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CAN THEY BAN PERFORMANCE? MAKE A DIFFERENCE PAGE 42

805 HP

LETHAL PERFORMANCE’S 9-SECOND

GT500

PLUS!

FRESHEN YOUR FOX! BUDGET FORD RACING CRATE 302 INSTALL

FIND MORE INFO @ 50MUSTANGANDSUPERFORDS.COM

NMRA JOLIET TOP CAR CHALLENGE FOUR-VALVE FOX PROJECT DECEMBER 2010 U.S.A.

$5.99 CANADA $6.99


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5.0 MUSTANG & SUPER FORDS

110

101 4

5.0 DECEMBER 2010

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DECEMBER 2010, VOL. 17, NO. 12

Contents 90

FEATURES

EVENT COVERAGE

42 CAN THEY BAN PERFORMANCE? Not if you make a difference

118 ’BOWLED OVER Team NMRA put the smack-down on the NMCA outside Chitown

70 9-SECOND ’10 GT500 Lethal Performance takes a brand-new GT500 to record levels 90 CASTROL SYNTEC TOP CAR CHALLENGE We walk tall and carry a really big, supercharged stick

▶WEB EXTRAS

DEPARTMENTS 17 BENCH RACER Wheels of fortune

110 MR. OCTOBER Dave Ginter is busy racing during the spring and summer

TECHNICAL 54 BUDGET CRATE 302 INSTALL Dropping in an X302 crate engine gets an old Fox up to speed 82 RUNNING WILD It’s been a long time coming, but Project Roadkill moves under its own power 101 TOPPED OFF Bigger boost and a clutch swap round out prep tasks for our Castrol Syntec Top Car Challenge Shelby

25 SPEED LUST Feed the urge 34 5.0 BUZZ The latest sightings 128 TECH INSPECTION Steeda 2011 CAI 132 RACE NOTES Rosner reports from the pits 138 Q&A Questions and answers 140 SHOWCASE Johnson’s latest selections 142 BABE OF THE MONTH Tiffany ▶ WEB EXTRAS

145 FINISH LINE Laughing in the face of deadlines

42

118 ▶WEB EXTRAS

Check out 50mustangandsuperfords.com

54

70

On the Cover: Up top, we went to the 5.0&SF archives for an Editor Turner Fox-Mustang burnout shot to represent what we could lose if lawmakers don’t hear from enthusiasts. On the main stage, Ryan Merrill snapped Lethal Performance’s menacing 9-second GT500 prowling the streets of South Florida.

DECEMBER 2010 5.0

5


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True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


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BY STEVE TURNER

Wheels of Fortune

A

body styles. The first wheel hit of our generation was the Pony wheel, which debuted on the ’91 Mustang. It wasn’t until 1995 that the ’95 Cobra R wheel became the darling of wheel swaps. R-model envy also drove a brief craze with the ’00 Cobra R wheel. In 2001 the Bullitt Mustang wheel took over the scene and still enjoys a strong following today. The Bullitt wheel is perhaps the most overused wheel in the Mustang universe. From vintage Mustangs to the latest of the breed, it will show up. It fits and the lines are classic, but they have become bellybuttons—too common to notice. There are others, naturally. Though it birthed on a prototype car rather than a production Mustang, the FR500 wheel is a big hit. Meanwhile, the next factory poised to make a run at popularity is the ’10 GT500 wheel, which looks great on the ’05-and-up cars, especially the ’10-and-up models. All these wheels work because they are great designs, but also because over the years the factory wheels have been inconsistent. When they are great, they shine. When they aren’t, people can’t wait to get them off their cars. It’s those wheels that started to intrigue me while I was at Mustang Week (look for our coverage in an upcoming issue). I stumbled upon a clean Fox in the hotel parking lot wearing ’96 Cobra wheels (naturally I didn’t have my camera). These are the kind of wheels that were OK on their intended car, but they really look sharp on a Fox LX. What is it about these wheel designs that make them translate to the earlier cars better than the cars they were born on? Besides the ’96 Cobra wheels, the ’01 ▲The ’01 Cobra wheels really bring the styling of this Fox up a notch, and even the ’01-’04 GT wheels in the GT wheels and the ’01 Cobra wheels look far better on a Fox background look good on a Fox. Is there any other Mustang more accepting of such varied wheel styling? than they did on a New Edge car. I started kicking it around in my head trying to decide why. Sure the factory wheels have much more rewarding when a discovery is made. After weeding through beaters, stockers, and over-blinged increased in size over the years, so adding a larger wheel to an early car helps. There’s also something about imbuing an show cars, there are occasionally clean rides that stand out because of a simple combination of commonly available parts older car with some fresh styling. However, there is something else to it. that come together to create a unique look. For those that I guess there’s no way to define something so subjective, always ask me what it takes to get into the magazine, these but in my eyes there is flexibility available in the Fox Mustang are the type of cars that I seek out. Whether it is an ultrathat exceeds that of its younger cousins. You can install clean treatment, some body-color accents, or a one-off solualmost any post-Fox wheel on these cars and they look bettion to a common problem, cars with these features are the ter than if they were kicking 10-holes or turbines. That might ones that really stand out. just be my youth whispering in my ear, but boy, the Fox is Of course, no other decision makes a greater impact on clean and classic. the appearance of a Mustang than the choice of wheels. Be Will I feel the same way about today’s Mustangs and it for fitment, cost, or conservative-appearance values, stocktomorrow’s wheels in 20-plus years? If I had to guess, I might style wheels have long been the first choice of ’Stang heads. actually feel that way about the ’05-’09 cars, but only time There have been some obvious home runs from the factory will tell. 5.0 over years, and they have translated well across numerous

s far out and aggressive as Mustang maniacs can be when it comes to modifying their rides for performance, they can be quite conservative when it comes to modifying the appearance of those same cars. This isn’t a knock, as it’s pretty easy to get carried away with appearance mods and take the car to an overdone level. The best cars take a creative but controlled approach to modding. Most common among Mustang appearance mods is the transfer of facets of newer Mustangs to older versions, or to add features from limited-production Mustangs to more common models. What I enjoy most about attending Mustang events, and car shows in particular, is the treasure hunt for cool cars and creative modifications. They aren’t as common as I might like, but it makes panning for gold that

DECEMBER 2010 5.0

17


EDITORIAL Editor-In-Chief Steve Turner Managing Editor Angie Watson Technical Editor KJ Jones Associate Editor Michael Johnson Editor-at-Large Tom Wilson Online Editor Greg Clark Contributing Editors & Photographers Dale Amy, Eric English, Paul Rosner, E. John Thawley III ART DIRECTION & DESIGN Art Director Shipman Mallard Director of Photography Randy Lorentzen THE PERFORMANCE GROUP ON THE WEB www.50mustangandsuperfords.com www.moparmusclemagazine.com www.carcraft.com www.chevyhiperformance.com www.hotrod.com www.modifiedmustangsandfords.com www.mustangmonthly.com www.vetteweb.com

ADVERTISING INFORMATION: Please call 5.0 MUSTANG’s Advertising Department (813) 675-3516. Related publications: Mustang Monthly, Modified Mustangs & Fords, Mopar Muscle, Vette, Hot Rod, Car Craft, Chevy High Performance, Circle Track, Rod & Custom, 4-Wheel & OffRoad, Four Wheeler, Jp, Super Street, and Eurotuner. SUBSCRIBER CUSTOMER SERVICES: Send address changes to 5.0 MUSTANG, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates in the U.S. and possessions: 12 issues for $18.00. Canada $30.00 (price includes surface mail postage to Canada and GST tax). All other countries $42.00 in U.S. funds. For subscription inquiries, write to 5.0 MUSTANG, P.O. Box 420235, Palm Coast, FL 32142-0235, call (800) 825-3124, international (386) 447-6385, or email 5mustang@emailcustomerservice.com. Please include name, address, and phone number on any inquiries. Occasionally, our subscriber list is made available to reputable firms offering goods and services we believe would be of interest to our readers. If you prefer to be excluded, please send your current address label and note requesting to be excluded from these promotions to Source Interlink Media, LLC, 831 S. Douglas Street, El Segundo, CA 90245, Attn: Privacy Coordinator. REPRINTS: Contact Wright’s Media at (877) 652-5295 [(281) 419-5725 outside the U.S. and Canada] to purchase quality custom reprints or e-prints of articles appearing in this publication. BACK ISSUES: To order back issues, log on to www.simbackissues.com, or write to SIM Back Issues, 2900 Amber Ln., Corona, CA 92882. Cost: $7 each, plus $3 shipping and handling per issue (International orders add $10 per order), and applicable sales tax in your area. Special and/or Collector’s issue pricing may vary; check the website for the latest pricing. Please specify the magazine and issue date. If this is not specified, your check/ money order will be returned to you. Please wait 3-4 weeks for delivery. Any submissions or contributions from readers shall be subject to and governed by Source Interlink Media’s User Content Submission Terms and Conditions, which are posted at http://privacy.sourceinterlinkmedia.com/ submissions.html. Copyright © 2010 by Source Interlink Magazines, LLC All Rights Reserved. PRINTED IN THE U.S.A.

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ADVERTISING Publisher Jim Foos Associate Publisher Joe Galloway (813) 675-3493 Advertising Sales Representative Glen Castle (813) 675-3495 Advertising Coordinator Lucia Salas Advertising Sales Assistant Sylvia Miller (813) 675-3516 Los Angeles 831 S. Douglas Street, El Segundo, CA 90245 (310) 531-9900 New York 261 Madison Avenue, New York, NY 10016 (212) 915-4000 Detroit 31700 Telegraph Road, Suite 250, Bingham Farms, MI 48025 (248) 594-5999 Chicago 500 N. Dearborn, Suite 1100, Chicago, IL 60610 (312) 396-0600 Tampa 9036 Brittany Way, Tampa, FL 33619 (813) 675-3516 PERFORMANCE AUTOMOTIVE GROUP SVP/Group Publisher Doug Evans VP, Group Publisher Howard Lim VP, Sales and Sales Operations Warren Kosikov Group Operations Director Amy Diamond Senior Operations Director Pauline Atwood OFFICERS OF SOURCE INTERLINK COMPANIES, INC. Chairman Gregory Mays Chief Executive Officer Michael Sullivan President and Chief Operating Officer James R. Gillis President, Source Interlink Distribution Alan Tuchman Chief Financial Officer Marc Fierman Chief Legal Officer Cynthia L. Beauchamp SOURCE INTERLINK MEDIA, LLC Chief Operating Officer Chris Argentieri SVP, Chief Creative Officer Alan Alpanian SVP, Chief Revenue and Marketing Officer Brad Gerber SVP, Business Development Jacqueline Blum SVP, Manufacturing and Production Kevin Mullan VP, Finance Colleen Artell DIGITAL Chief Technology Officer, Digital Media Raghu Bala SVP, Digital Marketing Craig Buccola SVP, Digital Product Development Todd Busby SVP, Digital Product Development Binh Tran VP, Digital Product Development Dan Hong CONSUMER MARKETING, SOURCE INTERLINK MEDIA, LLC VP, Single Copy Sales and Marketing Larry Djerf CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. VP, Consumer Marketing Tom Slater VP, Retention and Operations Fulfillment Donald T. Robinson III


Insist on the Best Painted Scoops Now Available, Call for More Info! R

The Difference is the Fit

Patent Pending

C-Series Body Kit – Includes hood, front bumper kit, functional cat-back side exhaust with skirts and rear valance, upper quarter scoops, side Adults can’t have all the fun! Introducing the LIL’ C500, kids can now have their very own scoops, ducktail wing, plus the wheel and tire package.....................................................................Part # 9023-B3................................................$8,109 C-Series Body Kit without Wheels & Tires.........................................................................Part # 9022-B3................................................$3,959 Ducktail Wing – Covers holes left from factory wing....................................................................Part # 2227-B3...................................................$299

Cervini C500 to cruise around in. No details were spared to replicate a real C500 including C-Series hood, side exhaust, rear spoiler, racing stripes, interior accents and more. The LIL’ C500 features an adjustable seat, cool engine sounds and revving dashboard gauges. Its tire blazing power is provided by a single 12-volt battery and can go from 0 - 5 mph in just 4 seconds! (¼ mile standings have not been determined at this time). The LIL’ C500 includes battery & charger. Ages three and up. Call or visit our website www.cervinis.com for more information. Limited availability!....................................................................................$539.00

Side Exhaust Now Available!

Front Bumper – Part # 3347-B3....................................$489 Front Bumper Kit – Includes front bumper, upper and lower billet inserts, PIAA fog lights, and the Side Exhaust w/ Ski rts and Rear Valance lower fog lights with bezels..........Part # 8013-B3................................................................$1,469 Cat-Back stainless steel 2.5" manderel-bent side exhaust system, Upper Billet Grille – Part # 7025-B3.............................$299 Window Scoops – Part # 4305-B3.................................................................................$199 stainless steel mufflers and polished cast aluminum exhaust Lower Side Scoops – Part # 4306-B3............................................................................$169 tips, skirts and rear valance........................(Patent Pending) Lower Billet Grille w/ foglights – Part # 7026-B3.........$539 Wheel & Tire Package – Cervini’s exclusive custom powder coated (satin gray) wheels (20x8.5 front and 2005-2009 GT............Part # 8012-B3...........$1,339 20x10 rear). Knockoffs and Nitto Extreme ZR tires (255/35/20 front 275/35/20 rear)....Part # 8014-B3.....$4,199 2005-2009 V6 – V6 Kit includes True Dual Mid-Pipe Hood – Part # 1170-B3......................................$495 Wheels with Knockoffs – (also available fully polished)................................Part # 7021-B3.....$2,699 Part # 8037-B3.............................................$1,429

Chin Spoilers Now Available in Textured Black Finish *Shown with Type II Chin Spoiler

Chin Spoiler Now Available

3 Piece Type II Ducktail Wing – Made of injected molded B2 Body Kit – 12 piece Body Kit Includes: Vintage Hood, Shaker Scoop System, 3 piece Head Ram Air Kit – Available for Hood Part #’s 1166-B3, urethane. When Installed in combination with our pedestal wing it Light & Grille Extentions, Chin Spoiler, C-Stripe, Rear Window Louvers, Pedestal Wing, & 3 piece 1176-B3, 1171-B3, 1181-B3, 1186-B3 & 1187-B3. covers holes left from the factory wing......Part # 4325-B3.....$299 Type II Ducktail Wing............................................Part # 9031-B3..............................................$2,679 Wheel & Tire Package – (4) 18” x 8” Magnum 500 Wheels Rear Window Louvers -- One Piece aluminum Window Louvers Vintage Hood w/ Shaker Scoop System – 5 Piece Kit includes: Functional Shaker w/ (4) BF Goodrich, G-Force 255/45/18 Tires.......Part # 7043-B3.......$3,499 Part # 7040-B3..........................Fits 05-11...............................$448 System, Vintage Hood, 3 Piece Headlight & Grille Extentions. Now available for 05-09 V6! GT, B2 Chin Spoiler – Part # 4318-B3................................$219 2005-2006 GT.......................................................Part # 8018-B3...............................................$1,289 Textured Black Finish.............Part # 4318FTB-B3...........$295.95

