than

the mounting bolt’s shaft and, without the

alignment fixture, would permit skewing of

the subframe and suspension components

on the body. FRPP’s replacement bush-

ings, by comparison, have a tight fit to the

mounting bolts’ shafts, thereby keeping

the subframe square. Why do we burden

you with all this info when this fixture

is not necessary to install the upgraded

bushings? Just so you’re aware that if you

ever remove an S550 IRS subframe and

then try to bolt it back up with the stock

rubber bushings in place, you could have a

major alignment issue.

8

Here’s a front view of the complete IRS as-

sembly after its been removed. From here,

simply unbolt all of the suspension com-

ponents, remove the differential pumpkin

from the factory subframe, and substitute

the FRPP subframe with its upgraded

bushings. Sine this car was SEMA-bound,

FRPP’s soon-to-be-released coil springs

and antiroll bar also went in place of the

factory components.

10

Compare the Ford Racing upgraded half-

shaft in the foreground with its factory

counterpart. The center shafts (or axle

bars) are made of a proprietary material

said to be stronger than 300M steel and

are machined to eliminate the stock

shaft’s potential stress risers. The shaft

ends are hardened billet steel bolted to

hardened CV joints that are notably larger

than the factory CVs. These axles were

codeveloped with G-Force, which manufac-

tures them to Ford Racing specs. Breakage

shouldn’t be an issue, and the axles carry

a lifetime warranty through G-Force.

12

Among the first to come off are the axle

nuts. In typical IRS form, the half-shafts

spline into hubs bolted to the rear

uprights. The factory axle nuts are torque-

to-yield and can’t be reused; however, the

FRPP upgraded shafts come with conven-

tional, reusable hardware.

11

As the IRS

assembly is

lowered, the coil

springs can be

removed from

their perches in

the lower control

arms.

9

Ford Racing’s Jesse Kershaw describes

the upgraded axles as being similar to

the Level 5 Outlaw axles G-Force offers

for Camaro. “We decided to go with the

best materials available rather than have

staged axles, because the cost difference

to upgrade the components was less than

the labor time to replace them. With a

significant install, we wanted to go with

the best from the start.”

13

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Prices good through 3/1/15 • Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. ©2015 AUTOSALES, INC. SCode: 1504FF

P-SuThSy

Ke

as


INDEPENDANCE DAY

TECH

Unlike the Terminator, the S550 uses an

“integral link” IRS design now becoming

common across many Ford platforms.

The design uses aluminum lower H-arms,

steel upper camber links, toe links, and

vertical integral links. The integral link

spans between the H-arm and the top of

the upright and is known to be effective

at controlling wheelhop under hard ac-

celeration.

14

As its name suggests, rear camber can

be adjusted at the inboard (subframe)

end of the two camber links. The camber

links are side-specific and are marked L

or R. The toe and integral links are not

side-specific.

15

Here, the H-arm and all links have been

unbolted from the upright, and the half-

shaft disengaged from the hub.

16

Inboard, the shafts take a bit of persua-

sion; simply pull straight out of the

differential housing. Below the tech’s hand

you can see the diff vent tube.

17

Among the final pieces to come off the

subframe are the cast aluminum H-arms.

The rear coil springs rest in these arms

atop rubber isolators.

18

Once all suspension hardware is off, four

bolts securing the diff are removed and

the old subframe is lifted off, leaving the

pumpkin resting on the jack. Again, since

this car was headed to SEMA, the bare

iron on the diff was painted black prior to

reassembly.

19

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As mentioned, aside from the installed,

upgraded bushing hardware, FRPP’s

M-5035-M subframe is identical to those

installed at the Flat Rock factory.

20

The four diff mounting bolts go in from the

rear. We’re not mentioning torque specs or

getting into detailed step-by-step in this

overview because Ford Racing’s kits will

supply end users with a detailed instruc-

tion manual.

21

The upgraded aluminum bushings, the

axleshaft, and this car’s new rear antiroll

bar and coil springs are all finished in

Ford Racing blue.

22

INDEPENDANCE DAY

TECH

With all the suspension components reinstalled, the now drag-worthy IRS is ready to be

bolted up to the unibody. The whole swap process took just a couple hours in the Watson

Racing shop.

23

An installed shot looking straight up, just to help get your head around the S500’s IRS

layout. The pale blue bolts are the subframe-to-unibody fasteners.

24

Our parting shot shows an installed exhaust system routing through the IRS. This is just

one of three new S550 exhaust options from FRPP. But that’s a story for another day.

25

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SourcesFord Racing Performance Parts

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Watson Racing

855.928.7223

watsonracing.com

BUSHINGS À LA CARTE?Buying Ford Racing’s two alu-

minum IRS bushing upgrades as

standalone kits is cheaper than

buying them prefitted onto a

new subframe (PN M-5035-M),

but will add to the project’s

labor total. Swapping in the

bushings first requires cutting

out the OEM rubber bushings

and their steel sleeves—be-

ing careful not to damage the

subframe. The new differential

mounting bushings can then be

installed without a press, but

the subframe-to-body bushings

will have to be pressed into the

subframe. Nevertheless, it’s good

to have choices.

This is the kit for the subframe-to-

unibody interface (PN M-5872-M).

This is FRPP’s bushing kit for the

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points (PN M-4425-M).

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The highlight of the blower upgrade was the

efficient Kenne Bell twin-screw supercharger.


Mod Motor Math3V + B = HPBY RICHARD HOLDENER PHOTOS BY THE AUTHOR

THE Ford mod motor evolved

from humble beginnings

into the amazing Coyote and 5.8L GT500

motors we have today. With the normally

aspirated, 5.0L Coyote up at 420 hp and

the 5.8L GT500 mil pumping out 662

hp, mod motors have reached serious

power levels. Today’s mod motors have

come a long way since the introduction

of the OHC 4.6L in 1996 (in the Mustang).

Midway between the original non-PI 4.6L

and today’s modern muscle was the 4.6L

Three-Valve. When introduced, the Three-

Valve brought on variable cam timing to

the mod motor family, possibly to make

up for the lack of the extra exhaust valve

(compared to the Cobra motor). The vari-

able cam timing allowed the Three-Valve

to combine four-valve peak performance

TECH

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MOD MOTOR MATH

TECH

with superior average torque produc-

tion. Unfortunately for owners of

2005-2010 models, when Ford rein-

troduced the famous 5.0L (Coyote),

the Three-Valve was set on the past

performance shelf next to the PI Two-

Valve and B-headed four-valve.

Fear not, Three-Valve fans. We

have one simple addition that can

significantly increase the output

of your 4.6L. We all know that mod

motors respond well to boost, and the

The standard (Stage 1) kit included a

2.6L blower and was good for 509 whp

(up from 285) at 8.5 psi (using 91-oc-

tane, more with 93-octane).

1

The inlet on the Stage 2 kit accepted a

larger throttle-body that increased boost

by roughly 0.5 psi. The result was a jump

in power to 526 whp (still on 91-octane).

3

The ininletlet on the Stage 2 kit accepted a

33

Three-Valve is no exception. We all

recognize that in the mod-motor hier-

archy, the Three-Valve was already

significantly better than either of

the Two-Valve motors. An argument

might even be made that the variable

cam timing offset the missing valve

offered by a four-valve Cobra motor.

The upshot of this discussion is that

the Three-Valve can make serious

power with nothing more than a

blower upgrade. Big deal, you say?

The Stage 1 kit featured a fuel system

upgraded that included a (boost-activat-

ed) Kenne Bell Boost-A-Pump feeding a

set of 42-pound injectors. This simple

but effective fuel system upgrade was

capable of supporting over 650 whp.

2

The 2.6L will support nearly 1,000 hp, but

for serious power the larger 2.8L Mam-

moth kit is the way to go. Note the differ-

ence in the inlet on the larger (polished)

supercharger.

The 2.6L will support nearly 1,000 hp, but

for serious power the larger 2 8L Mam-

MOD MOTOR MATH

TECH

Everyone knows a blower will add

a ton of power, you say? While it is

not surprising that a supercharger

will significantly increase the power

output, what is surprising here is

the definition of significantly. How

much power does it take to impress

Three-Valve owners? 100 hp, 200 hp,

or how about 300 hp? What if we told

you the blower upgrade was worth

over 500 hp (a gain of nearly 200

percent), all with stock heads, cams

and compression?

By now, all the Three-Valve

owners should be salivating, and if

not, we can direct you to a couple

of nice feature articles in the latest

issue of Cat Fancy. Think about it.

This Kenne Bell twin-screw blower

upgrade improved the power output

of the 4.6L Three-Valve from 285

wheel horsepower (whp) to over

805, but, as always, that was only

part of the story. Through extensive

testing, Kenne Bell has managed to

come up with different stages and

upgrades catering to anything from

a stone-stock motor to a fully built

race machine. Naturally all of these

upgrades were dyno verified, starting

with the Stage 1 Kenne Bell kit that

featured the 2.6L twin-screw super-

charger. This kit included KB’s pat-

Regardless of the displacement

of the supercharger, each featured a

dedicated air-to-water intercooler. Cooler

charge temps reduce the chance of deto-

nation and allow increased boost levels for

any given octane rating.w

4

Positive displacement superchargers are

very sensitive to inlet restrictions. The best

supercharger in the world won’t produce

boost if you can’t feed it the necessary

airflow. Kenne Bell offered a wide range of

throttle body upgrades, including the mas-

sive 168mm oval blade that flowed 2,150

cfm, which is enough to support 1,500 hp.

5

airflow. Kenne Bell offered a wide range of

throttle body upgrades, including the mas-

sive 168mm oval blade that flowed 2,150

cfm, which is enough to support 1,500 hp.

6

ented Boost-A-Pump (BAP), 42-pound

injectors, and precision calibration to

allow 8.5 psi of boost that increased

the power output of the Three-Valve

from 285 to 509 hp (using 91-octane

fuel). Stage 2 added a high-flow,

130mm throttle-body that upped

the boost pressure to just over 9 psi,

where the combination pumped out

526 whp.

