This Mustang started as a 4-cylinder car and was V8 swapped by a shop for the previous owner. They built a 306 that made impressive power (313.7 rwhp, 338.7 rwtq) as delivered. They added a WC T5, a Ford Racing aluminum driveshaft and swapped the rear gears to 3.27.
The car was bought to be tracked. After every track day, I'd identify areas for improvement. What began was a multi-year thrash which took the car from a fun, streetcar to a track MONSTER. Every system on the car has been addressed in the process.
ENGINE: Scorpion Racing Engines (W. Babylon, NY) did a complete refurb. Despite reusing the excellent good heads, pistons, and rods, it was still over $5000 to make it capable of over 7000 RPM while remaining virtually unbreakable. A stock Ford block was bored 0.030 over, line honed, and had the deck cut. It got top of the line tri-metal mains and Cleveite 77 rod and cam bearings. The Eagle pistons and rods were individually balanced to within ½ gram of one another, a new Eagle forged crank (PN: 430230015090) was added, then the entire rotating assembly was balanced as a unit. Childs and Alberts Plasma Moly rings were used for longevity.
The Trickflow heads (PN: TFS-51400002) were cleaned up (lightly ported) and the Springs and Retainers were replaced with upgraded Trickflow ‘beehive’ style units (PN: TFS-2500200) and lightweight titanium locks and keepers (PN: TFS-214T0420). The Trickflow cam (PN: TFS-51402002) was retained as were the Harland Sharp 1.6 ratio roller rockers, with a new Ford Racing timing set. Before installation, new Viton value seals were added and then Cometic head gaskets were used to ensure zero issues. A Ford Racing Cobra Upper and Lower Intake manifold was equipped with 24 lb injectors, a flow-matched 70mm MAF, and a 75mm Throttle Body. Thermactor & emissions gear is gone - heads plugged (PN: TFS-51400265).
A full Canton Oiling System was installed including main studs and a stud girdle, a windage tray, and their ‘trapdoor’ style road race oil pan. A blueprinted oil pump was used with the correct Canton pickup, driven by an ARP hardened oil pump driveshaft.
A new Edelbrock water pump was used along with a Ford ‘Special Service’ stock style clutch fan and cowling. The car has a new aluminum Fluidyne radiator that is an exact OEM match.
The engine was converted from the stock 50oz counterbalance to a zero balance, offering better performance for road racing. To reduce rotating mass, a Romac SA balancer was used along with a Fidanza Aluminum flywheel. Solid motor mounts enable maximum power transfer.
The rest of the car underwent similar transformations...
TRANS: OEM T-5 ‘world-class’ refreshed with Astro Performance Road Race 0.82 ratio 5th gear & Cluster Support Kit; Ford Racing King Cobra clutch (PN: M7560C302-VS2KC), with a Carbon Kevlar disc. FMS Aluminum Driveshaft (PN: M4602-G) & FRPP Hurst Shifter (PN: M-7210-M).
K-MEMBER & FRONT-SUSPENSION: Maximum Motorsports K-Member (MMKM-1), Lower Control Arms (MMFCA-FOX), Coil Over Kit – Bilstein (PN: MMCO-1), Caster/Camber Plates (MMCC7989), Race Valved struts (PN: V36-4138-MM2), Strut Tower Brace (MMSTB-1), Front Sway bar (MMFSB-1), Front Sway bar Reinforcements (PN: MMFSB-60), Front Sway bar Relocation Kit (PN: MMFSB-50), Adjustable Tie-Rod Ends (MMTR-2), and K-Member Spherical Rack Bushings (PN: MMST-6); Flaming River steering shaft (eliminates rag joint) and Hypercoil 450 lb./in springs (PN: HYP45008250))
IGNTION: (fully redundant with Dual MSD 6TN Ignition Boxes, with PN:8738 soft touch rev control, Dual MSD High-Vibration Coils, Billet Distributor, and Firewall Feed-Thru (PN: 8212)
BRAKES: Maximum Motorsports Manual Brake Conversion Kit (PN: MMBAK-10), Wilwood Billet Superlite 14” 6-Piston Radial Mount front calipers (PN: 120-8000-RS), 4-Piston 12.19” rear discs (PN: 140-7146), and Adj propl valve (PN: 260-8420); Porterfield Race Compound pads [PN: R-4; Front: Stockcar 4 ¾”, Read: Stockcar 4”], NACA inlet ducts in stock Mustang LX front facia, Heat resistant cooling tubing
Too much to list - 2 sets of wheels and more.
The car is essentially ready for track days as it sits. If some additions were made the roll cage, it would be ready for full, wheel-to-wheel competition. The body is in decent shape and the car has never been wrecked. The strut towers were showing some early signs of rust, so while the engine was out, they were completely repaired using hand-crafted mild steel inserts. In addition, all the extra holes in the inner fenders and firewall were closed off to reduce under-hood air pressure and associated lift.
The dashboard (91-93 style with running pony) was kept, but other items like carpet, door panels, and interior plastics have been removed to reduce weight.
The engine has not bee dyno’d again since the update, but the difference in power is DRAMATIC and VERY NOTICABLE.
Net-net is that like any race ca