Pedestal Wing – Features Pedestals that can be adjusted to 2007-2009 GT.......................................................Part # 8028-B3...............................................$1,289 V6, B2 Chin Spoiler – Part # 4365-B3...............................$219 create different levels of downforce...........Part # 2230-B3.....$299

2005-2009 V6......................................................Part # 8027-B3...............................................$1,289 Textured Black Finish.............Part # 4365FTB-B3...........$295.95

B9 Hood Kit – Includes hood, scoop & light extentions..............Part # 8019-B3.......$859 B9 Hood Scoop – Fits Factory Hood...........................................Part # 4319-B3........$169 Vintage Hood w/o Scoop–Includes light extentions.........Part # 8022-B3........$689

2.5” Cowl Hood – Part # 1178-B3..............$495

4” Cowl Hood – Part # 1172-B3...............$495

M1 Hood Kit – Includes hood, scoop & light extentions Part # 8020-B3......................................................................................$879 M1 Hood Scoop – (w/ billet) Fits Factory Hood Part # 4320-B3......................................................................................$205

‘67 Hood – Part # 1166-B3................................................$495 ‘67 Ram Air Kit – Part # 8030-B3.......................................$259 Billet Grille – w/ Inboard Fog Lights........Part # 7019-B3.........$499

Ram Air Hood...................Part # 1171-B3........$539 Ram Air Hood Kit............Part # 8031-B3........$259

LET US BUILD YOUR DREAM MACHINE Let Cervini’s trained professionals do it for you. Bring your car to Cervini’s and we will paint and install all components of the C-300 body kit Part # 9023-B3 including vinyl race stripes, lower the car, install the functional side exhaust, and the wheels & tires..........................................................................................$12,900.00 R

All the components of a C-300 plus...Wilwood R Brake System (14" 2 pc Cross Drilled & Slotted Rotors, 6 Piston Calipers), Custom PCM Recalibration, Whipple / Ford Racing H/O System (10psi 3core Intercooler), Lower Chassis Brace, ADJ Rear Lower Control Arm, ADJ Pan Hard Bar, Lowering Spring Kit (3/4" Front, 1.25" Rear), Front Sway Bar Bushings & K-Link. The C-500 produces 545 ENGINE HP..................................................$26,155.00

Before

During

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HOODS & SELECT ITEMS NOW AVAILABLE PAINTED!

R

The Difference is the Fit

Concept Hood – Part # 1176-B3.................................$495 05-09 Mustang Hood Strut Kit Kit Includes all Hardware, Struts & Die-Cut Brackets Vintage Hood Locks Fit OEM and Select Cervini Hoods Concept Ram Air Kit – Part # 8029-B3...................$259 All Cervini’s Hoods.........Part # 7103-B3........$149.95 Part # 7100-B3.............................................$149.95 All OEM Hoods..............Part # 7104-B3.........$149.95 05-09 Vintage Hood Locks

Ram Air Type IV Hood w/ Billet Inserts Part # 1187-B3..........................................$595 Ram Air Type IV Hood w/o Billet Inserts Part # 1181-B3..........................................$539 Type IV Ram Air Kit.....Part # 8032-B3....$259

Kit Available

Stalker Hood – Fits V6, GT & C-SERIES front bumpers Stalker Body Kit – Includes Hood, Front Bumper Kit, Side Skirts, Rear Part # 1186-B3........................................................................$539 Bumper, Side Scoops & Wing...............................Part # 9047-B3.....................$2,999 Stalker Ram Air Kit – Part # 8039-B3....................................$259 5 Piece Stalker Hood & Front Bumper Kit – Part # 8035-B3...................$1,849 Stalker Side Skirts – Part # 4360-B3................................................................$299 Fits 2005-2011

Ducktail Wing Type III – Part # 2222-B3...$299

Stalker Wing – Part # 2221-B3.......................$299 Stalker Rear Bumper – Part # 3351-B3........$519 Includes optional exhaust bezels that fit stock 2.5” tips (as shown above), or without bezels to fit up to 4” tips.

Fits 2005-2011

Fits 2005-2011

Styling Bar – Part # 8033-B3.....................................$499 ‘65 Window Louvers – Part # 4333-B3...........$195 Quarter Window Covers – Part # 4334-B3..$195 Speedster Covers – Part # 4361-B3.........................$499 Chin Spoilers Now Available in Textured Black Finish

2.75”

Mid Wing – Part # 2223-B3..............................$219 Heat Extractor Hood – Part # 1179-B3...............................$575 GT Upper Billet Grille – Includes Cobra Emblem Chin Spoiler Type I I – Part # 4340-B3...........$225 Type III Chin Spoiler – Part # 4339-B3................................$219 Part # 7073-B3..............................................$299 Now Available in a Textured Black Finish. Textured Black Finish......Part # 4339FTB-B3.................$295.95 GT Lower Billet Grille – Part # 7018-B3...........$179 Part # 4340FTB-B3............................$295.95

Chin Spoilers Now Available in Textured Black Finish

07-09 2.5” Cowl Hood – Part # 1182-B3............................$495

07-09 Side Exhaust Kit - Includes Side Skirts, Dual Stainless Side

* Provides extra clearance for aftermarket supercharger applications.

Exhaust w/ polished tips & covers rear exhaust exits on stock bumper

07-09 Hood Stripe Kit – Part # 7082-B3..............................$99

Part # 8036-B3.................................................................$1,339

1-800-488-6057 3656 N. Mill Rd., Vineland, NJ 08360

Proudly made in the U.S.A. All hoods shipped freight collect. Painted or altered –– Parts are non-refundable. Lift-off hoods are made to order, and non-refundable. All shipping charges are non-refundable. All prices subject to change.

07-09 Upper Billet Grille – Part # 7080-B3...................$299 07-09 Lower Billet Grille – Part # 7081-B3...................$299 07-09 B2 Chin Spoiler – Part # 4369-B3...................$219 Textured Black Finish.........Part # 4369FTB-B3.......$295.95

Gift Certificates Available!

Order Online at

www.cervinis.com We Security Check ALL Credit Card Orders


Insist on the Best

* See our website for detailed descriptions & images of our product line!

w w w. c e r v i n i s . c o m

R

The Difference is the Fit

GET OUT AND SEE US ON THE ROAD AT 2010’s NEXT SHOW! All Truck Nationals - August 6-8, 2010............................................Carlisle, PA Englishtown Fall Swap Meet - September 24-26, 2010...........Englishtown, NJ

94-04 2 Piece Speedster Cover – Part # 4000-B3..........$479 * Fits in trunk for easy storage!

99-04 10 Piece Stalker Kit – Part # 9003-B3...................$2,059 99-04 Rear Bumper – Part # 3356-B3.................................$495 99-04 Rear Wing – Part # 219-B3........................................$299

99-04 Styling Bar – Part # 7010-B3......................................$469 99-04 Side Scoops – Part # 4358-B3...................................$195 99-04 Side Skirts – Part # 4357-B3.......................................$249

99-04 RA Type II Hood – Part # 149-B3..........................$495 99-04 Front Bumper – Part # 3355-B3............................$495

99-04 Heat Extractor Hood -- Part # 1158-B3...$559 99-04 Cobra R Hood – Part # 153-B3...............$495 99-04 Cobra R Hood – Part # 154-B3...............$495 99-04 Cobra R Wing – Part # 221-B3....$299 94-98 Heat Extractor Hood -- Part # 1159-B3.....$559 99-04 Billet Grille – Part # 7072-B3...............$79.99 99-04 Cobra R Bumper – Part # 3362-B3........$495 also available for 87-93 & 94-98 models

94-98 Cobra R Hood Part # 156-B3...........................................$495 94-98 Cobra R Bumper Part # 3341-B3.........................................$495 94-98 Cobra R Hood – Part # 117-B3.............$495 94-98 Cowl Hood – Part # 116-B3.................$495 94-98 Stalker II Bumper – Part # 328-B3......$495

94-98 RA Type II Hood – Part # 1167-B3...$495 Bolt-on 25 hp with Cervini’s Ram Air Kit. Installs to underside of Cervini’s Ram Air Hood. Increases 1/4 mile performance, .3 seconds and 3 mph.

94-98 Heat Extractor Hood – Part # 1159-B3....$559 94-95 5.0 Ram Air Kit – Part # 342-B3..............$219 94-98 Billet Grille – Part # 7071-B3...........$79.99 96-98 4.6 Ram Air Kit – Part # 343-B3..............$219

94-98 10 Piece Stalker Kit – Part # 9010-B3..........$2,059 94-98 Ram Air Hood – Part # 111-B3........................$495 94-98 Front Bumper – Part # 3339-B3......................$495

94-98 Styling Bar – Part # 7005-B3......................................$449 94-98 Side Scoops – Part # 4304-B3....................................$159 94-98 2 Piece Speedster Cover – Part # 4000-B3...............$479

3656 N. Mill Rd., Vineland, NJ 08360

94-98 Side Skirts – Part # 4341-B3.......................$249 94-98 Rear Bumper – Part # 3340-B3...................$555 94-98 Stalker Wing for GT – Part # 207-B3..........$299

We Security Check ALL Credit Card Orders. Proudly made in the U.S.A. All hoods shipped freight collect. Painted or altered – Parts are non-refundable. Lift-off hoods are made to order, and non-refundable. All shipping charges are non-refundable. All prices subject to change.

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1-800-488-6057 87-93 2.5” STORMIN NORMAN HOOD Part # 103-B3.................$495 83-86 2.5” STORMIN NORMAN HOOD Part # 104-B3.............$495

Order Online

97-03 F150 COBRA R HOOD Part # 1157-B3..............$570 97-03 F150 COBRA R BUMPER Part # 3342-B3................................$489 FOG LIGHTS Part # 7015-B3....................$219 BUMPER SCREEN INSERTS Part # 7014-B3....$25

www.cervinis.com

includes machined aluminum air-duct screens

04-08 F-150 CT-SERIES BODY KIT part # 9044-B3.....................................................................................................$6,299 pc kit includes: Hood, Billet Grille Assembly, Front Bumper Kit (includes Billet & Fog Lights), Fender Vents, 6 pc Side Skirts & 97-03 F-150 RAM AIR HOOD -- Par t # 130-B3....$539 19 Door Filler Kit (includes Side Skirts, Front Door Fillers, & Rear Door Fillers), Bed Sides with integrated Wing, Dual Side Exhaust includes machined aluminum air-duct screens

System, Tonneau Cover, Rear Wing, & Roll Pan.

87-93 STALKER / COBRA KIT

CALL OR VISIT OUR WEBSITE FOR INFORMATION ON HOW CERVINI’S CAN BUILD YOUR CT-SERIES F-150

Part # 9012-B3....................................................$1,565 04-08 F-150 CT-SERIES HOOD KIT - 2 piece Hood Kit includes: Hood & Billet Grille assembly...........................part # 8023-B3.....$1,179 This 9-piece Stalker / Cobra GT kit Includes: Stalker front bumper, Cobra front fender extentions,Cobra 04-08 F-150 CT-SERIES BUMPER KIT - Kit includes: Bumper, Billet, & Fog Lights.................................................. part # 8024-B3.....$1,019 side-skirts, Cobra rear bumper and Cobra wing. 04-08 F-150 CT-SERIES FENDER VENTS............................................................................................................................part # 4314-B3.......$159 87-93 1.5” RAM AIR HOOD Part # 101-B3..........$495 83-86 1.5” RAM AIR HOOD Part # 102-B3..........$495 87-93 STALKER FRONT BUMPER -- Fits GT. Includes running horse emblem...........Part # 3334-B3..........$525 87-93 RAM AIR KIT

Part # 8006-B3.........$215 87-93 STORMIN NORMAN KIT Part # 8007-B3.........$215

87-93 4” COWL HOOD -- Part # 121-B3..................$495 83-86 4” COWL HOOD -- Part # 122-B3..................$495

Bolt on 25 HP with Cervini’s Ram Air Kits. Increases 1/4 mile performance .3 sec & 3mph.Fits 87-93 fuel injection cars. 92-96 2.5” F-150 R AIR HOOD Part # 112-B3....$539 includes machined aluminum air-duct screen

93-95 RAM AIR KIT Part # 8005-B3..................$215 U.S. patent # 342,709

92-96 F-150 CHIN SPOILER Part # 4601-B3...$165

87-93 2.5” COWL HOOD -- Part # 105-B3..............$495 83-86 2.5” COWL HOOD -- Part # 106-B3..............$495

87-93 COBRA R HOOD -- Part # 136-B3.................$495

87-93 HEAT-EXTRACTOR HOOD Part # 1168-B3..................................................$559 79-93 87-93 MUSTANG 5-1/2” LIFT-OFF COWL HOOD Part # 135LO-B3........................................................$359 COBRA WING Part # 206-B3 87-93 ..................$299 fits LX and 3RD Brake Light GT Hatchback Assemby Part # 7003-B3...........$39 Part # 211-B3 fits # 200-B3, # 206-B3, ..................$299 # 211-B3 fits Coupe & Convertible

79-93 SLN WING

87-93 GT 9 PC CONVERSION KIT Part # 9011-B3...$1,295 Part # 200-B3 ...................$299 79-93 COBRA WING HATCHBACK Part # 206-B3.....$299 fits LX 79-93 COBRA WING COUPE/CONV Part # 211-B3....$299 and GT Hatchback 79-93 COBRA INSERT Part # 4315-B3.......................$159 Part # 201-B3 87-93 COBRA SIDE-SKIRTS Part # 4335-B3.............$429 .....................$299 87-93 COBRA REAR BUMPER Part # 3336-B3..........$299 fits Coupe & Convertible 91-93 COBRA FRONT FENDER EXT Part # 4331 -B3 ...$159 79-93 CERVINI WING -Part # 204-B3.............$265 87-93 COBRA R HOOD (2000 STYLE) Part # 155-B3..............................................................$495 87-90 COBRA FRONT FENDER EXT Part # 4332-B3.......$159 fits Coupe & Convertible

84-93 STYLING BAR -- Part # 7001-B3............$449

Cosmetic enhancement. Not for protection against rollover.