The Stage 2 system was capable

It is hard to believe that all of the super-

charged power was sent through these

stock exhaust manifolds.

MOD MOTOR MATH

TECH

of much more power, but things get

serious when you step up to the

larger 2.8L blower and Mammoth

intake. With no change in the 2.6/6.5-

inch pulley combination, this pushed

peak pressure to 10 psi and power to

566 whp (on 93-octane). Given that

the 2.8L will support over 1,000 hp,

it is possible to up the power output

with nothing more than a pulley

swap.

Since we went looking for big-

time power out of this Three-Valve

motor, internal changes were made

to facilitate the new power level. The

stock test motor was turned over to

Sean Hyland Motorsports (SHM) for

fortification. The order from Kenne

Bell was to keep every parameter

stock, just upgrade the internals to

withstand the elevated boost and

power levels. SHM obliged with a

Teksid block stuffed with a Cobra

crank, forged rods, and pistons. The

rotating assembly retained the stock

displacement and compression, and

to this SHM installed a set of as-cast

(stock) Three-Valve heads, cams,

and intake manifold. Basically the

motor was a forged stocker, capable

of withstanding the 25-plus psi of

boost required to reach the 800hp

goal. However, it should be noted that

To increase power and cooling and

eliminate the cavitation of the stock water

pump, Kenne Bell added this Meziere

electric water pump.

8

To increase power andd cocooliolingng and

8

Testing with the cats revealed that they

were worth as much as 20 hp at the 750hp

level.

7

Testing with ththe cats reeveavealedled that they

77777

Dyno ResultsTwisted Wedge 11R with 205cc CNC Competition Ported Runners

Test Engine: 11.59:1 compression 427 c.i.d. with Trick Flow Twisted Wedge® 11R 205 cylinder heads (TFS-52615601-C03), Trick Flow Track Max® hydraulic roller camshaft (TFS-51403005),

1.72 ratio roller rocker arms, Edelbrock Super Victor intake manifold, Hooker headers with 17⁄8" primaries, 3" dual exhaust with Flowmaster muffl ers.

Airfl ow ResultsTwisted Wedge 11R with 205cc CNC Competition Ported Runners

Lift Value Intake Flow CFM Exhaust Flow CFM

.100" 71 60

.200" 140 111

.300" 208 150

.400" 261 185

.500" 298 212

.600" 321 227

Tests conducted at 28" of water (pressure). Bore size: 4.030"66cc CNC-profi led combustion chambers; exhaust with 13⁄4" pipe.

1504FFTFSome parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations.

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MOD MOTOR MATH

TECH

the SHM forged test motor produced

within 2 hp of the factory Ford motor

in normally aspirated trim.

The internally fortified SHM

motor received a few additional

modifications before the boost was

cranked up. First on the list was a

Centerforce clutch, as the stock one

was not happy with big boost. Next

came a Meziere electric water pump

(good for as much as 25 hp during

testing), which eliminated pump

cavitation caused by the oversized

crank pulley from ATI required for

the elevated boost levels. The blower/

crank pulley combination was altered

to increase the peak boost pressure

to 20 psi, and the tank was filled

with C16 race fuel. The stock fuel

pump/BAP and 42-pound injectors

were ditched in favor of a dual-pump

system from the Shelby GT500 and a

set of 1,000cc squirters from Injector

Dynamics. As with the stock pump,

the Shelby system was augmented

with a 17V Kenne Bell BAP. Even

with the stock fuel lines and rails,

the new fuel system was capable of

supporting over 800 whp and can

be upgraded to 1,000 hp with the

addition of a 20V BAP. Equipped with

a 6.5-inch crank pulley and 3.0-inch

blower pulley, the supercharged

In addition to the air-to-water intercooler,

the Kenne Bell supercharger featured

liquid cooling technology to reduce the

temperature differential between the (cool)

inlet and (heated) discharge sides of the

rotor pack.

9

To maximize power, the SHM 4.6L, Three-

Valve test motor was equipped with a 2.8L

Mammoth supercharger kit and 168mm

throttle body.

10

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MOD MOTOR MATH

TECH

Three-Valve produced 716 hp and 614

lb-ft of torque.

The next test involved replacing

the C16 race fuel with E85. Pumped

right from the local station, the E85

offered an increase in power (with

no change in pulley ratio or boost)

to 743 hp. This came with the same

Lambda mixture and timing, mean-

ing additional power was avail-

able with a slightly leaner mixture.

Compared to a safe tune (timing and

fuel) and boost level on pump gas,

the E85 upgrade was worth an extra

11 psi and nearly 200 hp. Think about

that for a minute. The E85 offered a

reduced caloric content, meaning it

took more fuel to make the power,

but the big benefit was the effec-

tive octane rating that allowed us

to safely and dramatically increase

the boost pressure. The fuel system

was up to the task of supplying the

additional E85 fuel at this power

level, and tune was easily altered to

accommodate the E85. This particu-

lar Mustang was driven daily (for the

last two years) on E85 with excellent

results, and woe to any Camaro or

Corvette who tries to best this little

Three-Valve GT!

The final test involved a switch

back to C16 (though the power is

11

12


possible on E85). The pulley ratio

was once again altered to increase

boost with the installation of a

2.75-inch blower and 7.5-inch crank

pulley (drive ratio of 2.73:1). This

blower speed resulted in a peak

boost pressure of 26 psi where the

supercharged Three-Valve produced

805 hp and 746 lb-ft of torque. There

was a touch of clutch slippage on this

run, which may require even more

Increasing the boost was a

simple matter of changing

the blower and/or crank

pulley to speed up the

supercharger. The boost

was cranked up as high as

20 psi on E85 and 26 psi

race gas.

Kenne Bell’s own Ken

Christley was on hand to

ensure that not only did

the Three-Valve make the

necessary power, but it did

so with acceptable street

manners. No easy task on a

daily driven GT using E85,

1000cc injectors, and 20

psi of boost.

76 MONTH 2014 WWW.MUSCLEMUSTANGFASTFORDS.COM

MOD MOTOR MATH

TECH

clamping force to continue testing at

elevated power and boost levels.

What did we learn from this test

besides some new mod-motor math

that shows that three V (valve) plus B

(boost) equals serious HP? We learned

the flow potential of the stock fuel lines

and rails, the amazing ability of a BAP,

and the importance of minimizing

intake restrictions. Even more amazing

was the fact that all of this power was

channeled through the stock exhaust

manifolds and cats.

KENNE BELL SUPERCHARGED

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2.6L Stage 2 91 9.0

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2.8L Mammoth C16 20.0

2.8L Mammoth E85 20.0

2.8L Mammoth C16 26.0

13

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Centerforce

928.771.8422

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Kenne Bell

909.941.6646

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Meziere Enterprises

800.208.1755

meziere.com

Sean Hyland Motorsports

519.421.2291

seanhylandmotorsports.com

Sources

THREE-VALVE TEST RESULTS

WHP PULLEY

SIZES

NOTES

285 n/a

509 3.6/6.5

526 3.6/6.5 Larger TB

566 3.6/6.5 Larger SC & inlet

716 2.75/6.5 Blower pulley

743 2.75/6.5 E85

805 2.75/7.5 Crank pulley

With the Centerforce clutch holding

on for dear life, the supercharged GT

pumps out an amazing 805 whp and

746 lb-ft of torque. After we saw these

numbers generated with the stock

heads, cam, and intake and the 2.8L

supercharger, talk immediately turned

to stepping up the program with

ported heads, Comp cams, and the

larger 3.6L.

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Our starting point is a 2004 P71 Two-Valve

motor with an Edelbrock single-plane intake

and nitrous system. The motor had about

80,000 miles on it when it was removed from

the P71. This was the original engine, and it

burned a piston on a nitrous pass with about

180,000 miles on the clock, after hundreds of

nitrous runs.


Would You Like Some Cams With Your Juice?We test a pair of Comp Cams off-the-shelf 4.6L Two-Valve cams on a stock PI motor with nitrous.

BY PATRICK HILL PHOTOS BY THE AUTHOR

WHEN it comes to cams and

Two-Valve power

improved motors, things can be tricky

outside of bolting on some sort of power

adder. Trying to get more power from a

naturally aspirated 4.6L Two-Valve can be

tough because of the flow limitations of

TECH

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WOULD YOU LIKE CAMS WITH YOUR JUICE?


TECH

the factory heads.

Since the PI motors were intro-

duced in 1999, the aftermarket cam

companies have worked hard to find

profiles and patterns that would agree

with the factory heads and give the

Two-Valve 4.6L extra punch. Today

there are some great grinds out there

that work well with stock heads and

other bolt-on improvements for these

engines. To find out more, we talked to

Aaron Mick at Comp Cams. We asked

him to fill us in on some of the issues

with installing bigger cams for Two-

Valve applications.

Mick said, “Duration, lift, and

lobe separation all affect piston-to-

valve clearance, and these engines

are pretty limited on clearance. The

mod motor cams will typically be

in the 230s to 240s at 0.050-inch

duration depending on the setup. But

when we use that much duration we

can’t tighten the lobe separation up

very much, which the mod motors

respond to very well. Lift is basi-

cally a byproduct of what duration

you select. You want it to be good

enough to make the head flow, but

that’s about it. It’s pretty much the

least important spec for both power

and clearance. The problem comes

in, though, when you increase the

duration these engines need to make

power, you are limited to lower lift

and wider lobe separation angles.”

After the battery was disconnected and

the serpentine belt removed, the first big

step is pulling the valve covers. We didn’t

have to pull the fuel rails to get them off,

but we did have to unplug the harness

from the injectors. On the driver’s side

it was a bear getting the cover off past

the master cylinder and hydroboost as-

sembly, so be patient with that one when

removing.

1

If your motor has a lot of miles on it, this

is a great time to swap in a new water

pump while it’s easily accessible. We

picked up a new one from Summit Racing

Equipment, an EMP/Stewart Components

high-volume unit (PN EMP-STE50046S). If

you have a 2001 Mustang, make sure you

verify whether you have an early or late

style of water pump before ordering yours.