87-90 LX AIR DAM -- Part # 4323-B3....................$245 91-93 LX AIR DAM -- Part # 4324-B3....................$245 87-93 LX BUMPER FILLER -- Part # 311-B3..........$29

87-90 LX 4 PIECE GROUND EFFECTS KIT -- Part # 9013-B3................................$565 91-93 LX 4 PIECE GROUND EFFECTS KIT -- Part # 9014-B3................................$565 85-93 LX SIDE SKIRTS -- Part # 4300-B3.................................................................$205

87-93 LX REAR VALANCE -- Part # 4302-B3.........$245


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BY MICHAEL JOHNSON

Feed the urge for automotive adrenaline ▶BACK TO THE PAST

If you want to add distinction to your ’05-’11 Mustang’s rear, check out Cervini’s Auto Designs’ new [(800) 488-6057, www.cervinis.com] ’05-’11 Mustang taillight conversion kit. The kit includes DOT-approved taillights with built-in sequential turn signals, high-intensity LED bulbs, and a trunk filler. For ’10-’11 Mustangs, a few more components, including Cervini’s duck-tail wing and one-piece rear bumper cover, are needed to make the conversion because of the revised rear-end styling of the ’10-’11. The rear bumper cover and duck-tail wing are from Cervini’s C-series line.

◀POWER PULLEY

Raise the power of your ’07-’10 Shelby GT500’s stock supercharger with UPR Products’ [(561) 588-6630; www.uprproducts.com] new billet supercharger pulley kit. This kit includes a billet-steel hub and billet-aluminum interchangeable pulley for easy pulley changes—ranging from 2.60-, 2.80-, and 3.00-inch (stock diameter). UPR recommends the use of an auxiliary idler when going to a smaller supercharger belt to take up the belt slack and prevent belt slip with the smaller pulley. Also, whenever changing to a smaller pulley, make sure to have your vehicle retuned for the new boost level. This billet supercharger pulley kit installs in 45 minutes or less with a pulley remover (not included) or hydraulic press.

▲LONG GAIN

American Racing Headers [(631) 608-1986; www.americanracingheaders.com] is at the forefront of ’11 Mustang development with its new direct-fit ’11 Mustang GT long-tube headers and X-shape crossover. Made from 304 stainless steel, the system features 3∕8-inch-thick flanges with hand-ported inlets; merge collectors with scavenger spikes; high-flow, metallic catalytic converters; and Grade 8 hardware. They are available with your choice of 1¾- or 17∕8-inch primaries. Despite its amazing out-of-the-box horsepower output, the new 5.0 is a perfect candidate for American Racing Headers’ new exhaust system, which has shown gains of up to 32 hp at the wheels. DECEMBER 2010 5.0

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▶TWICE THRICE

Actron’s [(800) 228-7667; www.actron.com] new AutoScanner Plus Trilingual scan tool diagnoses OBDII, CAN, and ABS issues, delivering live engine data in English, Spanish, and French. This new-generation scan tool can also record, graph, and play back real-time data; and read and erase generic and manufacturer-specific trouble codes. “Featuring our unique CodeConnect technology, the easy-to-use AutoScanner Plus displays trouble codes and prioritizes troubleshooting with the Top Reported Fixes specific to a vehicle’s make, model, year, and engine. With the simple push of a button, the AutoScanner Plus ‘connects’ you with the most probable solutions to the vehicle problem,” said Jennifer Grabowski, product manager for Actron. AutoScanner Plus provides the information we need to fix our Mustangs.

◀SATIN CONCEPT

Some of us like to stand out from the crowd; however, the other half likes to stay under the radar. If you like it on the down low, check out Cruizin Concepts’ [(888) 630-0655; www.cruizinconceptswhole sale.com] new Stealth Black FR5 wheel. To match your Mustang’s toned-down exterior, this wheel's satin-black finish is for you. Built from 3061-grade aluminum alloy, this wheel features Cruizin Concepts’ unique paint code. Designed for ’94-’11 Mustangs, it’s available in 18x9- and 18x10-inch diameters and will accommodate big brakes, including those found on ’07-’11 Shelby GT500s.

▶CUT FOR CUBES

The 347 stroker has reached legend status within the Mustang community, and Summit Racing [(800) 230-3030; www.summitracing.com] has just made it easier to have said cubes under the hood of your Mustang. Summit Racing now offers this fully prepped 347-stroker engine block for just $689. The Summit Ford 347 block features an ’86-’00 Ford 302 block as its foundation, prepped with a 0.030-inch overbore; proper clearances for a 3.400-inch stroker crank and H-beam rods; a CNC-machined deck surface; and line-honed mains. It also comes with pre-installed cam bearings, pipe plugs, and brass freeze plugs. The block is washed, treated with a rust-preventive coating, and painted black before it reaches your front door. 26

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Welcome to a new chapter in 5.0 Mustang performance: ProCharger Intercooled High-Output (HO) Supercharger Systems and Tuner Kits for the all-new 2011 5.0 Mustang. Utilizing the patented and proven, self-contained ProCharger P-1SC-1 making 7 psi of boost, highly effective air-to-air intercooler and a dedicated 8-rib drive, ProCharger can add 165 or more HP to an otherwise stock 2011 5.0 Mustang running high quality pump gas. From one legend to another, welcome to the future of legendary 5.0 Mustang performance. Pro Charger: The ULTIMATE Power Adder™

ProCharger.com • 913-338-2886


▶HOLDING POWER

If you’re already going power-crazy on your ’11 Mustang GT, you’re probably in the market for ATI Performance Products’ [(800) 284-3433; www.atiracing.com] new Super Damper for the Coyote 5.0 engine. Since the Coyote engine utilizes two drivebelts, this new damper is offered in an OEM replacement diameter (PN 918047) with dual six-rib serpentine drive pulleys to run the accessories. However, the damper also includes provisions to work with the bolt-on crank pulleys from most popular supercharger companies. The Mustang damper comes with laser-etched timing marks and exceeds SFI 18.1 safety certification.

◀GET SHORTY

In the Mustang game for years, BBK Performance [(951) 296-1771; www.bbk performance.com] continues to churn out parts for our favorite ride. Naturally, BBK’s latest offering is for the ’11 Mustang GT. These short-tube headers feature 1¾-inch mandrel-bent primary tubes in your choice of a chrome, polished-ceramic, or 304 stainless steel. These headers start at $349.99 for the chrome versions, which includes new gaskets, as well. BBK reports gains of up to 14 hp. Testing involving other mods, including the company’s upcoming X-shape crossover and cold-air kit, is ongoing.

▶PERFORMANCE RESULTS

Anderson Ford Motorsport [(217) 935-2384; www.anderson fordmotorsport.com] is known to get results from its Power Pipe offerings. The AFM guys recently shared the improvements from adding a Power Pipe to a beefed-up ’06 Mustang GT with a Vortech YSi-Trim supercharger. With a Three-Valve 5.0 modular featuring PER-ported heads, Comp Cams grinds, 9.25:1 compression, 4.10 gears, a DBX meter, 60-lb/hr injectors, GT500 fuel pumps, a Vortech intercooler, and a 10-percent overdriven damper underhood, the car made 606 hp at the wheels breathing through the standard inlet. After adding an AFM Power Pipe, power shot up to 660 hp at the wheels as boost increased by 5 pounds from 22 to 27 pounds. Torque numbers also rose by 30 lb-ft. This particular Power Pipe was developed on AFM’s own ’05 Mustang GT test mule. 28

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▶HIDDEN LIGHTS

DG Custom Auto [(619) 966-9323; www.dgcustomauto.com] redesigned the face of the GT billet grille with its Hidden Fog Light kit. If you like the look of horizontal, full-faced grille but still want the functionality of foglights, this kit will fill both needs in one package. This kit maintains use of the factory foglights, and also includes a horn-relocation kit to move them from sight. The foglight-delete replacement billet grille comes with added horizontal bars to hide the components behind it. DG’s mounting brackets, hardware, and step-by-step instructions make this a quick and easy install. This product is available in polished or black powdercoat.

◀REGULATED BUDGET

Aeromotive’s [(913) 647-7300; www.aeromotiveinc.com] newest EFI fuel pressure regulator (PN 13129) is aimed at budgetconscious performance enthusiasts who still desire quality. This regulator encompasses the features and benefits found on all Aeromotive regulators, yet in a new smaller and lighter package. Capable of supporting applications up to 1,000 hp, the 13129 EFI Bypass Regulator can handle high-horsepower Mustangs but is docile enough for your daily driver. It features a bypass design and provides (two) ORB-06 inlet/outlet ports, (one) ORB-06 return port, a vacuum boost reference port, and a 1∕8-inch NPT gauge port. Base pressure is adjustable from 30 to 70 psi and fuel pressure rises on a 1:1 ratio with boost.

▶NO DRONE

Engineered using its patented Reflective Sound Cancellation technology, Corsa’s [(800) 486-0999; www.corsaperformance.com] new ’11 Mustang GT axle-back exhaust systems are designed to deliver a muscular sound with no annoying interior drone. Corsa offers two distinct sound levels for the ’11 Mustang GT. The Sport exhaust system (PN 14316), also available for ’11 V-6 models, is designed to be bold and robust on the throttle, while the Xtreme exhaust system (PN 14317) produces a louder, more aggressive note. Corsa says its ’11 Mustang GT 5.0 systems are 18 pounds lighter than stock and deliver a claimed 153-percent increase in flow, which results in a reported performance gain of 7 hp and 4 lb-ft of torque. 5.0 30

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BY STEVE TURNER

The latest rumblings in the Ford world

’11Explorer

M

any of us have owned or at least driven an Explorer, a vehicle that quite simply helped define the whole SUV category. In corporate terms, it is nearly as iconic as the Mustang. Ford tells us that an amazing 96 percent of North American consumers recognize the Explorer name. In its complete makeover for ’11, the last thing the company wanted to do was abandon the Explorer’s successful formula of on-road sophistication blended with back-road capability. So even though the all-new seven-passenger ’11 Explorer is unibody-based rather than body-on-frame, it has not lost its adventurous spirit and will still cover the ground many of its competitors fear to tread. The key to this back-country prowess is a simple consolemounted rotary knob that controls the all-wheel-drive version’s Terrain Management System—a means of optimizing throttle tip-in, tranny shift points, and characteristics of the traction-

and stability-control systems for normal, mud, sand, or snow conditions. There’s also a one-touch Hill Descent Control that keeps things from going downhill too fast. Plus, it will still tow up to 5,000 pounds and has the latest F-150’s electronic Trailer Sway Control. The ’11 Explorer is also far more fuel-frugal, having completely abandoned the former 4.0-liter V-6 and 4.6-liter V-8 powertrain lineup. Ford says the available new twin-turbo 2.0L EcoBoost four-cylinder gets an amazing 30-percent better mileage than the outgoing 4.0L six, while producing more power and torque. The base 3.5-liter V-6—similar to the new Mustang V-6, with twin independent variable cam timing—offers about 20 percent better economy than the old six, produces a meaningful 290 hp and 255 lb-ft, and can be paired with front- or all-wheel drive. It’s a great-looking, well-crafted package. We’ll report back once we get to drive this thing later in the year. —Dale Amy

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FOX DEPOT

While the introduction of an all-new 5.0 Mustang is stirring up the aftermarket, it’s great to see there’s still a great deal of interest in our beloved Fox Mustangs. The latest player to join the Fox restoration world is National Parts Depot [(800) 874-7595; www.npdlink.com]. If you aren’t aware of NPD, you haven’t tried to restore an older car before, as NPD carries a truckload of positive karma in the restoration world. As such, it’s a welcome addition to the world of Fox restorations. It’s taken NPD a while to join this party, but it wasn’t for lack of desire. And the company isn’t just dipping a toe in the pool to see how it feels—it’s cannonballing right into the deep end with a 202,000-square-foot expansion of its Ocala, Florida, headquarters.

Boosting the facility to 575,000 total square feet will make room for plenty of ’79-’93 Mustang restoration parts. NPD

prides itself on keeping parts—including the less popular part numbers—in stock for speedy shipping.

WEEKEND WARRIOR

Quick Spin: ’10 Lincoln MKT

After an enlightening week in the ’11 Mustang, I shifted gears into a ’10 Lincoln MKT. It was my first experience in Lincoln’s luxo crossover, which shares the same underpinnings as the Ford Flex. In practice, I found the MKT a bit more user-friendly than its Ford cousin. The curved lines of the body just seemed to make the MKT feel a bit smaller and easier to navigate in tight parking lots. Some may prefer the boxy styling of the Flex, but not I. On the road, it was easy to revel in the cornucopia of options and gadgets available to Lincoln customers. My time in the MKT was opportune, as we took a planned family trip to the beach. It offered plenty of room for the family and gear, and even my 7-year-old son reveled in the panoramic roof and rear console refrigerator. “This is the life,” he said. Indeed, I could find myself getting used to air-conditioned seats, and especially the Adaptive Cruise Control. It’s an immense blessing on Florida interstates, especially on a holiday weekend. More basic but just as pleasurable was the presence of the 355hp, 350–lb-ft, EcoBoosted 3.5-liter, which provided welcome power in passing situations. It was by no means a fuel-sipper, especially with the occasional full-throttle bursts. In all, if you need to move six passengers in the lap of luxury, the MKT is a sharp, modern choice if you have the means for what can approach $50,000 with all the options. Upshifts: • Adaptive Cruise • EcoBoost • Styling Downshifts: • Price • Mileage 36

We recently had the chance to spend some time in Classic Design Concepts’ (www.classicdesignconcepts.com) Weekend Warrior project. Often SEMA show cars are all show, but CDC’s ’10 Mustang was built on a unique theme of a street car that is ready for track action at any time. In fact, all the necessary tools and hardware for a track event are artfully installed in the rear of the Mustang, which was turned into a Fastback-style arrangement by discarding the rear seat and all its mounting metal in favor of a rear-seat delete that serves as a display case for all the open-track gear. The outside of the car, naturally, features all of CDC’s bodywork, including a carbon-fiber roof and a few items from Vaughn Gittin Jr.’s RTR lineage. Under the car’s pretty skin is a host of Ford Racing Performance Parts handling and performance gear, and a peppering of good bits from Baer and Maximum Motorports. In practice, the Weekend Warrior is what you might expect. It sticks like glue in the corners but gives up a bit of ride quality in trade. Driving it was also my first opportunity to spend quality time in a Three-Valve with the FRPP ported

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heads and Hot Rod cams. It was cool. Packing 3.89 gears in its vocal rearend, the Warrior was quite fun to rip through the

gears. Moreover, despite the performance idle and sound, those traits didn’t detract from the car’s driveability. This a perfor-

mance car disguised as a show car. Lots of fun. Check out more photos at 50mustang andsuperfords.com.