3

The timing gears have marks on them

that align with specially colored links on

the timing chain to get everything in time

before removing the timing chains. You can

see the discoloration on the one link com-

pared to the others. Because the mark on

the chain was a bit faded, we went ahead

and used a paint marker to highlight the

marks to help us see them better.

4

With the power steering pump out of

the way, the front timing cover could be

unbolted and removed

5

The “gear” is the reluctor wheel for the

timing sensor. It simply slips onto the

crank snout to be removed.

6

The hydraulic tensioners for the timing

chains are marked R for the right (pas-

senger side) of the engine and L for the

left (driver side). They use pressurize oil

from the block to hold tension against the

chains to take up slack from chain wear.

You have to use a pair of big vise grips

to compress the piston enough to get the

chain guide out of the way and take the

tension off the chains for removal. Then

they unbolt from the block.

7

To get the front timing cover off, the power

steering pump has to be unbolted from

the front of the motor. Once the pump is

out of the way, the balancer can be pulled

off the crank, and the front timing cover

unbolted and removed.

2



TECH

The factory Two-Valve PI cams

spec out at 0.512/0.540 lift, with

duration at 0.050 of 200/204, and a

very wide lobe separation angle in

the 116-118 neighborhood. Compare

this to the XE268 cams we chose

for our install, which spec out at

0.500/0.500 lift, with duration at

0.050 of 230/236, and lobe separa-

tion angle of 114 degrees. Yes, less lift

than the factory cam, but at the same

time the valves are staying open

much longer, allowing for more air/

fuel charge to enter the cylinders and

more exhaust gases to be removed.

Besides the actual cam profile,

the aftermarket cams have other

advantages over factory units. Mick

explains, “Our cam cores are ground

from a solid-billet piece and then

gun drilled. This makes the core far

more robust, and it will hold up under

increased spring pressure and higher

rpm usage. Ford doesn’t do it this way

simply for cost reasons.”

To see what a cam swap would

do, we grabbed a 2004 GT running

a stock PI motor out of a P71 Crown

Vic, with an Edelbrock single-plane

intake installed along with a hundred

shot of nitrous. Our baseline at the

track was a 12.58 at 109 mph, and on

the chassis dyno it produced 269 hp

and 272 lb-ft of torque. On a hundred

shot of nitrous, it made 377 hp and

411 lb-ft of torque.

With the tension off the chains, they can

be slipped off the cam gears and the main

crank gear.

8

The nylon chain guides/tensioner arms

hold pressure against the chain to keep

the timing accurate. Ours had over

100,000 miles on them, and to reuse

them seemed silly and unsafe considering

how hard we were going to be turning the

motor. We picked up Trick Flow Specialties

tension arm and chain guide kit (PN TFS-

51800517) from Summit.

9

Sometimes vise grips won’t do the job get-

ting the hydraulic piston on the tensioner

to compress so you can get the chain

off. In that case, a good pry bar pressing

against the tension arm will do the trick.

10

With the chains removed, the camshaft

retaining towers can be unbolted, and then

the old cams removed. That allows you to

remove the cam followers (pictured) and

the hydraulic lash adjusters. The bolts

need to be loosened in a cross pattern to

relieve the tension on them evenly, oth-

erwise they might bend or distort, which

will create problems down the road when

installing the new cams.

11

The factory cams have a spacer on them

you have to reuse on the new cams. The

spacers go behind the cam gears. Be sure

not to lose this one, but just in case, Trick

Flow sells replacements under PN TFS-

51800503.

12

Trying to reuse the original hydraulic

tensioners is a royal pain; save yourself

time and frustration by getting Trick Flow’s

2V timing set (PN TFS-51800520). It

comes with new chains, cam gears, crank

gear, chain guides, tensioner arms, and

hydraulic tensioners. The tensioners come

fully compressed and are held that way

by the pin you see in the photo. (Note: Do

not pull the pin until you have the tension

arms, chain guides, and chains installed.

Once everything’s in place, then you can

safely pull the pin to set the tensioner.)

13

With the cams out, we could remove the

cam followers and the hydraulic lash

adjusters.

14

continued on page 88


TECH

Here’s how things look with our new ten-

sioner, arms, and chain guide installed.

16

Before installing the new cams, we lubed

up the cam guides with engine assembly

moly paste so they wouldn’t be dry on

initial startup.

17

For cams, we went with Comp Cams’

XE268H cams. We wanted to go bigger,

but our factory pistons dictated our max

lift. The 4.6L Two-Valve PI motors came

with four types of pistons from the factory,

each with a different dome/compression.

The only way to know which pistons you

have is to pull the heads, a costly and

complicated operation. We knew the max

lift of 0.500/0.500 on the 268s would

be safe no matter what piston we had.

The 268 features a LSA of 114 degrees,

duration at 0.050-inch of 230/236, and an

optimal powerband of 1,600-5,600 rpm.

18

Our lash adjusters were all fine, so we reused them. Before reinstalling them we used a vise to

compress them so that installing the followers would be easier.

15

continued from page 84

NO-COSTSOFTWARE & FIRMWARE

UPDATES AT HOLLEY.COM!



TECH

Because we’re going to

be turning our Two-Valve

pretty hard with and

without nitrous, we didn’t

trust the factory powdered

metal cam gears to really

withstand the abuse. For

extra peace of mind and

strength, we picked up a

set of Trick Flow billet cam

gears (PN TFS-51800516).

19

A new item for Two-Valve motors we

spotted at the 2014 SEMA Show was this

adjustable cam gear set from Comp Cams.

By the time this story goes to print they’ll

be available through Summit under PN

CCA-10254.

20

Our XE268 cams would totally overwhelm

the factory valvesprings, so new ones

had to be installed. We went with a set

of Comp Cams’ beehive modular springs

(PN 26125). They run with 120 pounds

of pressure closed, at an installed height

of 1.640-inch, and open pressure of 275

pounds, with a max lift rating of 0.600-

inch. This spring is ideal for street/strip

applications, with a rate of 258 that will

keep valve float at bay through the entire

rpm range. The springs came with new

steel retainers from Comp that reuses the

factory valve locks.

21

Past experience has shown us reusing old

followers (left) on a new cam will usually

cause the followers to fail, ultimately

wreaking havoc inside the engine. We

picked up a set of new Trick Flow cam

followers (right; PN TFS-51800510). Trick

Flow also has a follower/lash adjuster kit

if you need those too (PN TFS-52900515).

22

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TECH

These are the timing marks mentioned

earlier. The colored link on the timing

chain matches up with the dots on the

cam gears, then another pair of colored

links matches up with the mark on the

crank gear. The cam gears are also unique

to the left (driver-side) cam and the right

cam. The passenger-side gear has holes

in it (pictured), while the driver-side gear

is solid.

26

The new crank gear slides onto the crank,

then the spacer we showed in the previous

photo. Once the chains are in place you

can reinstall the timing sensor gear.

24On the right is the factory

crank sprocket and on the

left our new Trick Flow steel

gear. The factory gear is one-

piece, while the Trick Flow

gear comes in a two-piece

configuration, namely the

actual gear and the spacer

that goes in front of it. Don’t

forget to install the spacer

prior to installing the timing

sensor gear/reluctor.

23

Even with the chains lined up according to

the timing marks on the gears, once you

release the tensioners it causes things to

move and can throw your timing off by a

tooth. We learned this the hard way. What

it took was a special tool off the local

Snap-On truck to lock the crank in place

so it and the chains can’t move when ten-

sion is applied.

25

COLUMBUS

Saturday, 9am to 6pmSunday, 9am to 3pm

Ohio Expo Center1-71 & 17th Ave., Columbus, Ohio

Info: springswap.comRichard: 614-309-1256

Sandy: 614-235-5833



TECH

SourcesComp Cams

800.999.0853

compcams.com

Kesatie Motorsports

941.378.1630

kesatiemotorsports.com

Summit Racing Equipment

800.230.3030

summitracing.com

Trick Flow Specialties

888.841.6556

trickflow.com

After taking the Mustang to Matthew Kesatie at Kesatie Motorsports in Bradenton, Florida,

for a tune that would get the most out of our new cams, we strapped the Mustang on the

dyno to see what we had at the wheels with and without the nitrous. We were shocked by

what the dyno was telling us. Without nitrous the car made a peak of 272 hp, and 276 lb-ft

of torque on the peak side. On nitrous we had 375 hp and 418 lb-ft. We lost 2 hp from

baseline but picked up 7 lb-ft. But on the street, our seat-of-the-pants dyno said the car felt

way more responsive and significantly better at part throttle. We even tried a different dyno

(same brand as the first, Dynojet) and got identical results. Still scratching our heads, we

went to the track to see what the quarter-mile would tell us.

On our first run at the track, the Mustang ran a 12.45 at 115

mph on a hundred shot of nitrous. The car’s previous best

was a 12.58 at 109 mph; that’s a 0.13 gain in e.t. and 6 mph.

So, despite the results on the chassis dyno, our new cams

had the 4.6L making more power across the board. Our 60-

foot was only a 1.99, which told us there was still plenty left

to better our quarter-mile times. After a few runs playing with

an additional 2 psi in the tires, we got our best pass, running

12.36 at 112 mph. Although on the dyno it did not look like

we picked up a lot, there was no arguing the track results.

Our next step will be to get a set of Comp Cams’ new adjust-

able two-valve cam gears and see if we can play around with

cam timing for even more power.

Once the chains are installed and every-

thing is in time, and the crank is locked,

the pin can be pulled from the hydraulic

tensioners, which allows tension on the

chains and locks everything in place. On

first startup you might hear a little chain

noise, but that will quickly go away once

oil pressure feeds into the tensioners.

27

With the cams all set, we reinstalled the

timing cover, then the balancer and rest of

the front accessories. One of our plastic

factory cam covers had a big crack in it, so

we decided to ditch the plastic in favor of

Trick Flow’s cast aluminum modular Two-

Valve cover set for Romeo built engines

in black (PN TFS-51811801). This is

where some factory goofiness comes into

play on Two-Valve motors. Engines built

at the Romeo plant used 11 bolt valve/

cam covers, while engines built at the

Windsor plant used 13 and 14 bolt covers.