5.0 FEEDBACK

5.0mailbag@sorc.com

LIVING LANGUAGE

Ok, call me old fashioned. I am an instructor so maybe its my zeal to have people communicate properly. I hope you find time to read this and take it in the vain it is intended. I know most of your emails concern article content, car questions etc but I am not writing you about that.I have found your presentations to be informative and interesting, with one exception. I am bugged by your habitual use of a non-word. there is no such thing as a “one off” item or thing its “one of.” ONE “F” NOT TWO. you even had this strange word on a cover a few months back. can you please explain why you have chosen to allow this non-word to be used and what does it mean? “one of” means there is only one of that particular item, there is no meaning that I can locate for “one off.”. hope to hear from you soon, sincerely , Dean Alexander Rio Rancho, NM There’s a saying about throwing stones in a glass house. Since you are nit-picking our use of the English language, I thought we should run your letter in unedited form so other readers can accurately consider your points. There’s also a saying that our language is living, meaning it is constantly growing and changing. New words and usages are accepted all the time. However, there are still some rules we should attempt to adhere to in order to convey our thoughts with clarity. In the age of a pervasive Internet, these rules—punctuation, spelling, capitalization, and so on—are often ignored. We are by no means perfect, but we try our best. While we do engage in some hyperbole on our covers to attempt to attract the wandering eyes of newsstand buyers, we still adhere to some basic rules. Regarding the use of “one-off,” Dictionary.com defines it as “something occurring, done, or made only once.” Likewise “one of one” is just a way to say a car is the only one, or as rare as it gets. Consider it poetic license in the name of commerce.

WHAT A GREAT IDEA

I enjoy your magazine. I happen to be the owner of a ’91 Mustang GT. Your article on the Fox 500 project was really interesting. I think your next project should be fitting Ford’s new Coyote engine into a Fox-body. That would really fly. Joseph Mechanicsville, VA Glad you’re enjoying our series of articles on the Fox 500. It’s been a big undertaking, but it’s getting closer to reality. Only the interior is left before the car is roadworthy, and I am giddy with anticipation to experience the efforts of Paul’s High Performance and Motor City Solutions on the streets.

As for your suggestion of swapping a Coyote in a Fox Mustang, that is the next project on my list. My goal is to properly finish the Fox 500, and then move on to the Coyote in a Fox. I’m thinking total sleeper with modern muscle. Stay tuned.

WHERE ARE THEY NOW?

I just finished reading the Sept. ’10 issue, and I was especially enamored with your suggestion of a modern-day 5.0 Shootout. I’m excited to see how quick the new 5.0s will be. I know a few have made it into the 10s without much work. What I would really like to see is a story on “where are they now” pertaining to all those old 5.0 Shootout cars. I am sure some have met their demise or others have gone on to compete in other classes, but there must be a couple still around that could carry the torch. I have all the old issues as you noted in your column. Brian Wolfe still has his ride, as does Joe Silva. I believe Joe’s son is currently racing a Mustang similar to Joe’s old red coupe. There must be others who would be willing to dust off the old rides, fill them up with some VP racing fuel, and run ’em down the strip a few times. I bought my first ’88 LX in June of 1990, right in the thick of the 5.0 movement. That was a time when people were experimenting with 289 or 351 heads, porting and cutting stock intakes, and looking for more horsepower. Lakewood traction bars gave way to Southsides, and people used aluminum spares on the front for skinnies. I remember Ronnie Crawford taking the world by storm with a simple Strawberry Metallic coupe with a 347. There are so many more. I think it would make a great issue. Keep up the great work! Michael Zombar Watertown, CT Thanks for the kind words, Michael. I can tell you are a legit 5.0 fan from back in the day. It seems like that kind of excitement is with us again with the introduction of the ’11 5.0 Mustang. We’re taking a hard look at a shootout for these cars, but we need to give the market a bit of time to mature so there are more parts available and more info about the tuning of the TiVCT 5.0. Regarding the heroes of the early 5.0 Shootout days, there was an attempt to revisit the latter-day Stormin’ Norman Shootouts that followed the original 5.0 Shootout, but the event was poorly attended. As much as some of us lifers might love to revisit those days, I’m not sure there’s a large audience that’s up for revisiting a shootout with the old cars. However, I do think the time has come for a sanctioning body to add some sort of nostalgia Pro 5.0 class.

SHORT TIMES Nitto Tire announces the launch of its first website specifically designed for mobile devices at mobile.nitto tire.com… Lifestyle apparel brand Wicked Quick is proud to announce today its new agreement with Carroll Shelby Licensing, enabling them to feature iconic Shelby emblems on a select run of Wicked Quick (www.wicked quick.com) garments and headwear… 5.0 38 5.0 DECEMBER 2010

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KEEP PERFORMANCE LEGAL

HOW SEMA FIGHTS TH THE GOOD FIGHT FOR PERFORMANCE AND HOW YOU CAN HELP

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T

he 2010 elections are here, and at no time in recent history has Washington been so divided. Less than two years ago, then-Senator Barack Obama led a movement united by the desire for change. Voters wanted a new era of bipartisan cooperation, openness and an abandonment of “politics as usual.” The realities of backroom politics quickly eroded campaign ideals. Whether President Obama and the Democratic leadership failed to deliver or his opponents refused the invitation, the battle lines were fortified and partisan rancor is now stronger than ever.

It’s easy to identify key events that hastened the downfall. We must also acknowledge that circumstances at the beginning of 2009 were dire. The world economy wavered and consumers and businesses alike were gripped in fear. Early decisions made by the Obama Administration and Congress helped bring stability to the markets but also left a sour taste for many. Did we bailout the right people? Did we mortgage our future to jump-start the economy? Will skyrocketing deficits lead to stagflation, inflation or other types of economic grief? Health care reform underscored the divisions. Early on there was a “debate”

FROM EMISSIONS TO AUTO EQUIPMENT STANDARDS, THE GOVERNMENT IS MAKING DECISIONS ABOUT YOUR CURRENT AND FUTURE CAR on how to address the twin issues of skyrocketing premiums and the millions of Americans without health care insurance. But by last summer, it had devolved into issue ads and angry townhall gatherings. We are again at an election crossroads in which many voters are seeking “change.” That’s what this story is about—an opportunity to consider how actions being taken by federal and state lawmakers impact you, the auto enthusiast. The need for the enthusiast community to stay informed and become involved is greater than ever. From emissions to auto equipment standards, the government is making decisions about your current and future car. This topic is not limited to Washington. While the federal government issues national rules dictating vehicle safety and emissions equipment, most other issues are handled at the state and local levels. From titling and registration to inspection and maintenance, your car is subject to decisions made by state and local officials. The future of our hobby depends on you. The ballot box is one venue for making your views known. We also urge you to work collectively with your fellow enthusiasts. How? Join the SEMA Action Network. The SAN is a partnership between enthusiasts, car clubs and members of the specialty auto parts industry in the U.S. and Canada who have pledged to join forces in support of legislative solutions for the auto hobby. It’s free to join and the SAN keeps you informed about pending legislation and regulations—both good and bad—that will impact your state or the entire country. It also provides you with action alerts, speaking points, and lawmaker contact information if you want to support or oppose a bill. Join now at www.semasan.com.

Horse Sense: Reminder—While it is illegal to market a product that does not comply with a Federal or State law, it is not illegal for the individual to install the product on their own vehicle. However, the motorist may be issued a citation or the vehicle may fail inspection.

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KEEP PERFORMANCE LEGAL REGULATING HOT ROD EMISSIONS

Government regulations continue filtering into the hot-rod community. Our purpose here is to provide a chronology of events helpful to understanding the current regulatory landscape and then look into the future of what enthusiasts can expect. You will become aware of the role enthusiasts can play in this process, in

were mandated in shorter time periods and included the downsizing of displacements, reducing vehicle weight, redesigning engine packages and making companion changes requiring years to accomplish. As a result, we entered the emissions “bandaid” era involving short-term modifications the OEMs could make in order to meet required standards. Air pumps, carburetors with limited adjustments, exhaust gas recirculation, catalytic converters, rear gear changes to reduce on-road engine

addition to steps that have been and are being taken by the Specialty Equipment Manufacturers Association on behalf of the users of their products. It has been approximately 40 years since the government agency that became California’s Air Resources Board first met with specialty aftermarket parts manufacturers. The agency had become aware that non-stock, emissions-related aftermarket parts were being installed on California vehicles and wanted to establish guidelines for their use. About a dozen specialty parts manufacturers attended the meeting that was convened by the agency setting “design limits” based on the most robust parts options available from the original equipment manufacturers. In other words, if an OEM offered any versions of “high-performance” parts as options to stock counterparts, emissionsrelated specialty aftermarket parts would not be allowed to exceed the design criteria of higher performance OEM components. For example, multiple carburetors, dual exhausts, camshaft specifications and similar limits to other such aftermarket parts would be the rule. Moving into the ’70s and ’80s, enthusiasts saw and experienced the impact of OEM emissions controls. Federal emissions standards imposed on the OEM

speeds and comparable “quick fixes” were imposed on consumers and enthusiasts, the net effect being both a real and perceived reduction in prior vehicle performance. At the enthusiast level, emissions controls were perceived as performancereducing components. It would be another ten years before redesigned engine packages with computer controlled electronic fuel injection and higher overall combustion efficiency would restore “high performance” to the OEM community while meeting even more stringent emissions and fuel economy requirements. Even during these years, and flying somewhat under the radar, there was the need for specialty aftermarket parts manufacturers to begin adapting to new OEM technologies. Failure to do this impacted two areas in particular. One dealt with attempts to develop products with consumer value in the face of much more daunting engineering tasks. The other was the requirement that certain emissions standards be met, because by this time both the CARB and the U.S. Environmental Protection Agency were aware that improperly designed emissionsrelated parts could take an otherwise certified vehicle out of compliance. At this point, SEMA took a proactive

By Jim McFarland

44

role in working directly with the CARB to create a method by which emissionsrelated specialty aftermarket parts could be brought into compliance. While the EPA had its own anti-tampering provisions contained in the federal law affecting aftermarket parts, the CARB had taken a more aggressive position in regulating these components. Working directly with CARB staff, SEMA helped establish an emissions testing program whereby emissions-critical parts could be made legal for on-road use in California. Ultimately, EPA would recognize this certification for use elsewhere in the country. At the time, as now, the so-called CARB Executive Order certification process that was created embodied test procedures required of the OEMs when certifying new vehicles. Today, SEMA continues working with both the CARB and EPA to help enable its membership to achieve emissions compliance for specialty aftermarket parts, all of which has a direct impact on several segments in the performance enthusiast community. There have also been concerns for owners of specially-built or kit car enthusiasts, pertaining to various titling issues and other state-based challenges in numerous locations across the country. Particularly in California, where a significant number of specially built vehicles were identified by regulators as either improperly or illegally registered (approximately five years ago), a major threat to the street rod industry appeared. Because such violations were considered a felony offense, car owners were targeted for arrests and the probability of confiscated vehicles. It has required a major effort on the part of SEMA, working in conjunction with the California Attorney’s Office, CARB, Bureau of Automotive Repair, Department of Motor Vehicles, and state legislators to craft a solution to this critical issue. Whereas five years ago there was no clear path to obtaining legal registration and emissionscompliance for these vehicles, today there is a means for accomplishing it. Concurrently, SEMA has continued working with states outside California to configure laws and regulations to enable legal registration of street rods and custom cars (including kit cars and replicas). The SEMA model legislation, enacted in 20 states to date, also provides for special license plates for these vehicles. The bill defines a street rod as an altered vehicle manufactured before 1949 and a custom as an altered vehicle at least 25 years old and manufactured after 1948. The bill allows kit cars and replica vehicles to be assigned a certificate of title bearing the same model year designation that the body of the vehicle was constructed to resemble. Most recently, there have been concerns about the regulation of carbon

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dioxide emissions and how performance parts relate to so-called greenhouse gases. After a review of data gathered during emissions compliance testing of specialty aftermarket products that successfully passed these tests, the levels of CO2 that exceeded baseline emissions were quite low. In fact, although increased air/fuel charge enrichment in and of itself can somewhat increase CO2, if combustion efficiency levels associated with improved fuel economy and acceptable emissions are maintained, little or no unfavorable impact has been observed. So it would appear that performance products, when designed and used in a way that enables fuel economy equal to or better than that obtained with stock components, create a negligible effect on CO2 output. Looking ahead, it is clear that OEM technology and ways it can be improved by enthusiasts or made compatible with specific performance objectives is a further challenge. The car companies build vehicles with technologies that must be understood and addressed, not only within regulatory requirements that include safety and emissions, but also as the platform on which the aftermarket must operate. This challenge has included increased pressure from regulatory requirements, largely dealing with emissions performance and compliance. Gone are the days when performance parts manufacturers could simply expand on the dimensions or specifications of an OEM part or system to produce more power. Aftermarket parts

manufacturers are required to upgrade their own technical capabilities and be prepared to meet new challenges to integrate emissions-related parts to regulatory test methods. Looking further into the future, it is abundantly clear that Federal and State governmental regulations will continue to affect the performance aftermarket, ranging from parts manufacturers to enthusiasts. Historically, it is not a matter of “if” regulations will impact this industry but “when” and to what extent they will do so. An integral part of working toward the prevention or reduction of such actions is the combined ability of SEMA to identify and confront heavy-handed legislation potentially damaging to the performance enthusiast community while working directly with government regulators to address mutual concerns. By linking and integrating these critical elements, the high-performance industry and enthusiast landscape we know today will be ensured a viable future.

SEMA ACTION NETWORK

Gridlock and bitter partisan politics continue to persist in Washington, D.C. and in the state capitols around the country, making positive legislative action difficult. Fortunately, the SEMA Action Network has been breaking through the gridlock and promoting legislative solutions for the automotive hobby since 1997. The SAN is a partnership between enthusiasts, vehicle clubs and members of

the specialty automotive parts industry in the United States and Canada who have joined forces to promote hobby-friendly legislation and oppose unfair laws. With nearly 40,000 members, 3 million contacts and an ability to reach 30 million enthusiasts through print and press, the SAN is the premier organization defending the rights of the vehicle hobby. The SAN is free to join with no obligations or commitments. When it comes to taking the action needed to protect the automotive hobby, only the SAN has the experience, the resources, and the dedicated network of enthusiasts to stop unreasonable bills in their tracks and keep the hobby free from overly restrictive government regulation. No other organization brings such a comprehensive set of tools and resources to bear on this mission: • A professional government affairs staff in Washington, D.C. that works in all 50 states and at the federal level. • A full-time research staff that monitors every bill introduced in every state. • Tailored action alerts sent to enthusiasts with bill information, speaking points, and legislator contact information. • The SEMA SAN website which features tracked legislation, action alerts, guidance on letter writing, lobbying elected officials, land-use policies, warranty denial and a means by which you can identify your legislators. • The award-winning monthly legislative newsletter—Driving Force.

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KEEP PERFORMANCE LEGAL • Pro-hobby model legislation crafted by SEMA SAN staff. • The State Automotive Enthusiast Leadership Caucus—a collection of nearly 450 state legislators with a common goal to support the motor vehicle hobby. • The Congressional Motorsports Caucus—100 U.S. Representatives and Senators who have aligned to pay tribute to America’s ever growing love affair with the car and motorsports. The SAN is an organization dedicated to providing the tools and information necessary for hobbyists to protect their passion. To raise awareness of important issues affecting the hobby around the country, the SAN sponsors the Hot Rod Power Tour bus, travels to car shows and events, raises awareness through automotive media, operates a Facebook group and a Twitter page, and distributes issue brochures to car clubs and businesses. The SAN further supports car clubs by advertising their shows and charitable events in Driving Force. In its 13-year history, the effect of the SAN on shaping government policy has been enormous. The SAN has successfully: • Enacted street rod and custom vehicle (including kit cars and replicas) registration and titling laws in 20 states. • Protected classic vehicles waiting to be restored on private property from confiscation. • Safeguarded legal off-road nitrous oxide use with SAN model legislation • Defended enthusiast’s right to use more durable aftermarket exhaust systems. • Junked state-level Cash for Clunkers legislation. • Enacted legislation to lower taxes and fees for hobbyist vehicles. • Advocated to ensure public lands remain open to responsible off-road recreation. The current economic and legislative environment is emboldening governments to become more aggressive with their anti-auto hobby legislation. States are seeking new avenues for generating revenue and new ways of dictating what you can and cannot do with your vehicles. The message government is sending is clear—the hobby needs the SEMA Action Network now more than ever. Enlist now in this fellowship of auto enthusiasts, join the SAN at www.semasan.com

LOBBY FOR THE HOBBY

“We the people of the United States” are not just words from the first line of an old document. We are the people who love muscle cars, hot rods, street rods, tuners, replicas, off road trucks, and many other varieties of automotive pursuits that are as diverse as the country in which we live. We are also the people who have to work to protect our automotive passions from unnecessary, unfair, or well 46

intentioned but poorly written laws and regulations. Fortunately, we the people live in a country where we can still make a difference in how we are governed. Our greatest tool in making that difference is our voice. By speaking out on issues that concern the automotive hobby, contacting our representatives, and working constructively with government officials, we have the power to protect our passion and keep it safe for future generations of auto hobbyists and enthusiasts. When legislatures are out of session, representatives are in their home districts and typically have more time to meet casually with their constituents. They are also planning for the next legislative session and deciding which bills to introduce. Contacting them can have a tremendous impact by raising their awareness of issues that could impact our hobby during the next session. That is what makes right now the perfect time to get involved and build relationships with your legislators, so hit the gas and keep your foot down! To get you started, we have prepared 10 tips you can use when contacting your representatives: 1. Develop and Maintain Relationships with Your Legislators and Their Staff Make contact and develop productive relationships with individual legislators. It is the most effective form of grassroots lobbying. It’s also important to develop a relationship with their staff who monitor ongoing legislative and community initiatives. 2. Educate Legislators About Our Hobby and Our Issues Educate your legislator about the hobby and emphasize the positive impact it has on the community. 3. Maintain a Positive Attitude Develop a positive relationship with your legislator. The next time an enthusiast-related issue comes up, that same legislator may be needed to support your cause. 4. Stay Informed Keep up-to-date on the legislative issues that affect the hobby in your state. Share this information with fellow enthusiasts. 5. Get Involved in the Community Join with other community groups to build positive exposure. Holding charity runs and fundraisers provide a great opportunity to show local residents and politicians that auto clubs are a positive community force. 6. Build Relationships with the Local Media Contact local newspapers and radio/ TV stations to publicize car shows, charity events, etc. 7. Invite Officials to Participate in Your Events Give legislators a platform to reach an audience of constituents.

8. Build an Automotive Coalition Create coalitions to add strength in numbers and ensure that the rights of all vehicle enthusiasts are represented. Actively participating in regional and statewide councils will develop a unified message to lawmakers. These types of pro-hobbyist groups can be an influential political force. 9. Spread the Word Take this information to your next club meeting, cruise night or post it on your online forums. Share this information with other enthusiasts who are willing to help lobby for the hobby. 10. Register to Vote Exercise your right to support prohobby candidates. Constituents are an elected official’s number-one priority. Without you and your vote of support, they would not be in office, so make sure you’re registered and get out and vote.

SCRAPPAGE PROGRAMS

In recent years, state and federal officials have attempted to implement emissions reduction programs that target older vehicles. Most scrappage programs allow “smokestack” industries to avoid reducing their own emissions by buying pollution credits generated through destroying these vehicles. These programs accelerate the normal retirement of vehicles through the purchase of older cars, which are then typically crushed into blocks of scrap metal. Hobbyists suffer from the indiscriminate destruction of older cars, trucks and parts, which anyone undergoing a restoration project can attest. America safeguards its artistic and architectural heritage against indiscriminate destruction, and our automotive and industrial heritage deserves the same protection. While some legislation designed to spur sales of new and used automobiles is positive, such as vouchers toward the purchase of a new or used cars or tax credits to help upgrade, repair or maintain older vehicles, scrappage provisions are not. Scrappage programs focus on vehicle age rather than actual emissions produced. This approach is based on the erroneous assumption that all “old cars are dirty cars.” However, the true culprits are “gross polluters”—vehicles of any model year that are poorly maintained. Scrappage programs ignore better options like vehicle maintenance, repair, and upgrade programs that maximize the emissions systems of existing vehicles. In the past year, scrappage initiatives have been defeated California, North Carolina, and Washington. Enthusiasts played a vital role in altering federal scrappage legislation in 2009 when an amendment was worked into the “Cash for Clunkers” program to spare vehicles 25-years and older from the scrappage heap and expand parts recycling opportunities. Cash for Clunkers operated

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EXHAUST NOISE

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magine driving down the road and getting stopped for the modified muffler on your painstakingly restored ’66 Mustang. Now imagine sitting on the shoulder, receiving a citation from local law enforcement, while a stock Ferrari overtakes your car and drives on. This is the scene being played on state highways across the country, the result of poorly drafted or ineffective state laws and regulations. The laws on the books in these states frequently cite the manufacturer’s specifications or a factory installed muffler as the basis on which vehicle exhaust noise is measured. On this topic, states can generally be divided into two major categories: States with noise standards and states without noise standards. Of the states with a test standard on the books, many ignore guidelines when handing out citations. Most states that have chosen to go the route of setting specifications choose to measure a vehicle’s noise by decibels. States that have quantifiable noise standards on the books are shaded red in the map above. These standards often go unenforced. One reason these regulations are not enforced is that they are based on an in-use standard—exhaust noise is measured while a vehicle is in motion on the highway. The states that employ these operating standards typically divide vehicles into classes and then set separate standards: one for vehicles while driving on roads with a speed limit of 35 mph or less and a second standard for vehicles driving on roadways with a speed limit greater than 35 mph. The measurements are to be taken while the vehicle is in motion on the road, usually from a distance of 50 feet from the center lane of travel. Other states choose not to specify a quantifiable noise standard. These states are shown in yellow in the map above. Typical language in these states’ statutes includes prohibitions on “excessive or unusual noise” from a vehicle’s exhaust system. While most motorists believe that exhaust systems should not be used in a way that causes overly loud or objectionable noise, these vague provisions fail to provide a clear and objective standard for those seeking more durable exhaust systems that enhance a vehicle’s appearance and increase performance. Language that effectively limits the use of aftermarket exhausts can be found amongst both yellow and red states. Such language includes sentences such as “no person shall modify the exhaust system of a motor vehicle in any manner which will amplify or increase the noise or sound emitted louder than that emitted by the muffler originally installed on the vehicle.” While such language does not specifically prohibit all modification, it does not provide any means of measuring whether a vehicle has been acceptably modified. Such language also negatively affects the aftermarket industry by placing the noise limit authority in the hands of the OEMs and ignores the fact that aftermarket exhaust systems are designed to make vehicles run more efficiently without increasing emissions. Green on the map identifies the three states that have enacted SEMA model legislation to provide enthusiasts and law enforcement officials with a fair and enforceable alternative. The model legislation establishes a 95-decibel exhaust noise limit based on an industry standard adopted by the Society of Automotive Engineers. Under this standard (SAE J1169), a sound meter is placed 20 inches from the exhaust outlet at a

▲Areas of Concern

45-degree angle and the engine is revved to three quarters of maximum rated horsepower. The highest decibel reading is then recorded. Previous California law allowed modifications so long as the noise levels did not exceed the 95-decibel limit. However, the roadside enforcement of this limit was chaotic, leading to subjective, selective, and improper enforcement. Enforcement of the previous law and regulations in California, for example, resulted in many drivers being pulled over by state and local police and cited for improper modified exhaust systems despite having what they believed to be legal aftermarket exhausts. To prove our point (and educate ourselves) about the widespread improper enforcement of the previous California exhaust law, SEMA conducted a series of exhaust noise tests in early April of 2001. First, we contacted California SEMA Action Network members to see how many folks had received citations for excessive or modified exhaust. We were surprised and dismayed to learn how many fit the category! We then invited them to have their cars tested to see if they actually complied with California law. Finally, we hired a board-certified acoustical engineer and did the testing according to the standards set out in California law. Long story short, of the cars we tested only one exceeded the 95db legal level. To remedy this problem in 2002, SEMA helped enact a new enforcement procedure in California through its model bill. The new law forces compliance with an objectively measured standard in a fair and predictable test. Through this procedure, motorists who drive vehicles legally equipped with modified exhaust systems can confirm that they comply with California’s exhaust noise standard. The California Bureau of Automotive Repair began operation of the motor vehicle exhaust noisetesting program in 2003. The law also allows courts to dismiss citations for exhaust systems that have been tested and for which a certificate of compliance has been issued. Under the program, the 40 Smog Check stations statewide that provide referee functions are performing the test. These referee stations are issuing certificates of compliance for vehicles when tests of their exhaust systems demonstrate that they emit no more than 95-decibels, under the SAE test procedure. However, only those vehicles that have received a citation for an exhaust noise violation are permitted to submit their vehicle for the test. A similar standard was enacted in Maine in 2003 and Montana in 2007. DECEMBER 2010 5.0

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KEEP PERFORMANCE LEGAL through voluntary consumer participation, allowing car owners to receive a voucher to help buy a new car in exchange for scrapping a less fuel-efficient vehicle. Vehicle hobbyists eased the program’s effects by convincing lawmakers to include a requirement that the trade-in vehicle be a model year ’84-or-newer vehicle. This provision helped safeguard older vehicles, which are irreplaceable to hobbyists as a source of restoration parts.

INOPERABLE VEHICLES

You come home one afternoon only to find a ticket on your project vehicle that’s parked on your property. Sounds like a nightmare scenario, doesn’t it? But in some areas of the country, it’s all too real. State and local laws—some on the books now, others pending—can or will dictate where you can work to restore or modify your project vehicle. Believe it or not, that project car or truck you’ve stashed behind your house until the new crate engine arrives or the cherished collectible you’ve hung onto since high school to pass down to your kids could easily be towed right out of your yard depending on the zoning laws in your area. Why is the long arm of the law reaching into your backyard? Some zealous government officials are waging war against what they consider “eyesores.” To us, of course, these are valuable on-going restoration projects. But to a non-enthusiast lawmaker, your diamond-in-the-rough looks like a junker ready for the salvage yard. If you’re not careful, that’s exactly where it will wind up. Hobbyists are becoming increasingly concerned about the many states and localities currently enforcing or attempting to legislate strict property or zoning laws that include restrictions on visible inoperable automobile bodies and parts. Often, removal of these vehicles from private property is enforced through local nuisance laws with minimal or no notice to the owner. Jurisdictions enforce or seek to

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enact these laws for a variety of reasons, most particularly because they believe: 1) inoperative vehicles are eyesores that adversely affect property values or 2) inoperative vehicles pose a health risk associated with leaking fluids and chemicals. Many such laws are drafted broadly, allowing for the confiscation of vehicles being repaired or restored. For the purposes of these laws, “inoperable vehicles” are most often defined as those on which the engine, wheels or other parts have been removed, altered, damaged or allowed to deteriorate so that the vehicle cannot be driven. The following are some common conditions that cause vehicles to be in violation of these laws: • Missing tires • Vehicle on blocks • Front windshield missing • No engine • Steering wheel missing • License plate with expired registration date • No license tag In the 2009-2010 legislative session, hobbyists defeated bills in Hawaii, Kansas, Nebraska, Virginia, and West Virginia that would have established unreasonable restrictions on backyard restoration projects. In response to these and other anti-hobbyist efforts, SEMA has drafted its own inoperable vehicle bill that’s fair to restorers, while still considerate of neighbors who don’t want a junkyard operating next door. The SEMA model bill simply states that project vehicles and their parts must be maintained or stored outside of “ordinary public view.” States can adopt this model legislation as their own; in 2005, Kentucky did just that. This past session, Vermont also chose to protect hobbyists from a bill that was targeted at salvage yards. The new law increases the regulation of salvage yards and automobile graveyards in the state, but includes a provision stipulating that hobbyists are not to be confused with the owners of automobile graveyards. The new law defines an “automobile hobbyist” as a person not primarily engaged in the sale of vehicles and parts, or dismantling junk vehicles. Further, the definition of “automobile graveyard” does not

include an area used by an automobile hobbyist for storage and restoration purposes, provided their activities comply with federal, state and municipal law. A model inoperative vehicle bill should contain the following elements: 1. An explicit provision prohibiting a local area from adopting or implementing an ordinance or land use regulation that prohibits a person from engaging in the activities of an automobile collector in an area zoned by the municipality. 2. A definition of collector vehicles that includes parts cars. 3. A provision allowing an automobile collector to conduct mechanical repairs and modifications to a vehicle on private property. 4. A provision mandating that government authorities provide actual notice to the vehicle’s last registered owner and provide an opportunity for voluntary compliance prior to confiscation. 5. A provision mandating due process of the law (adequate notice, right to hearing, etc.) prior to the removal of a vehicle from private property. 6. Language to permit the outdoor storage of a motor vehicle if the vehicle is maintained in such a manner as not to constitute a health hazard. 7. The condition that parts vehicles be located away from public view, or screened by means of a suitable fence, trees, shrubbery, opaque covering, or other appropriate means. Experience indicates that it will be helpful to make a few preparations when you are working in your state or locality to modify damaging proposed inoperable vehicle language: 1. Develop a specialty vehicle definition (e.g. vehicle is 25 years old or older; limited-production vehicle; special-interest vehicle, and so on). 2. Build a coalition of interested clubs and organizations. 3. Propose fair alternative language that benefits both the hobbyist and the community (e.g. screened from ordinary public view by means of a suitable fence, trees, shrubbery, etc.). 4. Garner support from local media. 5. Be persistent in your efforts.