The Trick Flow part number for those is

TFS-51811802. Both applications also

come in a silver finish, and the covers can

fit engines with either left- or right-side oil

fill provisions.

28

BRAKES

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2015 SEASON P


2015 NMRA EVENT PREVIEW

BY PAUL ROSNER • PHOTOS BY HENRY DE LOS SANTOS

PREVIEWWWW.MUSCLEMUSTANGFASTFORDS.COM APRIL 2015 99

NMRA Preview


P UT UP THOSE

SNOW SHOV-

ELS, ICE SCRAPERS,

AND K-MELT. IT’S TIME

TO STOW AWAY THE

SLEDS, SAUCERS, ICE

SKATES, SKIS,

AND EVEN YOUR

SNOWMOBILES.

Get those car covers off and move

the stuff that has collected around

your steed throughout the winter

months because it’s time to get your

steed put back together, fired up, and

ready to go. Time to double-check

your suspension for damage from last

years’ flogging. Check all the fluids.

Get those upgrades finished, and see

if Santa’s presents equaled up to the

horsepower and e.t. gains you were

expecting.

Another year of quarter-mile pave-

ment pounding, gear slamming, tire

smoking fun is ready to begin, sched-

uled to appear at a dragstrip extrava-

ganza near you, compliments of the

blue-bloods at ProMedia putting on

the NMRA Keystone Automotive Ford

Nationals, presented by Ford Racing

Performance Parts.

Competition will be intense, with

a full menu of heads-up, 10-inch tire

classes, headlined by the outrageous

6-second, 200-plus-mph, 10-inch-

radial-wearing behemoths of the

fastest streetcar world. They’ll be

followed by the unrivaled, no-wheelie-

bar, 7-second Renegades, a pair of

Coyote power-only classes featur-

ing mild-mannered low 8-second

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A V A I L A B L E A T

power-adder ponies and a budget-

minded, factory tune crate engine

class that’s gaining more popularity

than the latest iPhone, where races

are being won by millionths of a

second! Next, small-block engine

builders will treat you to amazing

9,000-plus-rpm echoes from the

big end in the 9-second, bumper

dragging, Pure Street stallions and

lots of class loyal 10-second Factory

Stock steeds. Local racers will want

to taste bracket racing with a hint

of heads-up/index racing in one of

the Open Comp style classes, all

Modular Motor, Truck, or a mixed

Open Comp.

If racing on the Semi-Pro level in

one of the above classes isn’t in your

budget, make sure to come join our

own Muscle Mustangs & Fast Fords

True Street class, where hundreds

of mild to wild Mustangs and Fords

will both cruise the local streets and

tear up the pavement on the quarter-

mile in the same weekend.

While all this is part of the regu-

lar NMRA racing program, special

shootouts will be squeezed into

nearly every event for your viewing

pleasure.

All drag racing participants will

face off against the hottest racers

from coast to coast, for their share

of the largest all-cash contingency

program and rights to the incredible

one-of-a-kind Nitto Tire Diamond

Tree Champions’ ring. If you can

conquer all in attendance and

capture a spot in the Aerospace

Components Winners’ Circle in the

NMRA, rest assured that you’ve beat

the best in the country. And MM&FF

will be there to bring the finest

coverage!

In addition to the all the sick

action on the track, there will be

an unsurpassed glare from the

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UPR Products all-Ford Car Show,

which commonly showcases over

400 of the most rare and gorgeous

Mustangs and fabulous Fords in the

country of both new and old.

The tire melting maniacs in the

burnout contest are always a crowd

favorite, especially those crazy cats

with bellows of colored tire smoke,

in addition to a smoke and fire show

from the 300-plus-mph exhibition jet

car runs.

It will be a bargain shopper’s

paradise, as each event assembles a

large manufacturers midways where

hot “show only” deals are common and

tech support is plentiful from manufac-

turers, shop operators, and racers alike.

You’ll find oodles of swappers ready to

negotiate hot deals on both hard-to-

find items and lots of other great deals

on an extensive array of Blue Oval new

and used parts.

All action will begin with the

season opener, the 21st Annual Nitto

Tire NMRA Spring Break Shootout pre-

sented by Muscle Mustangs amongst

the palm trees in Bradenton, Florida,

which will be bulging at the seams

with special events. The fun will begin

with a pony stable showcase display-

ing a taste of the weekend’s competi-

tors and those tire-smoking rebels at

the always-wild and uproarious Friday

night Hooters party!

Contestants will have to decide to

show their cards and capture top hon-

ors in Saturday’s True Street competi-

tion or save their poker hand to qualify

in the top 16 for the popular Muscle

Mustangs Spring Break Shootout Class

presented by Blow-By Racing to follow

on Sunday. Last year’s competition

hosted a handful of 7-second competi-

tors battling to become the historical

first—a battle that turned out to be a

yearlong war, ending at the season

finale in Bowling Green where Cal

Hayward was crowned.

All the NHRA superstars of the

Stock and Super Stock classes will

be dialing in their combos in the

Ford Racing Cobra Jet Showdown

presented by Watson Racing, to

prepare for their regular season rac-

ing gig. Last year saw one of the first

7-second runs from a Coyote 5.0L

sporting a little Ford Racing 2.9L, via

Watson Racing. More than half of the

field last year was qualified in the

8-second range.

In addition, this year Braden-

ton will host the first of three VMP

Superchargers Terminator vs. GT500

Shootouts, where the undaunted fac-

tory supercharged hot rods will battle

it out in a heads-up format.

The 7th annual Borla Exhaust

NMRA/NMCA All-Star Nation-

als Presented by Miller Welders in

Commerce, Georgia, will follow. The

NMRA will share the racetrack with

the all brand racing NMCA series

regulars, each with their independent

class racing. You will be treated to the

outrageous 5-second ProMods of the

NMCA/NHRA outlaw door slammers.

The east coast swing continues

with the 15th Annual NMRA Ford

Nationals in Budds Creek, Maryland,

just south of our nation’s capital.

Special additions to the regular rac-

ing program will include the VMP

Superchargers Terminator vs. GT500

Shootout series, which will continue

in their second of three venues.

Keeping in the theme of Ford’s long-

running Special Vehicles Opera-

tions performance package models,

SVTPerformance.com presents the

3rd Annual SVT Shootout, where

competitors can enter a special

SVT-only True Street class, presented

by Muscle Mustangs, or the SVT car

show open to all cars and trucks.

Follow the petrified blue treks to

the next stop in historical Norwalk,

Ohio, the birthplace of the 100-plus

entry True Street, more than 20 years

ago, where we’ll celebrate our rich

history with three special events. All

those guys out there with turbo blue

running in their veins knows there’s

nothing hotter that a girl in a driver’s

suit behind the wheel of her (or for

that matter, your) mean pony! Along

with the traditional True Street event

that everyone can compete in, we’re

also bringing in an entire all-female

True Street parade. To top it off, we’ll

then send the top eight qualifiers to

the 3rd Annual Muscle Mustangs All-

Female Shootout Presented by Royal

Purple for dessert. Many think that

real race cars have three pedals. To

give a little something back to those

of you who refuse to give up the

slapstick, all stick cars in attendance

will get their own True Street class

and then the top eight will qualify for

the 2nd Annual McLeod Racing Killer

Clutch Shootout. During the awards

ceremony on Saturday, the folks from

the NMRA have offered a special True

Street party with lots of product and

gift certificate giveaways from your

favorite pony performance outlet

distributers and manufacturers.

Miami and New Orleans might be

the undisputed homes of the most

NFL Super Bowls, but there’s only one

undisputed home of the 10th Annual

Nitto Tire NMRA/NMCA Super Bowl

of Street Legal Drag Racing, and that

is the drag racing stadium named

Route 66 Raceway in Joliet, Illinois.

Both series will run independent

racing programs concurrently, then

when all the tire smoke, nitrous

purges, and wastegate shutters


RACE CLASSESCRACE CLASSES


subside, the winners of each will be

paired up for a Super Bowl matchup

where individual race winners will

receive an additional purse and a

tally in the win column for the NMRA

or NMCA team, respectively. The win-

ning team will receive the coveted

one-of-a-kind Nitto Tire Diamond

Tree Super Bowl ring.

The crown jewel is unmistakably,

the unrivaled, epic 17th Annual Nitto

Tire NMRA All-Ford World Finals.

Here championships are won or lost,

expectations skyrocket or tumble.

VP Racing Fuels Street Outlaw

The wildest and most unpredictable

of the single power-adder Mustang

heads-up racing community will

battle in the Street Outlaw class,

where all cars utilize OEM body

shelled cars. A stock frame from

engine motor plate to rear wheel

tubs is required, no back-halved cars

allowed. All headlights and taillights

must be functional. This results in

the ultimate display of chassis build-

ers’ handiwork with complete safety

Thrills of victory. Agonies of defeat.

Dreams made and broken round by

round. Beech Bend Raceway in Bowl-

ing Green, Kentucky, sets records

year after year in spectator atten-

dance, racer and car show participa-

tion, manufacturers midway vendors,

and swap meet peddlers.

For those who don’t have a venue

close enough to your town, can’t get

enough track time with your steed or

just like beating up on the brand-

Xers, feel free to come and crash

the party at any or all of ProMedia’s

six NMCA Flowmaster Muscle Car

Nationals or four NMCA West VP Rac-

ing Fuels California events.

Gather your family and friends,

and come and experience the hottest

spectacle in motorsports. Whether

you’re one of the thousands of fans or

one of the hundreds of racers, you’ll

behold the most magnificent array of

Blue Oval hot rods both old and new,

on and off the track. Here’s an over-

view of some of the cars and stars of

the biggest and most popular all-Ford

drag racing festivals in the country.


cages built into the structure of the

body, especially under the hood and

driver’s compartment.

The blaring shriek of the typical

440ci supercharged combos top the

engine decibel charts. In contrast, the

nearly inaudible sounds of the com-

mon 400ci Windsor or 284ci Modular

turbocharged cars in the water box

always end with a tantalizing asth-

matic wheezing as the excess boost

is exhausted from the wastegate. A

heavenly recipe of tantalizing sights

and sounds for all, sick side-by-side-

ways action!

What makes these cars so amaz-

ingly wild to watch is that they are

attempting to hook over 2,500 hp

on the required 28x10.6 slick or 275

drag radial! You’ll see lots of seem-

ingly slow launches, but watch out!

These guys have a tendency to put it

on the bumper at about the 330-foot

markers as the frightening amounts

of power kicks in, making for some

breathtaking action all the way to the

stripe.

Street Outlaw Class Champion:

John Urist

2014 Class Quickest & Fastest:

E.T.: John Urist, 6.95 sec

MPH: John Urist, 204.66 mph

Edelbrock Renegade

The performance of this class will

leave you astonished. All competitors

have historically chosen super-

charged combos under 335 ci to

break into the magic 7-second zone.

They have a very strict list of accept-

able heads and intakes that must

breath through a single 90mm max

throttle body with a mere 0.550-inch

lift camshaft or 0.520-inch lift on 4V

modular engines. Don’t be surprised

to see a rogue NOS competitor mak-

ing use of the many cube to weight

options, where they can run up to 415

ci and take advantage of the unlim-

ited camshaft specs with a dominator

carb for this year. For the first time

in 15 years, competitors can utilize

a single 76mm turbocharger with

311-cube combos and the centrifugal

supercharger players will get to oust

the old belt-drive units in lieu of a

more flexible and efficient gear-drive

system, which should eliminate

longtime crankshaft and bearing

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2014 NMRA

from belt tensioning. All bodies will

remain stock, with no external holes

in the bumpers or grille to feed super-

chargers or turbos, and 28x10.6 slick

or 275 drag radial is required.

Make sure you’ve got your spot

in the stands when the Renegades

arrive. No wheelie bars are allowed

in the class, and at this power level a

20-degree change in track temp can

unexpectedly send an entire round of

racers skyward and a dumpster full of

bumper covers!

Renegade Class Champion:

Bart Tobener


E.T.: Bart Tobener, 7.94 sec

MPH: Bart Tobener, 173.74 mph

ProCharger Coyote Modified

Coyote 5.0 four-valve technology

is unbridled, as few rules other than

power added to weight exist. A 305ci

maximum engine size is required, as

is a 90mm or smaller throttle body,

but otherwise, engine modifications

are unlimited. Nitrous and street-type

2.3L roots blower combos are the

lightweights at 2,800 pounds; 3.57

inside-diameter centrifugal, 2.3L

Roots, 2.9L twin screw and 68mm

T4 turbocharger step up to 3,250

pounds. And in 2015, twin screw

3.6L combos are the heavyweights

at 3,450. Any Ford body is allowed,

although there are some specific

K-member requirements. All must

run on stock-type suspension and

28x10.6 slicks.

Don’t be surprised to see the class

break into the 7-second zone at the

season opener with lots of new faces

bidding for the Champions’ Nitto Tire

Championship Diamond Tree Ring.

Coyote Modified Class Champion:

Frank Varela

2014 Class Quickest & Fastest

E.T.: Frank Varela, 8.30 seconds

MPH: Frank Varela, 165.19 mph

ACT Pure Street

If it’s all-motor, small-cube action

you crave, this class is for you. No big

mechanical camshafts or monster

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There is no better cure for the blue-

collar hustle and bustle then sliding

into the seat of your favorite hot rod,

filling your soul with the sound of a

radical piston-pumping combustion

engine, and headin’ down a winding

road where the turns come faster

than the cars in front or behind you.

A road that eventually opens up to a

straightaway that ends on the hori-

zon, just after a traffic signal. That’s

right! And of course the light is red

and your friend has just caught up

with you. Guess you see where this

one’s going.

This, my friends, is what the HP

Tuners True Street Class is all about.

Cruisin’ with your friends and family,

maybe an inadvertent meeting at a

dragstrip—three times in a row, of

course! It’s about cruising with a hun-

dred other blue-blooded motorheads

and seeing how many passes you

can get down the quarter-mile in one

action-packed weekend of fun.

The competition comes in all

levels: 9s, 10s, 11s, 12s, 13s, 14s, 15s, and

of course those extremists wanting

to prove they can be the King of the

Street. But all are treated equal. All will

receive the same opportunity to make

passes and achieve their personal best

in the company of a hundred others.

Nobody will face elimination, just e.t.

slips. What a concept!

The folks from the NMRA are

keeping the HP Tuners True Street

class alive and more exciting than ever

with a quick 16 shootout for the hot

shots in the Muscle Mustangs Spring

Break Shootout Class Presented by

Blow-By Racing, and an all-SVT field

HP Tuners True Street Presented by Muscle Mustangs & Fast Fords

in conjunction with the 3rd Annual

SVT Shootout Presented by SVTPer-

formance.com. An all-female field

with the 3rd Annual Muscle Mustangs

All-Female Shootout Class Presented

by Royal Purple follows. An all-female

field with the 3rd annual Muscle

Mustangs All-Female Shootout Class

Presented by Royal Purple follows the

stick-shift slugfest NMRA calls the

McLeod Racing Killer Clutch Shootout.

At a raffle party in Norwalk, Ohio,

we will host a special True Street

Racer Appreciation Party. Thou-

sands of dollars in products and gift

certificates from your favorite pony

performance outlet distributers and

manufacturers will be given away,

and hundreds of dollars in prize

money will be awarded in up to nine

incremental indexes: King of the

Street, runner-up, 9s, 10s, 11s, 12s, 13s,

14s, and 15s.

If you like to race, this class is for

you. Entrants arriving on Friday will

be given two or more time runs, time

permitting. Historically the class has

gotten a time run on Saturday morning,

participation in the required 30-mile

cruise with your buddies, three back-

to-back passes, and a free ride into the

bracket III class on Sunday.

All you have to do to take part is

make sure your pony or fast Ford is

certified for the street with opera-

tional headlights, taillights, brake

lights, turn signals, horn, mufflers,

and license plates, and that it is

wearing D.O.T. tires on the front and

rear. D.O.T. slick type tires must be

less than 10.75 inches wide, and radi-

als are limited to 325 mm. You must

of course possess a valid driver’s

license, auto insurance, and both

front seats so that your friends and

family can join you on the cruise.

We shouldn’t have to mention that

your car needs to meet all the NHRA

requirements for the e.t. your hot rod is

capable of. Safety is always first and

foremost, or as my wife says, “You can’t

pass, you can’t play!” In addition, they

tell us that in order to rent a world-

class NHRA racetrack, you must have

insurance, which requires adherence

to their rulebook for acceptance, espe-

cially Competition Licenses for those

quicker than 9.99.

There will be a mandatory

30-mile supervised cruise followed

by a 15- to 45-minute closed-hood

cooling down period—no external

cooling, adding fuel, changing tires,

or charging batteries. They do allow

competitors (driver only) to add NOS

bottles, to add ice to the intercooler,

and to remove or add air from the

tires. Next you will get three consecu-

tive passes down the 1320. The aver-

age of your three passes will be your

spot on the qualifying ladder. Elapsed

times closest to 9.0, 10.0, 11.0, 12.0,

13.0, 14.0, 15.0, and runner-up are

awarded money and a plaque, while

the quickest is cape-n-crowned King

of the Street and receives money and

a 6-foot trophy!

All winners are then treated to

a once-in-a-lifetime winners circle

experience with the big dogs of the

National Mustang Racers Asso-

ciation. All races will be covered by

NMRAdigital.com, Race Pages, and

Muscle Mustangs & Fast Fords.



cubic-inch powerplants are allowed

here. Small-block 302Ws are limited

to 313 cubes, while 4.6L engines get

291 cubes, and both are limited to

a second string list of permissible

heads to mildly massage without

outrageously oversized or titanium

valves. Only hydraulic camshafts

with 0.500-inch maximum lift fitted

Windsors and 0.550-inch or 0.480-

inch lift two-, three-, and four-valve

mod-motors are allowed. It will take

despicable amounts of duration to

extend rpm ranges to upwards of

9,000 and beyond revs per minute.

Air must flow through a 750-cfm carb

or 80mm mass air, and stock EEC-IV

or EEC-V must be retained, but there

is a short list of approved “chipped” or

handheld tuners one can use. All the

1979 and newer Fox- and Mustang-

bodied cars will brush the bumper on

every launch with a Tremec manual of

beefed-up factory automatic trans-

mission.

Pure Street Class Champion:

Teddy Weaver


E.T.: Teddy Weaver, 9.67 seconds

MPH: Teddy Weaver, 134.84 mph

Strange Engineering Coyote Stock

Two years ago the NMRA embraced

the need for a budget-minded heads-

up racing class for grassroots racers

coast to coast. Following the introduc-

tion of the bulletproof four-valve 5.0

engine, the NMRA started what has

become one of the most contested

classes ever introduced. As they say,

“What wins on Sunday sells on Mon-

day.” The new 5.0 is definitely selling!

Class rules require a Ford Racing

“sealed” crate engine with an 80mm

throttle body, stock injectors (65 psi

limited), and an OEM six-rib serpen-

tine belt system. No tuning is allowed.

Computers are frequently reflashed

stock by NMRA tech between rounds

to keep the competition clean. About

the only mods allowable are 1.75-inch

primary headers with 3-inch exhaust,

and any 107mm nax mass air with

unaltered sample tube and elements.

No fancy long-style or adjustable

pressure plates. Only Tremec and C4

transmissions are allowed.

This is a driver/chassis tuner

class, where you will see everything

from Mustangs and Mavericks to Fair-

2014 NMRA

Get the “Performance” Family Deal

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monts and everything in between on

the bumper, then crossing the stripe

together within millionths of second.

Exciting!

Coyote Stock Class Champion:

Shane Stymiest


E.T.: Joe Charles, 10.29 seconds

MPH: Joe Charles, 130.27 mph

Factory Stock This entry-level class started out

as a beginners’ bolt-on only class for

fuel-injected cars but has evolved

into one of the most contested classes

in the NMRA. You will need to study

the rulebook well because the class

has become as complex as the NHRA

stock ranks, where go-fast secrets are

closely guarded and onlookers have

a hard time understanding how such

outrageous performance levels can be

attained form a “stock” setup. Combat-

ants must choose from approved

275 radials from BFG, Nitto Tire, and

Mickey Thompson.