SMOG-CHECK PROGRAMS

Many states operate their own I/M programs in areas that the EPA has designated as a “nonattainment area,” meaning that the area has not attained the EPA’s required air quality. The EPA checks for carbon monoxide, lead, nitrogen dioxide, ozone, particulate matter and sulfur dioxide when designating these areas and when an area does not meet the standard for any individual pollutant, or any combination of the pollutants, then it is placed on the list of nonattainment areas.

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To meet the EPA’s emissions reduction requirements, many states are implementing more stringent emission inspection and maintenance programs. An I/M program may be currently operating in your state, or could be soon. Many states have incorporated the OBD testing method as part of the vehicle emissions inspection for 1996 and newer vehicles. These OBD tests replace tailpipe tests by identifying emissions problems through information stored in the vehicle’s onboard computer system. Some states have even proposed only testing vehicles with the OBD test, limiting the vehicles that need to be tested to those manufactured in 1996 and later. The I/M 240 is an enhanced emissions testing program, with “240” representing the number of seconds that the tailpipe portion of the test lasts. I/M 240 tests require visual inspection of emissions control devices, an evaporative emissions test and a transient drive-cycle exhaust emissions test, performed while the vehicle is running on rollers. Many state programs mistakenly fail vehicles in the visual test based on the presence of aftermarket engine products or force older collector vehicles to undergo some type of testing. Policy makers must properly focus inspection procedures and not confuse legitimate aftermarket parts with emission defeat devices and tampering violations. The hobby must also pursue proactive legislative initiatives to establish exemptions from inspections for low-mileage vehicles, classic vehicles (defined as 25 years old and older) and newer vehicles. It is useful to remind legislators that the emissions from this small portion of the vehicle fleet are negligible. This is especially true when you consider the low miles typically driven by hobby vehicles and the excellent condition in which these vehicles are maintained.

EQUIPMENT INSPECTIONS Understanding how vehicles and car parts are regulated can be a bit confusing. Here is a quick overview. The Federal government, through the National Highway Traffic Safety Administration, has the right to set, enforce and investigate safety standards for new motor vehicles and motor vehicle equipment. These Federal Motor Vehicle Safety Standards are performance-based. They do not dictate design elements. For example, the federal lighting standard prescribes the photometric requirements for a headlamp but does not dictate shape or size. The FMVSS covers basic types of equipment (e.g. tires, rims, headlamps/tail lamps, brake hoses, etc.) and establishes vehicle crashworthiness requirements (front and side impact, roof crush resistance, fuel system integrity, etc.). Emissions and emissions-related parts are regulated by the U.S. Environmental Protection Agency and various state agencies, primary of which is the California Air Resources Board. For products sold in California (and states that have adopted the California standards), manufacturers must conform to standards issued by the CARB. Federal law prohibits states from issuing motor vehicle safety regulations that

conflict with federal standards. This is called federal preemption. However, states are free to enact and enforce safety and equipment regulations, which are identical to the FMVSS or, in the absence of a federal rule, establish their own laws and regulations. The most frequent examples of individual state rules cover parts like “optional” or “accessory” lighting equipment, noise levels for exhaust and stereo systems, suspension height and windowtinting. States also establish rules on how a vehicle is titled and registered. State and local jurisdictions have authority to regulate inoperable vehicles or determine whether an enthusiast is engaged in a business vs. private activity. State and local law enforcement officials issue tickets and inspect cars. State laws have evolved over many generations and they continue to change. Some laws are better than others, and there is a constant need to remind state policy makers not to be biased in favor of the vehicle’s original equipment, such as lighting, tires and wheels, suspension components, and bumper/frame height. For example, some state laws allow motorists to be ticketed when an officer has made a subjective noise level determination that the exhaust system is “louder than what came with the car.” To cite another example, bills have been introduced in state legislatures to ban spinners even

New-Car Emissions Exemptions It is not an effective use of resources to perform emissions tests on newer vehicles. The results of these tests predominately demonstrate no significant threats to air quality from these vehicles. New vehicles are regulated by the EPA, which provides strict emissions standards, which these vehicles have already met. The idea behind exempting all classes of new vehicles is to reduce costs while not losing appreciable emission reductions. This strategy builds support for emission inspection programs, but also directs finite resources to where they will be most valuable in cleaning the air. Even California, the toughest state on vehicle emissions, recognized the benefits of exempting new vehicles and does not require smog checks to be performed on vehicles six model years old or newer.

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KEEP PERFORMANCE LEGAL though they are legal at the federal level. Opposing arbitrary and unnecessarily restrictive equipment and inspection laws is a constant challenge.

NITROUS OXIDE

The hobby must work with legislators to mitigate legislation that would ban the installation of power booster systems, including nitrous oxide systems intended for off-road (track) use. The SEMA model

bill aims to do just that with language that provides for the operation of a vehicle equipped for nitrous oxide, so long as the nitrous oxide is disconnected from the engine when the vehicle is anywhere other than the track.

GAS-GUZZLER LAWS

Gas Guzzler laws primarily come out of state legislatures in misguided attempts to reduce greenhouse gas emissions. A

ENTHUSIAST LEGISLATORS

bill in New York, for example, seeks to establish a progressive purchase or lease surcharge for some new motor vehicles based on calculations of carbon emissions. Depending on the vehicle purchased, this surcharge could require owners to pay up to $2,500 more for a vehicle. Another bill in New York proposes to create a task force that would recommend higher toll and registration fees for vehicles based on the vehicle’s weight, emissions and fuelefficiency ratings. In California, a similar measure was recently defeated that would have added a surcharge to some vehicles based on state calculations of carbon emissions. If such an effort was successful, the effects on a consumer’s ability to purchase their vehicle of choice, not to mention vehicle safety, would be dramatic. These measures would also make popular performance and luxury cars, as well as SUVs, light trucks and minivans, substantially more expensive to own without necessarily curtailing greenhouse gas emissions, since greenhouse gas emissions have more to do with overall basic vehicle maintenance than with owning and operating any particular class of vehicle.

CAFE AND CO2 STANDARDS

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n its efforts to promote and protect the specialty equipment industry and the automotive hobby in the states, SEMA partners with state lawmakers from across the country through the State Automotive Enthusiast Leadership Caucus. Formed in 2005 to supplement the work of our grassroots hobbyist network, the Caucus is a bi-partisan group of state lawmakers whose common thread is a love and appreciation for automobiles. Supported by SEMA’s Government Affairs office in Washington, D.C., the Caucus is serving to raise the motor vehicle hobby’s profile in the state legislatures and in the eyes of the public. Working in state capitals, many of these legislators have sought to preserve and protect the hobby by improving existing motor vehicle statutes and creating new programs to safeguard and expand the hobby. Over the past several years, the work of these lawmakers has brought a series of significant legislative accomplishments for the vehicle enthusiast community and specialty equipment industry on issues ranging from equipment standards to registration and titling classifications, and from emissions test exemptions to the rights of hobbyists to engage in backyard restorations. “The automobile is part of our culture and history,” said New York Assemblyman Bill Reilich, the current Caucus Chairman. “I am extremely pleased at how the membership numbers have increased, however, our work is not done. I will continue to work with the SEMA Government Affairs staff to help educate and encourage participation by our state governmental leaders and work toward our goal of having at least 500 members actively participating in the Caucus.” The work of caucus members has brought a series of significant legislative accomplishments for the vehicle enthusiast community. By joining the Caucus, these legislators have demonstrated their commitment to upholding the rights of vehicle enthusiasts. In addition, hobbyists are able to quickly identify which state legislators have chosen to be recognized for their support of this great American hobby. Approximately 450 state legislators from all 50 states are involved in the Caucus. Check out our web site, 50mustangandsuperfords.com, for a complete list of hobby-friendly state legislators.

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Corporate Average Fuel Economy Standards strive to achieve reduced greenhouse gas emissions through a reduction in the amount of fuel new vehicles burn. Manufacturers are given a fuel economy rating, measured in miles per gallon, that their fleet as a whole must average in a given model year. Congress passed a law in 1973 directing the EPA to set CAFE standards, making these standards a tool exclusively wielded by the federal government. The federal government finalized new fuel-economy standards as well as a national carbon dioxide emissions tailpipe standard in April this past year. The two issues are related since CO2 is released in direct proportion to the amount of carbon-based fuel that is burned. Under the new rules, NHTSA has set CAFE standards for model year ’12-’16 vehicles and the U.S. Environmental Protection Agency has established corresponding CO2 emissions standards. The combined action would match CO2 emission standards previously adopted by California and 13 other states. The average CAFE rating will be 35.5 mpg in 2016 based on a combined 39 mpg rating for passenger cars and 30 mpg for light trucks. The EPA’s CO2 emissions standard is 250 grams per mile for vehicles sold in 2016, roughly the equivalent of 35.5 mpg. The automakers support, and participated in formulating, the rules since they provide a reasonable national approach to regulating CO2 emissions rather than a patchwork of state rules. NHTSA will use an attribute-based

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system which sets CAFE standards for individual fleets of vehicles based on size, taking into account the differences between cars and light trucks (SUVs, pickups and vans). Individual car companies will have flexibility on how to achieve the rules, whether placing more emphasis on hybrids or reducing vehicle size and weight. Nevertheless, a standard based on each vehicle’s footprint should force automakers to increase the efficiency of every vehicle rather than downsizing some vehicles in order to offset the sale of bigger cars. Automakers will likely rely on more fuel-efficient tires, turbochargers, low-friction lubricants, six-speed automatic transmissions and similar technological means to achieve the standards. While the new CAFE and CO2 standards for 2016 are reasonable, the Obama Administration announced plans to put in place stronger rules for 2017 and beyond. In May, President Obama directed the EPA to also reduce emissions of conventional pollutants, such as nitrogen oxides. The president also instructed regulators to establish fuel economy and CO2 standards for medium-and heavy-duty trucks for the first time beginning in MY 2014. Since the government is to regulate CO2 emissions from automobiles, it should do so through the CAFE standards and not allow any individual state to set overly harsh standards. The California Air Resources Board is also pursuing CO2 standards for MY ’17-’25 cars and trucks. CARB intends to coordinate its action with the EPA and NHTSA, along with the automakers and other stakeholders, with the goal of setting a single national standard. Federal regulators intend to issue a “game plan” for MY ’17-’25 light-duty vehicles by September 2010 and adopt a final rule by mid-2012, while CARB officials want to complete action on the CO2 standards by the end of 2010. Drastically increased CAFE potentially limits consumer choice if manufacturers are forced to make smaller, less powerful and less useful cars and light duty vehicles in order to meet government fuel economy demands. Market-based solutions must be employed which allow the consumer to participate in and respond to national energy policies.

ENGINE SWAPS

Hobbyists frequently ask us about the rules governing engine switching in project vehicles. First of all, those engaged in engine-switching activities are bound by specific state laws that may vary from state to state. Having said that, there are some general guidelines one may consider. This article will cover the rules for switching the engine in production-type vehicles (but not specially constructed vehicles, street rods, kit cars, and the like). The

basic rule of engine switching (as opposed to installing a “replacement” engine) is that the change must do no harm. This means that the engine being installed must theoretically be at least as “clean” as the one taken out. Several requirements may define “clean” for the purposes of engine switching: Model Year: The engine to be installed must be the same age or newer than the one being replaced. Crate engines can be used if they are configured to resemble an engine that was certified by the U.S. Environmental Protection Agency or the California Air Resources Board. This essentially means that the required emissions parts must be present on the engine. Certification Level: The engine to be installed must come from a vehicle certified to meet the same or more stringent emissions standards than the one replaced. Vehicle Class: An engine from a vehicle class such as a motor home, medium-duty truck or marine application must not be used since these engines were certified to different types of emissions standards, using different tests. System/Equipment: When swapping in a

newer engine from a later-model vehicle, all of the relevant emissions control equipment must be transferred as well. This includes the carbon canister, the catalytic converter(s) and even parts of the onboard diagnostic system. Some states have exceptions to this requirement, but the general rule is that as much of the donor vehicle’s emissions system as possible should be transferred. The vehicle will likely run more efficiently with a full transfer of the system and shouldn’t cause any undue heartache. Of course, engine switching can be much more complex than described here, but these are good general rules to follow and should keep engine switchers out of trouble in most cases. The U.S. EPA and many states have enforceable policies and guidelines on how to perform legal engine changes. For further information, please consult the EPA and California Bureau of Automotive Repair at: www.epa.gov/ compliance/resources/policies/civil/caa/ mobile/engswitch.pdf www.bar.ca.gov/80_ BARResources/07_AutoRepair/Engine_ Change_Guidelines.html. 5.0

CONGRESSIONAL CAUCUS

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ou might be surprised at the number of car guys (and gals) in Washington, D.C. working on behalf of hobbyists like yourself. These are senators and congressional representatives who, as enthusiasts, are interested in protecting and expanding our hobby. The Congressional Automotive Performance and Motorsports Caucus is now nearing 100 members and pays tribute to America’s ever growing love affair with the car and motorsports. In Washington, SEMA works in partnership with Caucus members to amplify the message among national policy-makers that the automotive performance industry is a vital engine in today’s economy, employing more than a million Americans and generating $32 billion in sales annually. Check out our web site, 50mustangandsuperfords.com, for a complete list of hobby-friendly senators and congressional representatives. DECEMBER 2010 5.0

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FORD RACING X302 INSTALL

DROPPING IN AN X302 CRATE ENGINE GETS AN OLD FOX UP TO SPEED

Text and Photos by Tom Wilson

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his is a crate engine story that talks about everything except the crate engine. We did that last month when we detailed our new M-6007-X302 engine. Just in case you missed it, the X302 is Ford Racing’s affordable stock-block smallblock. At a competitive $3,495, it’s ideal for real-world projects, either fuel-injected, such as our ’91 5.0 LX hatchback, or carbureted. Under best conditions, it’s rated at 340 hp and has a rumpty-rump E303cam persona. This month we address everything else surrounding a crate-engine install. That’s because it’s natural to get excited about the crate motor and the intake or blower you’re going to put on it, but oh-too-easy to overlook the mundane, such as engine mounts, fan clutches, and radiator hoses. It sounds pedantic, but you must have a plan. An engine change is relatively easy work— a collection of many small, easy steps—but the key word is “many.” Not thinking it through is begging for frustration and disappointment. The first step is setting the scope of the work. Are you changing just a blown engine in an otherwise great-running car? Or, like us, are you making the pivotal improvement on a high-mileage daily driver? Obviously, you need to set a budget. As you think through where you want to be at the end of the project, we think you’ll be surprised at how many parts you want to change besides the core engine. Don’t be surprised when your simple crate-engine job turns into a full-car restoration. That’s what happened to us. Our case is hyper-typical. Our ’91 LX hatchback had 198,062 miles when it’s original engine came out. As a daily driver, the car was up and running, but it was used up in so many mechanical ways. The ▶Slipping in Ford Racing’s X302 crate motor has invigorated our ’91 LX to no end. The process is straightforward, but considering the lifting tools required and the numerous steps involved, it’s a pro job for all but experienced enthusiasts. For someone wanting to step up their wrenching game, however, it’s a great first “big” project, as long as you have some experienced help.

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valve covers and oil pan had never been off, nor had we changed the ignition wires or upgraded the stock exhaust manifolds. The radiator had who knows how much gunk in its tubes, the power steering pump was grrrring a little, the engine mounts had sagged. Furthermore, the clutch was unknown, the transmission noisy, and the U-joints were likely original. We opted to change everything. Along with recent upholstery and other interior work, plus cutting and polishing the paint, a new set of mechanicals would give us a fairly new Fox—and no new car payments, big insurance, or registration bills.

PARTS GATHERING We’re covering most of our parts details in the photos and captions, but in general overview, consider the following. You need a place to work. Do you have a

home shop? Great. If not, go with a local shop. We chose GTR Performance, and the staff not only did the work, but provided indispensible knowledge and support services (receiving, research, and bargaining with suppliers). All crate engines come bare from at least the valve covers on up. Select the intake manifold, throttle body, and cold-air intake that work with your heads and cam. We chose Edelbrock’s Performer RPM II because it’s a good power maker and has an E.O. number. What about your front-of-engine accessories? The alternator, water pump, power steering, and so on are normally changed as-needed, but you might want to upgrade now to reset the clock on highmileage units and gain shiny new parts to match your new engine. Continued on page 58

Horse Sense: Pine as we might for a’11 Coyote-powered 5.0, it’s out of our immediate financial grasp (too many other toys). But with its X302 crate engine, new T-5 transmission, and full suite of supporting hardware, our 19-year-old 5.0 is suddenly new again. And it has the bonus of classic appeal, something an ’11 GT won’t muster for a few years yet.

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FORD RACING X302 INSTALL

▲On its second time around, an odometer like this means your old Fox is going to need more than just a new crate motor. Consider all supporting systems, such as cooling and fuel supply, when penciling your plans.

▲When ordering a crate engine, it’s best to have it shipped right to where the engine installation will take place. If not, then it’s good to have friends with a forklift. Tom Aberle got our X302 into our F-350 shop truck for us, and he eventually filled the bed with the engine, transmission, driveshaft and boxes of small parts. There’s a lot of stuff involved.

▲GTR Performance did our engine installation, and they had all sorts of tricks to ease the job. GTR main man Ricardo Topete started by wrapping the front of our 5.0 with packing plastic. The material sticks enough to stay, doesn’t hurt the paint, leaves no residue, and kept all sorts of nasty chemicals off our fenders.

▲It won’t be long before people will be searching for vintage 5.0 speed parts, so keep your eyes open. As we were undoing the EGR hose tanglement on the passenger side, we noticed our old plug wires were marked “Motorsport.” The new ones are marked “Ford Racing.” We think the old ones are worthy souvenirs. You’ll want the wiring separators and standoffs, too. 56

▲Aftermarket fuel rails are not necessary for the X302 crate engine, so plan on re-using your stocker. The chrome finish cleans easily and we also re-used our existing Aeromotive adjustable fuel pressure regulator. These 19-lb/hr injectors were swapped for FRPP 24-lb/hr units, however.

▲First time out after 19 years and 198,062 miles, it was a big moment when our engine lifted out. As the engine hangs from the hoist is a good time to strip off the parts you’ll reuse. It is not necessary to remove the hood if you tie it back, nearly upright.

▲Two chronic problems in this era of tired 5.0s show here—wasted engine mounts and leaking oil-level senders. New engine mounts are absolutely mandatory with a crate engine. Urethane mounts are likely best as they are extremely durable and offer a minimal increase in NVH. The obvious oil washing from the oil-level sender is one issue you won’t have with the X302 crate engine, because its oil pan doesn’t have the sender or a hole to put it in. You can simply tape off the electrical leads to this sender and remember to check the dipstick occasionally.

▲ Looking humble but still in the chase is our viscous fan clutch. Unless it’s leaked or offers zero resistance when spun, you can likely reuse the fan clutch as they’ve proven durable. Cadmium plating makes them easy to clean, too. We washed this one and put it on our new engine.

▶One of the best deals going is FRPP’s M-6052-B silicone hose kit. Durable as sin, these seemingly indestructible hoses will outlast any engine and are an excellent upgrade. Developed for police-pursuit Foxes, these molded hoses offer a perfect OEM fit. Well ... Ricardo finds trimming a quarter-inch off the small 90-degree thermostat bypass hose makes it easier to install.

▲Everyone has their own clean quotient, but don’t forget that when the engine is out there’s no better time to clean from the firewall forward. It’s possible to spend days on this—we dedicated over 15 hours on the job—so plan generous downtime in your schedule if you’re looking to impress. We found Simple Green Max Degreaser from a gallon jug, diluted 50-50 with water and put in squirt bottles, was amazingly effective yet didn’t hurt the paint. ▲ Our X302 came on a wooden pallet closed with cardboard. Stripping back the cardboard left the engine nicely exposed, supported, and easy to dress. Because the oil pan rails hold the engine, almost everything could be bolted to the engine, including the engine mounts, flywheel, clutch, headers, and so on. With a Mustang-friendly double-sump pan, the X302 is ready-to-go in that respect. However, it comes with an SN-95 dipstick; we substituted our existing Fox dipstick, which works fine.

▲Another small, easily over-looked part is the oil-pressure sending unit. We washed our old one and threaded it into the new engine. The chrome fuel-pump block-off plate is stock on the X302; a fuel-pump eccentric is too, so carbureted applications require simply bolting on the engine-driven fuel pump. The FRPP oil filter is included with the engine; a water pump is not. We ordered FRPP’s M-8501-C50 reverse-rotation aluminum pump, which fits all ’86-’93 Mustangs.

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FORD RACING X302 INSTALL Interestingly, we swapped what we thought was a noisy but still working power steering pump against Ricardo Topete’s recommendation at GTR. He was right. Our zillion-mile PS pump was much quieter than the one we got from NAPA. Water pumps we would change no questions asked, but alternators, air pumps, and so on we’d clean and re-use. If the original radiator is old or you’re stepping up the power with the new crate engine, then a new radiator is smart; ditto for the fuel system. Old in-tank fuel pumps, tired filters, and new injectors don’t mix. Which brings up injectors—are they properly sized for the crate motor you’re installing? You need new engine mounts unless you already have aftermarket mounts. We recommend urethane mounts as they hardly affect vibration but are vastly more durable than rubber. Don’t forget to change the transmission mount, too. Moving beyond the engine compartment, consider the clutch, transmission, and driveshaft, dealing with each as necessary. Unless you just installed a new clutch, plan on a new one with the new engine. Transmissions are typically OK and most Mustang transmissions are easy enough to change on their own, so they need not

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be changed automatically along with the engine. Driveshafts are forever, but U-joints aren’t. Replace them as necessary is the fiscally responsible advice; we swapped in an FRPP aluminum driveshaft to easily gain new U-joints and lose a few pounds. And what about the rest of the car? Are the tires good? Do you need a brake upgrade to match your new power? The cost must be factored into the budget and the parts acquired before grabbing the wrenches.

MAKING THE SWAP We don’t have the room here to detail an engine change step-by-step, but in general, it’s best to unhook the original engine enough to lift it out of the car, then strip it as necessary while it’s out on the ground. At the same time, the new crate engine can be dressed with as much as you can get away with—headers are a joy to install out of the car—then put into the car. Remove the vulnerable radiator before the engine, and you’ll find pulling the transmission makes handling the engine that much easier. You might want to support the rear of the engine with a floor jack or stand once the transmission is out,

ON THE DYNO

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The last two miles our 198,062-mile stock engine made were on GTR’s chassis dyno. It put out an excellent 207 hp to the tire. Helping factors were underdrive pulleys and precious little internal engine friction. It was, you might say, well broken in. Don’t let the power fool you, however. The old engine burned oil like a steamship smokestack— when it wasn’t pouring out of the front crank seal and oil level sender—plus the oil pressure was dangerously low and wavering with rpm. It was surely ready to spin a bearing. Moreover, it was with one part per million from passing its next smog test. Our new X302 bumped the needle to 270 hp tuned with 13 degrees of initial timing and the fuel ratio leaned to 12.6:1. That seems under-achieving compared to the advertised 340 hp, but not really. Ford rates these engines z

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with a carburetor, short-runner intake manifold, and long-tube headers. At the tire, 340 flywheel horsepower would be 289 rwhp, and you still need to subtract a bunch for the long-tube headers and short-runner intake. Looking at it the other way, Ricardo says he typically sees 280 rwhp for a street-legal “head, intake, and cam” 5.0 such as ours. Swapping back to our underdrive pulleys would put an additional 10 hp on the clock, plus a couple more for a K&N air filter and cold air intake, and maybe a touch less fuel for 282 rwhp. (We have a paper filter and stock rubber inlet hose.) Either way, that puts our X302 right where it belongs, and it will only get better with more break-in miles. Speaking of break-in—our X302 had just 603 miles on it when dyno’d. We’re sticking with mineral oil until 3,000 miles. That’s Ricardo’s normal recommendation before switching to synthetic. Even at these most conservative

numbers, our X302 gained 63 hp over our original stocker—you could say it really gained 73 hp if you account for the underdrive pulleys. Even better, we were expecting to decisively lose bottom-end torque, but really didn’t lose that much. The numbers wander back and forth between the two engines below 3,300 rpm, and you can squeak the

RPM 2,500 3,000 3,500 4,000 4,500 5,000 5,500

BASELINE POWER TORQUE 117 148 176 197 205 205 n/a

247 259 264 259 240 216 n/a

numbers by playing with ignition timing, so we’re calling it nearly a draw to that point as the area under the torque curve about evens out. Above 3,300 rpm the X302 simply soars away from the old 5.0 in both power and torque. All said, great results for a crate engine that’s less expensive than rebuilding the old engine!

X302 POWER TORQUE 110 135 168 206 237 260 260

252 253 267 285 290 285 258

DIFFERENCE POWER TORQUE -7 -13 -8 9 32 55 n/a

5 -6 3 26 50 69 n/a

Note: Stock baseline set with 10 degrees ignition timing and underdrive pulleys. The X302 figures reflect 13 degrees ignition timing and stock pulleys. Stock torque would improve with more timing; X302 power would gain with underdrive pulleys.

DECEMBER 2010 5.0

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FORD RACING X302 INSTALL

▲Ford Racing fits its top-of-the-line polished valve covers to the X302, and they look great. We wanted to stay with a black theme in our black Fox, however, so we ordered a black Edelbrock intake manifold. While dressing the engine at GTR, we lucked out when another customer wanted to trade their black valve covers for our polished set, giving us an all-black top end. It was another way choosing our local shop paid off. ▶Ricardo told us not to but we insisted on fitting a new power steering pump, just to reset the clock on what was rapidly becoming a “new” 5.0. That meant pulling the taper fit pulley off the old PS pump, which Ricardo is getting ready to do here. We should have listened, as the new pump is way louder than the old one we removed! “Typical!” said Ricardo. Stick with your existing pump if it’s quiet and doesn’t leak. Rebuilding your stock pump is a good option as well.

▲With the GT-40X cylinder head’s larger-than-stock exhaust ports, the stock crimped-tube manifolds are choked. This restriction makes using a proper 15∕8-inch, mandrel-bent, short-tube header a must. FRPP has just the part in these M-9430-P50 stainless steel short-tubes, which fit great and are built to last. As a bonus, there’s never an easier header installation than when the engine is out of the car. As a caution, we didn’t like the fit of the supplied gaskets (bolt hole misalignment) and stock gaskets have under-sized port openings, so we used Fel-Pro 1415 gaskets, which fit in all dimensions, were thicker, and obviously of high Fel-Pro quality.

▲Also on our hit list was a fresh starter. Ford Racing carries the latest Ford corporate mini-starter, PN M-11000-A50. It packs plenty of cranking torque, weighs less than our stock starter, and has OEM reliability. Its modern sound and high-rpm cranking still surprise us every time we hit the key. Installation requires bypassing the fender-mounted starter solenoid, but that’s no more than moving a wire from one post to another.

▲Latemodel Restoration is a godsend for vintage Fox builds. The company supplied endless parts for our 5.0 interior work; for this engine project, we bought a new engine fan, radiator tank, serpentine belt, and battery cables. Typically 5.0 fans are cracked and ready to fail by now, and the radiator tanks are stained nearly opaque. The belt and cables are maintenance items; we especially wanted stock cables to avoid the bargain-store look of crimping our own cables.

▲Ford Racing’s M-8005-C aluminum radiator was already on our wish list both to give us a fresh, unclogged heat exchanger, but also extra cooling capacity for both our hot desert climate and higher powered engine. We found it necessary to bend open the radiator support’s lower flanges to get the radiator fully seated (a two-minute plier job). FRPP also says to bend the stock upper retention brackets but we used a vastly better Steeda mount instead. Fitting the stock radiator shroud to this radiator is a pure fabrication job. You’ll likely drill a couple of small holes in the shroud to relocate its mounting bolts to keep the fan from hitting. ◀After nearly 200,000 miles, another system we wanted to reset was the ignition. With stock 5.0 distributors rarely needing replacement, we opted for a new harness, cap, and rotor. The wires are especially nice as they are fully built, numbered, and the correct length. Even so, we ended up with a high-rpm miss, so a new coil may be in our future as well…

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especially if the engine mounts are shot. Obviously you need some large tools, such as an engine hoist. A transmission jack and muffler stand (if you’re lucky enough to work on a hoist) are nice, but not absolutely necessary. A suitable concrete floor is a must, and it’s best to plan on having the car down for a week, typically because lastminute parts are required. A helper or two are mandatory in spots as well. For these reasons, most folks opt for pro installation, but if you have the tools, go for it. Air conditioning turned out to be the least of our installation worries. By unbolting the compressor from the engine and laying it over a fender, it was possible to swap engines without breaking into the air conditioning system. That means no trip to an AC shop to have the system discharged and refilled later. You have to work around the bulky AC hoses and compressor, but it’s still the best option. Because we wanted functioning EGR, we wanted to use the stock threaded fittings at rear of each head. These came blocked with steel fittings on the X302, and sealed with red Loctite. They wouldn’t unscrew, so Ricardo drilled them to form an air passage. Greasing the drill bit and

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Continued on page 64 ▶A new crate engine without a fresh flywheel and clutch is like buying shoes with no laces. Again, FRPP has the hot setup in its M-7560-C302N King Cobra clutch kit. A new release arm is typically needed because its throw-out-bearing spring retainers are either broken or too loose to work; because the clutch fork is not part of the clutch kit, you need to order one separately. It’s the same with the clutch cable. Use an OEM Ford cable for the later Foxes for maximum durability. Ricardo says the release arm issue is a common “gotcha” on weekend, do-it-yourself clutch jobs, so he keeps them in stock. Something else you absolutely need that no one mentions is an M-6397-A302 dowel-pin kit for the flywheel. ▶Edelbrock supplied its excellent Performer RPM II intake and 70mm throttle body and EGR spacer. These are CARB E.O. numbered parts, which is important to us, and prior testing has shown this is a good bolt-on 5.0 intake. The intake is available in light gray/aluminum or black, and you can see how we rolled. You’ll need to either reuse your original intake bolts (more parts to clean) or get new ones. The RPM II does not provide a mount for the 5.0’s two bulky electric harness connectors as the stock intake does, so stuffing the harness connectors under a rear intake runner and tying them in place is necessary.