Factory Stock Class Champion:

Matt Armine


E.T.: Matt Armine, 10.72 seconds

MPH: Matthew Williams, 124.25 mph

Exedy Racing Clutch Modular Muscle

For the bored modular-motor-

powered bracketeers and test-n-tune

junkies tired of handicap starts, this

all-run class offers pro-tree handicap-

style racing, where you must qualify

for your e.t. with a 0.10 breakout

allowance on race day. Modular Motor

is center stage for showcasing the

performance potential of the overhead

camshaft modular engines. Don’t look

for an easy go of it here. The fields are

big and racing intense. The quickest

qualifying e.t. permitted in this class

is 8.60; the slowest is 15.70. No elec-

tronics allowed. All racing leaves on

a handicap 0.500 pro tree! The 2015

Champion will receive a Nitto Tire


Modular Muscle Class Champion:

Susan McClenaghan

2014 NMRA

What’s In Your Block?

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They’re all proudly made in-house to

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Look for “ARP” stamped on a fastener as

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ARP Has High Strength FastenersFor Factory & Aftermarket Blocks

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ends May 23, 2015PRE-REGISTER

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or email:

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EVENT

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OFFICIAL WHEELS

MAIN STAGE


Flex-a-lite Open Comp

The Flex-a-lite Open Comp class is

for all racers who want to race in a

big-time racing series for a Nitto Tire


All Ford-bodied and -powered race

or streetcars can compete in this all-

run 0.500 pro-tree, qualifying style

version of heads-up format known

as “open comp.” All competitors will

automatically be dialed one-tenth

quicker than their quickest qualify-

ing time. Only e.t.’s between 8.60

and 15.70 will be allowed to com-

pete. Most of the competitors will be

bracket racers looking for something

a bit different. The fields will be full

and racing intense. No electronics

allowed! There is the most com-

petitive class in the NMRA, with both

rounds and championships won by

thousandths packages!

Open Comp Class Champion:

Bill Jones

Super Stang The Super Stang class will show-

case performance capabilities of all

2005 and newer (S197) Mustangs

with OEM type 4.6L, 5.0L, 5.4L (three-

valve or four-valve), or V-6 engines

only, in 0.500 pro-tree, dial-in style

racing. All must run quicker than

14.50 and launch on a footbrake only.

Sit back and be amazed at the level

of competition, with no trans brakes,

two steps, or electronics allowed! No

dial-ins can be changed after elimina-

tions begins. You, too, could win your

own one-of-a-kind Nitto Tire Champi-

onship Diamond Tree Ring.

Super Stang Class Champion:

Kent Nine

Detroit Locker Truck & Lightning

The Truck & Lightning class is for

all you truck racers looking to prove

that your truck is the toughest. This

class has the one of the highest

contested classes in the organiza-

tion. You could win a Nitto Tire

2014 NMRA

񡑙񡑐񡑖񡑘񡑓񡑀񡑙%)%∋(&%∋)(񡑀 ∃)∋%񡑧∗񡑦񡑨(񡑀񡑡%,񡑨∋񡑡񡑤!񡑀& ()%∃񡑀񡑤((񡑨#񡑥∀ 񡑨(񡑀񡑩%∋񡑀)񡑱񡑨񡑀񡑗񡑤񡑤(񡑨񡑡񡑂񡑆񡑉񡑀񡑦.∀ ∃񡑧񡑨∋񡑀񡑱񡑨񡑤񡑧񡑃񡑀񡑒񡑨( 񡑰∃񡑨񡑧񡑀(&񡑨񡑦 񡑩 񡑦񡑤∀∀.񡑀񡑩%∋񡑀)񡑱񡑨񡑀񡑡񡑂񡑆񡑉2(񡑀񡑉0񡑀−񡑀񡑇񡑃񡑈0񡑀 ∃)񡑤!񡑨񡑀񡑤∃񡑧񡑅񡑄0񡑀−񡑀񡑇0񡑀񡑨−񡑱񡑤∗()񡑀+񡑤∀+񡑨񡑀񡑤∃񡑰∀񡑨(񡑀)%񡑀#񡑤− # /񡑨񡑀񡑦%#񡑥∗() %∃񡑀񡑨񡑩񡑩 񡑦 񡑨∃񡑦.񡑁񡑀&%,񡑨∋񡑤∃񡑧񡑀񡑧∗∋񡑤񡑥 ∀ ).񡑃񡑀񡑣񡑱񡑨񡑀񡑡%,񡑨∋񡑡񡑤!񡑀(񡑨)(񡑀񡑤∋񡑨񡑀񡑤+񡑤 ∀񡑤񡑥∀񡑨񡑀 ∃񡑀񡑤∀∀񡑀)񡑱񡑨񡑀&%&∗∀񡑤∋񡑀(#񡑤∀∀񡑀񡑥∀%񡑦!񡑔%∋񡑧񡑀񡑥%∋񡑨񡑁񡑀()∋%!񡑨񡑀񡑤∃񡑧񡑀񡑦%#&∋񡑨(( %∃񡑀∋񡑤) %񡑀񡑦%#񡑥 ∃񡑤) %∃(񡑃񡑀񡑐(񡑀, )񡑱񡑀񡑤∀∀񡑀񡑙񡑐񡑖񡑘񡑓񡑡%,񡑨∋񡑡񡑤!(񡑁񡑀񡑨−)∋񡑨#񡑨񡑀񡑧∗).񡑁񡑀∀%,񡑀񡑧∋񡑤񡑰񡑁񡑀(∀ &&񡑨∋񡑀(! ∋)񡑀񡑩%∋񡑰 ∃񡑰(񡑀񡑤∋񡑨񡑀#񡑤񡑦񡑱 ∃񡑨񡑧񡑀)%񡑨−񡑤񡑦) ∃񡑰񡑀)%∀񡑨∋񡑤∃񡑦񡑨(񡑀 ∃񡑦∀∗񡑧 ∃񡑰񡑀∗∀)∋񡑤񡑀񡑩∀񡑤)񡑀∋ ∃񡑰񡑀񡑰∋%%+񡑨(񡑀񡑤∃񡑧񡑀񡑑񡑠񡑑񡑀񡑩 ∃ (񡑱񡑨񡑧񡑀& ∃񡑥%∋񡑨(񡑃񡑀񡑣񡑱񡑨∃񡑀񡑧∗񡑤∀񡑀񡑦%񡑤)񡑨񡑧񡑀, )񡑱񡑀񡑤񡑀&񡑱%(&񡑱񡑤)񡑨񡑀񡑧∋.񡑀񡑩 ∀#񡑀∀∗񡑥∋ 񡑦񡑤∃)񡑀)%񡑀&∋%)񡑨񡑦)񡑀)񡑱񡑨∋ ∃񡑰񡑀񡑰∋%%+񡑨(񡑀񡑤∃񡑧񡑀& ∃񡑀񡑥%∋񡑨(񡑃񡑀񡑘񡑤()∀.񡑀񡑙񡑐񡑖񡑘񡑓2(񡑀&∋%&∋ 񡑨)񡑤∋.񡑀񡑕񡑢񡑐񡑔񡑐񡑘1񡑀(! ∋)񡑦%񡑤) ∃񡑰񡑀 (񡑀 񡑤&&∀ 񡑨񡑧񡑀 񡑩%∋񡑀 ,񡑨񡑤∋񡑀 񡑤∃񡑧񡑀 񡑩∋ 񡑦) %∃񡑀 ∋񡑨񡑧∗񡑦) %∃񡑃񡑀 񡑑񡑱%%(񡑨񡑀 )񡑱񡑨񡑀 ∃񡑧∗()∋.񡑀∀񡑨񡑤񡑧 ∃񡑰񡑀񡑙񡑐񡑖񡑘񡑓񡑀񡑡%,񡑨∋񡑡񡑤!񡑀)%񡑀񡑥∗ ∀񡑧񡑀.%∗∋񡑀񡑗񡑤񡑤(񡑨񡑀񡑡񡑂񡑆񡑉񡑀񡑩 񡑰񡑱)񡑨∋񡑀,񡑨񡑤&%∃񡑃񡑀񡑀

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񡑅񡑡񡑑񡑓񡑆񡑀񡑣񡑖񡑡񡑘񡑙񡑇񡑓񡑈񡑀񡑄

񡑢񡑑񡑠񡑐񡑀񡑔񡑄񡑐񡑓񡑇񡑀񡑗񡑖񡑢񡑇񡑘񡑗񡑄񡑒񡑀񡑒񡑄񡑄񡑙񡑇񡑀񡑗񡑁񡑂񡑃񡑀񡑈񡑑񡑉񡑐񡑠񡑇񡑘񡑀񡑢񡑇񡑄񡑗񡑖񡑕

2014 NMRA


All Ford-bodied and -powered trucks

are allowed to compete in this all-run

0.500 pro-tree qualifying style version

of heads-up format known as “open

comp.” All competitors will automati-

cally be dialed one-tenth quicker than

their quickest qualifying time. Only

e.t.’s between 8.80 and 15.70 will be

allowed to compete. No electronics

allowed!

Truck & Lightning Class Champion:

Nina Gusler

Bracket Showdown Rules will usually follow suit with host

track regular racing format for Bracket

I, II, and III. Usual classes for electron-

ics. No electronics or E.T. requirements

will apply except with NMRA Winners’

Circle celebrations.

2015 NMRA FORD NATIONALS EVENT SCHEDULE

Mar. 5-8: 21st Annual Nitto Tire

NMRA Spring Break Shootout Pre-

sented by MM&FF; Bradenton Motors-

ports Park, Bradenton, Fla.

Apr. 9-12: 7th annual Borla Exhaust

NMRA/NMCA All-Star Nationals

Presented by Miller Welders; Atlanta

Dragway, Commerce, Ga.

May 1-3: 15th Annual NMRA Ford

Nationals featuring the 3rd Annual

SVT Shootout Presented by SVT-

Performance.com; Maryland Int’l

Raceway, Budds Creek, Md.

June 11-14: 12th Annual McLeod

Racing NMRA Ford Super Nation-

als, featuring the MM&FF All-Female

Shootout Presented by Royal Purple;

Summit Motorsports Park, Norwalk,

Ohio.

July 30–Aug. 2: 10th Annual Nitto

Tire NMRA/NMCA Super Bowl of

Street Legal Drag Racing. See team

NMRA take on team NMCA for Nitto

Tire Diamond Tree Rings! Route 66

Raceway, Joliet, Ill.

Oct. 1-4: 17th Annual Nitto Tire NMRA

All-Ford World Finals, featuring the

5th Annual VMP Superchargers

Terminator/GT500 Shootout; Beech

Bend Raceway, Bowling Green, KY

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Samantha

OF THE MONTH

Samantha Roxy is a 27-year-old Mustang

enthusiast out of Toledo, Ohio. Behind

her is her personal pride and joy, a 1994 5.0L

GT. Samantha told us, “I have always been a

Mustang fan and this is my first one.”

When we asked for dyno numbers, she

didn’t have any at the time. However, we liked

her response: “I have no idea. I just like the

sound and feel of the car’s power.” Honestly,

we can live with that.

Currently, most of the modifications on the

SN95 is a cold air kit, a strut tower brace, a

cowl hood, a big brake kit, and a set of Cobra

replica wheels all around. For the performance

sounds, Samantha had an X-pipe and a Pypes

Violator exhaust system installed. But she isn’t

finished just yet. Her plans include a set of

4.10:1 gears out back and a shift kit for the

factory AOD-E.

When we asked her what she liked best

about her ride, Samantha said, “Of course I

love the looks I get when the guys see who’s

driving the car.” Admit it, guys—you’ve all been

there.

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

rial, email your Mustang-related bio and a few

photos to [email protected]

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

editors will select a winner each month.

HOT MUSTANG CHICK BY HENRY DE LOS SANTOS

PRESENTED BY

PRE-REGISTRATION: $50 (rate expires 5/23/15) On-Site Registration: $70

Registration includes vehicle, entry for driver plus copilot, and one goody bag

EVENT QUESTIONS? Call: 310.363.4231 or email: [email protected]

FOR VENDOR BOOTH INFO: Contact Martha Carrasco 949.705.3135

OFFICIAL HOTEL RESERVATION SERVICE: www.travelplanners.net or www.carcraft.com 410.349.3000

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EVAN J. SMITH

5.0 Mustang History RevisitedD

riven by a cultlike following,

the Fox-body 5.0 Mustangs of

the late-’70s and early ’80s gained

popularity with enthusiasts, media,

and the aftermarket. The following

spawned into unique Mustang racing

scene—the likes of which continue

today. Early quarter-mile crusaders

eschewed bracket racing and NHRA/

IHRA Class racing; it was all about

running as quick as possible with

Ford’s lightweight and seriously af-

fordable Mustang.

Guys like Tony DeFeo, Joe Lonardo,

Stormin’ Norman Gray, Gene Deputy,

Ed Smith, Lee Rutter, Mike Matarazzo,

Neil van Oppre, Doug Mangrum, Tim

Matherly, “Nitrous” Pete Misinsky,

“Radical” Craig Radovich, Dwayne “Big

Daddy” Gutridge, the DaSilva broth-

ers, Jimmy LaRocca and many others

pushed the limit of the little Fox. Mean-

while, in Detroit, Lidio Iacobelli, Don

Walsh Sr., Ford engineer Brian Wolfe,

and countless notable racers across

the country powershifted their nitrous-

and boost-gulping Foxes for the pure thrill of setting a low e.t.

And while Fox-body Mustangs were not the first drag cars, they

did kick-start a second muscle car era. They were also amongst

the first American factory muscle cars to feature electronic fuel

injection (EFI). At first many thought the EFI was the demise of

performance; however, EFI ultimately raised Mustang street and

track performance beyond what many thought possible.

Fuel injection presented a giant learning curve, but Mustang

enthusiasts accepted the challenge. It was thrilling to learn

what worked, what didn’t, and just how to defeat the limita-

tions within the factory EEC-IV computer. There was a sense of

the unknown. New ground was seemingly broken every time a

dragstrip was open.

By 1990 such magazines as Muscle Mustangs & Fast Fords,

Super Ford and 5.0 Mustang put their focus on late-model perfor-

mance. Every issue was packed with tips, tricks, and the latest

go-fast goodies. It was a revolution that spawned a new style of

racing and racing hero. These street/strip warriors morphed into

professional Pro 5.0 racers who traveled North America, competing

in Fun Ford Weekend and other shootout events, such as the Stor-

min’ Norman Invitations, Englishtown’s Mustang vs. GN Showdown,

North vs. South, and a few in Canada, presented by Joe and Paul

DaSilva. Few of us had dedicated late-model Mustang race cars

(we relied on them for daily transportation), so these guys were

really the stars of the sport.

Starting with just 225 hp, 5.0 Mustangs blasted into the 12s,

11s, 10s, and even 9s—many using stock short-blocks. Using

boost or nitrous, the engine’s made four times the horsepower of

a factory 5.0, but most didn’t live forever. Stock 5.0 H.O. blocks

are generally not happy in the 800hp range—thankfully, the more

modern lineup of Ford V-8 engines is much improved. It’s not

uncommon for a Coyote to handle 800-plus horsepower.

Looking back, the coolest part of that era was the innovation

and the people. Innovation came from street enthusiasts, racers,

and the aftermarket alike. Everyone learned together, whether it

was about a new cam, cylinder heads, intake, or a set of tires.

I’m glad to say enthusiasts today have the same desire. The dif-

ference is we’re starting with as much as 662 hp in some models,

and power is seemingly limitless. Anyone with a little budget can

have 800-plus horsepower; the trick is getting it to the ground. I’m

happy to see that people continue to rip into Fox Mustangs like the

old days, but when it comes to new cars, it seems that the days of

home-porting the heads or trying three intakes are gone. The facto-

ry has provided us with a great platform, and the aftermarket has

given us ways to add 25 to 250 hp in a weekend. Yes, it’s easier to

make power, but you still have to produce a quick timeslip—and

that’s what’s really impressive.

It was all

about running

as quick as

possible

with Ford’s FF

lightweight

and seriously

affordable

Mustang.

EDITORIAL

SHIFTIN’

Dwayne “Big Daddy” Gutridge

Radical Craig Radovich

Ed Smith

PHIL & JENNIFER CAMPBELL • APPLE VALLEY, MN • 2007 MUSTANG GT

Show & GoPhil and Jennifer aren’t scared to daily drive their Grabber Orange 2007 Mustang

GT. As part of the Heavy Hitters Car Club, this car graces many car shows in the

summer and then logs up to 2,200 miles during summer trips. Modifications to

the Campbells’ GT includes a BBK CAI and shorty tuned headers, ACCEL super

coils, Billet engine dressup kit, and an SLP Loudmouth axle-back exhaust with

a MagnaFlow Tru-X midpipe for added power and rumble. The exterior features

Shelby Razors wrapped with Extreme Contact rubber, headlight splitters, sequen-

tial tails, and white racing stripes. Creature comforts include a JVC stereo with a

7-inch navigation screen that also serves as a DVD and Blu-ray player.

Attention GrabberJeremy Stidham is the proud owner of this 2013 Grabber Blue GT and a member

of the Grabber Blue Mustang Registry (No. 54). Equipped with the almighty 5.0L

Coyote, he decided to focus on cosmetic modifications for the time being. Adding

some contrast to the already bright exterior, Jeremy installed black stripes outlined

with a hint of red for a unique touch. He also painted his wheels black with red ac-

cents to tie the whole exterior package together. We don’t have any doubt that this

car turns heads whenever its cruising down those Alabama roads.

JEREMY STIDHAM • HAMILTON, AL • 2013 MUSTANG GT

COMPILED BY AMIE WILLIAMS

SHOTSREADERS’ RIDES

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TRACK

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Coil Spring Set (all 4 springs) M-5310-155AS $246.95

Bumpster Kit M-3A130-1SK $167.95

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WANT YOUR RIDE FEATURED? Send photos with complete information to Muscle

Mustangs & Fast Fords Snap Shots, 1733 Alton Pky., Ste. 100, Irvine, CA 92606, or

email [email protected].

Fox Down UnderAfter purchasing it in St. Louis, Tony Becker decided to have his new 1988 notch-

back shipped to Perth on the western coast of Australia. To get it licensed over-

seas, he had to remove the rollcage and supercharger, as well as change the hood

and tires and make sure that the catalytic convertors were in place. As the car

sits now, this notch features a 347ci topped with a Vortech S Trim supercharger,

Edelbrock aluminum heads, 42-pound injectors, Snow Performance water metha-

nol injection, an Anderson Power Pipe, Ford Racing X-Cam and headers, a Pro

M-80 Mass Air Meter, MSD coil and distributor, MSD 6A ignition, a Boost Timing

Meter, a Tremec five-speed and aluminum driveshaft, UPR Pro-Series suspension,

31-spline Moser axles, and 3.75:1 Auburn ECTED Max Locker. The notch also

received a five-lug conversion, 1993 Cobra power booster and master cylinder,

and rear disc conversion from North Racecars. The exterior includes Weld ProStar

wheels and a 4-inch cowl hood with gas struts for both the hood and trunk. Tony’s

Fox has conquered the quarter-mile with a best of 11.03 seconds.

TONY BECKER • WESTERN AUSTRALIA • 1988 NOTCH

Mach SunJenn enjoys the year-round Florida sunshine with her daily driven 2004 Mach 1.

Her Mach 1 features a ported intake, a JLT cold air intake, and a carbon fiber

driveshaft. For aggressive sound and airflow, she installed the Flowmaster 40

Series complete with a Bassani off-road X-pipe. With everything installed, she tied

everything together with a tune. Cosmetically speaking, Jenn’s Mach 1 has Cobra

wheels from American Muscle, a 2003-2004 Cobra spoiler, and 1999-2001 tail-

lights. Sweet daily, Jenn!

JENN DICAMPLI • ORLANDO, FL • 2004 MACH 1

SPONSORED BY

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COMPILED BY HENRY DE LOS SANTOS

Fresh Air

Cervini’s wildly popular Ram Air hood with louvers is now avail-

able for 2005-2009 Mustangs. The large ram air openings look

mean and allow a ton of cool air to your engine; the extra air

can be put to good use by upgrading to Cervini’s ram air kit.

Features include functional rear louvers to extract heat, as well

as a fully finished underside liner for extra strength. Each hood

is constructed out of premium hand-laid fiberglass, installs

in all factory locations, and utilizes the factory hood latching

system. New washer nozzles are included and are relocated to

the underside of the hood.

WEB CERVINIS.COM PHONE 800.488.6057

On Time

Keep time in vintage style with this unique and retro-inspired

tabletop clock that fits classic or modern decor. The chrome-

plated steel housing surrounds Ford Authorized Sales and Ser-

vice graphics on each side. On one side is a brilliant blue neon

clock with quartz movement powered by one AA battery, and on

the reverse is a backlit graphic.

WEB CALCARCOVER.COM PHONE 800.423.5525

LATEST STANG PARTS

A Cooler UpgradeKenne Bell has introduced an intercooler upgrade for the 2007-

2014 Shelby GT500, 5.0L, and Cobra Jets that is a direct bolt-

in replacement for the smaller stock intercoolers. Compared to

the factory intercooler, these feature a 23 percent larger cooling

surface area with 33 percent more cooling rows to reduce air

charge temperature at any boost level. Flow bench tested at 24

percent greater airflow on 2007-2012 Shelby and 11 percent

on 2013-2014 Shelby. Lower pressure/boost loss through the

intercooler means more engine power with any supercharger.

These are the same intercooler’s tested at 1,737hp on Mark

Meiering’s Shelby GT500.

WEB KENNEBELL.NET PHONE 909.941.6646

Going Green

The Phantom Flex fuel pump has a lot in common with the orig-

inal Phantom. Whether you’re using E85 or gasoline, the Flex

provides easy installation in virtually any fuel tank. It comes

with 30 percent more flow over its 340-lph predecessor. The

system also includes a larger foam and bladder design to feed

the 450-lph pump and combat fuel slosh in many harsh driving

conditions. Reliable and quiet, the new Phantom Flex provides

you with a viable solution when using renewable energy.

WEB AEROMOTIVEINC.COM PHONE 913.647.7300

www.BAER.com 602-233-1411

Extreme+ Starting @ $3,395 ǀĂŝůĂďůĞŝŶϭϰĂŶĚϭϱϮƉĐƌŽƚŽƌƐ

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Eckert’s Rod and Custom “Mach Forty”

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Muscle Mustangs & Fast Fords (ISSN 1054-8912) April 2015; Vol. 28, No. 4. Copyright 2015 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address cor-rections to Muscle Mustangs & Fast Fords, P.O. Box 420235, Palm Coast, FL 32142-0235. SUBSCRIPTIONS. U.S. and U.S. possessions $34.97 for 12 issues.

Canada add $12 postage, and all other countries add $24 (for surface mail postage). Payment in advance, U.S. funds only. First issues will be delivered within 8 weeks for U.S. and 12 weeks for Canada/International orders. This magazine is purchased by the buyer with the understanding that the information presented is from various sources from which there can be no warranty or responsibility by TEN: The Enthusiast Network, LLC, or the publisher as to legality, completeness and accuracy.

POWER

WEB PERFORMANCEAUTOMATIC.COM PHONE 240.439.4650

Fluid Containment Performance Automatic now offers a Transmission Overflow

Tank to eliminate spraying AFT on the undercarriage of

your car and dripping onto your driveway. The PA99300 is a

polished aluminum canister that measures 8x3 1/2 inches

and weighs 1.36 pounds. Each Transmission Overflow Tank kit

comes complete with an easy-to-operate drain valve, mounting

hardware, clamps, and rubber hose.

Rollin’ With Style

Billet Specialties now offers a new line of Pro Touring series

wheels. Six new styles of wheels with multiple powdercoat

options raise the bar in forged custom wheel styling and finish.

Greater detail in the design and overall strength is the result of

advanced CNC programing and machining. Big brakes are the

trend, which is no problem here because the 2014 Pro Touring

series is available with 1 3/8-inch or 1 7/8-inch caliper clear-

ance to accommodate big calipers.

WEB BILLETSPECIALTIES.COM PHONE 877.240.4187

Plug-and-Play Meth Injection

Snow Performance now provides plug-and-play installation on

all of its water-methanol injection systems, which eliminates the

need for drilling, measuring, or wiring. The system comes with

a vehicle-specific harness that easily attaches to the high-flow

pump, solenoids, level switch, and 12-volt power and ground

connections. Each system also includes a vehicle-specific

injection plate that works like throttle-body spacers but feature

water-methanol injection nozzles. The Injection Plates elimi-

nates the need for drilling into air intake ducts or piping and

provides optimum water-methanol injection that is specific to

the application.

WEB SNOWPERFORMANCE.NET PHONE 760.674.5876

All-New Fox Rack

Flaming River has redesigned its power rack and pinion for the

Fox-body Mustang. This rack features a streamlined billet valve

housing for improved clearance, a stronger 1-inch-diameter rack

shaft, 6 inches of travel for maximum turning radius, and a re-

designed mounting clamp for a direct bolt-in application. Each

rack features all-new components, including the valve, piston,

seals, bearings and bushings, and rack and pinion gears.

WEB FLAMINGRIVER.COM PHONE 800.648.8022

Bama Performance spends

countless hours testing and

refining our custom tunes

RQDZLGHYDULHW\RIYHKLFOHV

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

WXQHVIRU\RXUYHKLFOH

www.AmericanMuscle.com | 877-774-7751Call or scan for a

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DIABLOSPORT INTUNE TUNER

,WHP $399.99

» ,QFOXGHV)5((%$0$&XVWRP7XQHV

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BAMA X4/SF4 POWER FLASH TUNER

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+FREE TUNES FOR LIFE

Also Available in

Matte Black & Silver19” & 20” CHARCOAL 551C WHEEL & TIRE KITS

6WDUWLQJDW $1,779.99

ITEM WHEEL SIZE TIRES FITMENT PRICE

100285 (4) 19x8.5 6XPLWRPR+LJK3HUIRUPDQFH+75=,,, 05-14 All 1779.99

100294 (4) 19x8.5 1,772,1928OWUD+LJK3HUIRUPDQFH 05-14 All 2199.99

100743(2) 20x8.5

(2) 20x10Staggered

6XPLWRPR+LJK3HUIRUPDQFH+75=,,,

6XPLWRPR+LJK3HUIRUPDQFH+75=,,,05-14 All 1949.99

100733(2) 20x8.5

(2) 20x10Staggered

0LFNH\7KRPSVRQ8OWUD+LJK3HUI6W&RPS

0LFNH\7KRPSVRQ8OWUD+LJK3HUI6W&RPS05-14 All 2007.99

ITEM WHEEL SIZE FITMENT PRICE

100253 (1) 19x8.5 05-14 All 264.99

100259 (1) 20x8.5 05-14 All 289.99

100260 (1) 20x10 05-14 All 299.99

WHEEL ONLY

6WDUWLQJDW $264.99


100470(2) 18x9

(2) 18x10Staggered

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9

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100488(2) 19x8.5

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3LUHOOL$OO6HDVRQ3=HUR1HUR7LUH*79 1909.99

100715(2) 19x8.5

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0LFNH\7KRPSVRQ8OWUD+LJK3HUI6W&RPS*79 1965.99

Also Available Polished18” & 19” BLACK KAGE WHEEL & TIRE KITS



100265 (1) 18x9 9*7 244.99

100266 (1) 18x9 9*7 254.99

100269 (1) 18x10 *79 264.99

100270 (1) 18x10 *79 274.99

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101234 (4) 19x8.5 0LFNH\7KRPSVRQ8OWUD+LJK3HUIRUPDQFH 05-14 All 2019.99

101269(2) 19x8.5

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3LUHOOL$OO6HDVRQ3=HUR1HUR

3LUHOOL$OO6HDVRQ3=HUR1HUR05-14 All 1899.99

101255 (4) 20x8.5 0LFNH\7KRPSVRQ8OWUD+LJK3HUI6W&RPS 05-14 All 1726.99

101294(2) 20x8.5

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Also Available in

Charcoal & Silver19” & 20” BLACK AXIM WHEEL & TIRE KITS



101023 (1) 19x8.5 05-14 All 264.99

101024 (1) 19x10 05-14 All 269.99

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101026 (1) 20x10 05-14 All 299.99

WHEEL ONLY

6WDUWLQJDW $264.99

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

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MMD Hood Scoop

(13-14 GT, V6) Item #71331 Price $274.99

MMD Headlight Splitters

(13-14 All) Item #71327 Price $129.99

MMD Ducktail Spoiler

(10-14 All) Item #71329 Price $299.99

MMD Qtr. Window Louvers

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MMD Mustang Hood Scoop

(05-09 GT, V6) Item #71323 Price $219.99

MMD Classic Qtr. Window Louvers

(10-14 All) Item #71316 Price $189.99

MMD Qtr. Window Covers

(10-12 All) Item #71319 Price $179.99

MMD Mustang Eleanor Style Scoops

(05-14) Item #71304 Price $219.99

MMD Tail Light Trim

(13-14 All) Item #71324 Price $149.99

MMD Mustang Qtr. Window Louvers

(05-14) Item #71303 Price $199.99

MMD Side Scoops

(10-14 All) Item #71317 Price $249.99

MMD Side Scoops

(05-09 All) Item #71322 Price $219.99

With more than 40 Ford OEM matched colors available for your ’99-’14

Mustang, we guarantee you’ll find the exact exterior styling parts to

create that perfect look for your Stang. AmericanMuscle Pre-Painted

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muscle mustangs & fast fords us 04 15

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