GOING TO THE TRACK ??? EBC produce a superb race pad in its new Bluestuff NDX Formula That grips, last, zero fade and does not trash your rotors.


FORD RACING X302 INSTALL

▲Intake manufacturers typically don’t supply gaskets with their intakes, so you must obtain these separately. Stock gaskets are trimmed too small to work, and of the aftermarket gaskets, the popular Fel-Pro 1262 just fit the GT-40X’s big intake ports. You definitely want to have these gaskets on hand or they’ll hold up your installation in a hurry.

▲With the engine compartment thoroughly cleaned and our X302 dressed with headers, lower intake, thermostat housing, oil sending unit and so on, the big moment arrived. Dress the engine as fully as possible first because it is so much easier than in the car. Note again how we never removed the hood; there’s no need, and there’s no safer place in the shop for a hood than on the car.

▲Ricardo installed the engine first, then the bellhousing and transmission. It’s a great procedure allowing maximum working room. In fact, we might remove the transmission on future engine jobs even if we wouldn’t have to otherwise because setting the engine was so easy without the bellhousing and input shaft in the way. Another advantage is the ground strap at the rear of the left cylinder head is dead simple to reach from under the car, as seen here.

▲There’s nothing tricky about installing Ford Racing’s M-7003-Z transmission, especially when you have a transmission jack! All connections are simple stock hook-ups and take little time. Because the new transmission is supplied without a bellhousing, you’ll need to swap on your old one. Bolting the bellhousing to the engine first, then sliding the transmission into the bellhousing worked great for us.

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▶Two quarts of Royal Purple synthetic trans fluid went into our gearbox. Ricardo uses Royal Purple, saying the synthetic seems to offer a little easier shifting, especially when cold. ▲To match our 24-lb/hr fuel injectors, we swapped our mass air electronics into a C&L mass air housing. This is a direct swap, with the C&L housing accepting the stock meter bracket and air inlet tube.

▲Easiest of all to install was our new Ford Racing aluminum driveshaft—just slide it in and bolt it up with the stock bolts. Curious, we first pulled out the bathroom scale and found the stock shaft checked in at 19 pounds, the FRPP aluminum replacement at 14 pounds, so we saved 5 pounds right here. After the driveshaft, the exhaust can be hooked up. Expect a different fit with new headers. We ended up with a small leak our muffler shop cured by cutting and reclocking the belled end on the right X-pipe-to-header flange. A common fix, says Ricardo.

▲There are few difficult operations in a 5.0 engine installation, but a couple of spots might try you patience. Ricardo has found a sawed-off 11∕8-inch open-end wrench a big help. It’s an easy fit for the water pipe at the intake manifold and the EGR fitting on the passenger-side exhaust.

▲You’ll need the entire front engine dress off your original engine, especially the brackets and bolts. It pays to get these parts cleaned as much as possible before installation, and if you’re building a looker, you’ll want to consider paint, powdercoat, or phosphate wash, etc., as these parts are typically unpainted and a little rusty under the dirt and grease.

▲Installing our Edelbrock 70mm throttle body and EGR spacer was dead simple once we pulled the four long mounting studs from our old upper intake manifold and got them in the new RPM II upper intake. All necessary gaskets are supplied; the final step was setting the TPS voltage with a digital voltmeter.

▲The thicker Ford Racing radiator causes a mounting issue along its top edge. Ford uses two bolt-down U-stampings for the stock radiator, and the recommendation to bend those clamps wider to accept the radiator violated our sense of aesthetics and mechanical propriety. Steeda has a great answer for this; a simple aluminum piece that bolts into the stock holes and puts a light spring pressure on the radiator. Available in many color and logo combination, we opted for the black version. ▶Our in-tank fuel pump was whining like a big dog, so we had GTR fit a new 190-lph pump to ensure our new X302 didn’t starve for fuel. As is typical, says Ricardo, the rubber gasket between the fuel tank and filler neck was cracked and disintegrating, so he replaced it. At this age in the LX’s life, consider this a normal part of fuel tank service. Ricardo does, and he keeps a ready supply in stock.

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FORD RACING X302 INSTALL ▲It might not seem like part of a crate engine install, but the vital tires and brakes should be considered because you’ll be zooming around with more power. Our tires were totally shot, so we fit this set of Continental Extreme Contact DW’s in the stock 215/55ZR-16 size. Our brakes didn’t require any service, but we assure you, we’re using them and these tires much more than with the old engine! The Continentals have proven especially quiet tires—at least as much as we can tell over our suddenly louder exhaust.

▲After plenty of work, here’s the finished product. The X302 transformed our mild and tired 5.0 into a real player, complete with stuttering idle and revhappy power. Cosmetically we’ll likely paint the top of the aluminum radiator black to blend it in better, and spend a few minutes with some electrical tape, black cable ties, some ignition wiring separators, and other details to give the cleanest look possible.

TRANSMISSION UPGRADE

B

ecause our ’91’s T-5 gearbox had 198,000 miles on it and was making increasingly more gear whine, we installed Ford Racing’s M-7003-Z transmission as a replacement. This is the world-class version of the venerable T-5, a transmission we’ve come to love for its light shifting and minimal weight. Compared to our tired stocker, the M-7003-Z features upgraded synchronizers and bearings; a steel input bearing retainer; more torque capacity at 330 lb-ft; a short-throw shifter (not too short and fun to shift); double-moly second, third, and countershaft cluster gears; carbon-fiber third/fourth blocker rings; and a Cobra-style pocket bearing. The rest is compatible with the stock trans, with a 28-spline output shaft and seven-tooth speedometer drive gear, so it bolts right in. T-5 GEAR RATIOS GEAR STOCK ’91

FRPP

1 2 3 4 5

2.95 1.94 1.34 1.00 0.63

3.35 1.99 1.33 1.00 0.68 (0.675)

fishing for leftover chips with a magnet got the job done. As there is no gasket at this head-to-EGR-pipe connection, Ricardo used copper ultra-high-temp RTV silicone as a gasket. If you have stock rubber heater hoses sticking out of the firewall, carefully remove them. Slitting them lengthwise first is smart as the heater-core nipples have a tendency to rot and pull out now that Fox heater cores are 20 years old. This begs the smart decision to replace the heater core—a hateful under-dash job you just might have to put off for a few more paychecks. If so, and your Fox already has silicone hoses, just leave ‘em. The hoses might be slightly stained, but they can be safely reused, thus avoiding a wrestling match with a weakened heater core. Finally, consider what to do with your old engine. Most people are happy enough to donate the old hulk to the install shop. Also, a used T-5 transmission that isn’t beat to death is trade-worthy, so you might inquire if your core parts have any value to the shop. And value is just what the fresh engine will bring to your used ’Stang. If you do the job right, this kind of upgrade should bring years more enjoyment to your classic Mustang. 5.0

As the chart shows, the gear ratios are slightly different. Clearly the taller first gear combined with our crate engine’s lower off-idle torque, choppy idle and stock 3.08 rear axle gears means starting from a dead stop is something of a small event, requiring a touch of technique. We stalled the engine numerous times until we ingrained the slight rpm increase and clutch slip required; now it’s second nature. Curiously we find the taller first gear handier in parking lots, on super bumpy roads, and so on, but maybe not as brainless in crawling stop-and-go traffic. Another consideration is speedometer error. Of course, we can ignore the First gear speedo error, Second and Third are close enough to not count, Fourth is identical, leaving only Fifth as an issue which we’re probably just going to live with. In the real world, the speedometer is “slow” by about 6 mph at 70 mph in our pacing tests, so we remind ourselves we’re going faster than indicated on the freeway. Ssadly, the odometer no longer reflects the exact mileage, but it’s close enough for maintenance work. What is to like about the ratios is the slightly taller Fifth gear makes flying along with the reality of 80-mph freeway traffic easier, plus it’s beneficial for fuel economy at less frenetic cruise speeds. What was unexpected on the freeway—and has nothing to do with such minimal gear changes—is the noise level of the exhaust. The only new exhaust bits are the short-tube headers; the sound quality is the same—there’s just a bunch more of it. 64

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SOURCES 5.0 AEROMOTIVE www.aeromotiveinc.com C&L PERFORMANCE www.cnlperformance.com CONTINENTAL TIRE www.conti-online.com EDELBROCK www.edelbrock.com FEL-PRO www.federalmogul.com FORD RACING PERFORMANCE PARTS www.fordracingparts.com GTR HIGH PERFORMANCE www.gtrhipo.com LATEMODEL RESTORATION SUPPLY www.latemodelrestoration.com ROYAL PURPLE www.royalpurple.com STEEDA www.steeda.com


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’10 SHELBY GT500

LETHAL PERFORMANC PERFORMANCE’S PROJECT SHELBY PACKS A 9-SEC 9 9-SECOND SEC WHIPPLE PUNCH By Steve Turner Pho Photos by Ryan Merrill 70 0

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I

n becoming one of the go-to purveyors of Mustang performance gear, the gang at Lethal Performance endeavored to spread its gospel in several traditional and non-traditional methods. On one end, they advertise in old-school print magazines; on the other end, they’ve sponsored mixed-martial-arts fighters. In the middle, they know exactly where their bread is buttered, which is with true enthusiasts, and there’s no better way to attract power-mad enthusiasts than with high-powered project cars.

Horse Sense: Lethal Performance sells SCT flash tuners preloaded with proven tunes from noted tuner Jon Lund (www.lund racing.com), so its no surprise that Jon performed all the custom-tuning work on the Lethal project Shelby.

DECEMBER 2010 5.0

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’10 SHELBY GT500

▲Stripes, massive Mickey Thompson meats, and a 5.0&SF plate really work wonders with the back of an ’11.

One such success was the company’s ’08 GT500 project car, which helped Lethal launch its brand as one of the go-to sources of mail-order muscle for the S197 crowd. The Shelby was a sequel to a Terminator Cobra that flashed its fangs for the New Edge crowd. Having pushed the ’08 into the 10-second zone with a substantial list of bolt-ons, headlined by a 3.4-liter Whipple supercharger, the stock engine finally tapped out during a 10.54-second pass. This presented the obvious crossroad, which usually calls for more mods. “In 2009, when racing our Whipple-powered ’08 GT500, we blew up the motor on a 10.54 pass. Our plan was to build a motor and have the car ready for the Bradenton NMRA season opener. Delays with parts kept us from being able to participate in the event. At the same time, images started surfacing on the Internet about the new ‘10 GT500. I knew the moment I saw it that I wanted one,” Lethal Performance’s Jared Rosen explained. “So without hesitation, we placed an order for a black-withGrabber-Blue-stripes ’10 GT500 from Philip Weikert at Weikert Ford in Lake Wales, Florida. During the time the car was on order, our engine was finished and sat in our warehouse on a pallet. We replaced the blown motor in the ’08 with a low-mileage ’07 motor and sold the car to a customer of ours in Kuwait.” The engine in question was no stock replacement, but rather a handcrafted worked of aluminum artistry orchestrated by Modular-engine specialist Al Papitto of Boss 330 Racing. Starting with Ford Racing’s wet-sump version of the Ford GT 5.4-liter block, Al added Manley I-beam rods and custom CP Racing pistons to ensure durability. A set of stock GT500 heads received a port job from Kris Starnes of Kris Starnes Racing. To these ported crowns, Al added Boss 330 valvesprings and custom cams ground by Comp Cams. The plan was to fearlessly fuse the new engine with a brand▶By now we’ve all seen GT500s with big blowers, but this is no stock engine sporting a blower swap. Moreover, it’s not just an upgraded stock engine. Lethal had big plans for its last GT500 project, which were to culminate with the installation of an all-aluminum 5.4 built by modular specialist Al Papito’s Boss 330 Racing. Based on a Ford GT aluminum block, this engine features CP Pistons, Manley I-beam rods, custom Boss 330 cams, and ported GT500 heads courtesy of Kris Starnes Racing. Topped by a 4.0-liter Whipple Super Crusher supercharger this engine was good for more than 800 horsepower at the tire. 72

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▲What’s that hose between the Fore Precision fuel rail and the blower you might ask? Well, if you look closely, that hose taps into the supercharger casing. That’s where the methanol injection delivers its cooling vapors to the heart of the Whipple to cool the rotors and the inlet air.

▲As we showed you in our buildup story on this car (“The Bravery,” June ’10, p. 80) the fine crew at Power By the Hour, who did the mechanical work on the car, installed Lethal’s triple-pump, return-style fuel system on the car. Based on Fore Precision Works fuel hat, the system includes all the necessary hardware to convert the factory returnless system to a high-flow return-style system. At the time, this kit used the Aeromotive regulator seen here. Since then a matching Fore F4 regulator joined the team.

DECEMBER 2010 5.0

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’10 SHELBY GT500

▲ If not for the 10-point cage, it would be an unassuming cockpit. Only the Snow Performance methanol-injection controller hints at its far beyond stock power levels. The methanol system is part custom and part Snow. It draws cooling liquid from a reservoir in the trunk and sprays it directly into the front of the Whipple supercharger, not only to cool the boost but also the blower itself, as boost ramps up to 21.5 psi.

new Shelby. “Our 2010 arrived and the plan was to do a step-bystep build, which would allow our customers to see what could be done with the car with basic bolt-ons,” Jared explained. “At some point though we knew that the built aluminum motor by Al Papitto would find its place in the 2010 along with one of Whipple’s newest blowers. After testing the car with a tune and a few other suspension modifications we started the build. It happened pretty quickly actually. The new motor went in, the suspension, fuel system and everything else we all done at once.” Long one of Whipple’s staunchest supporters, Lethal was to once again revisit the massive 3.4-liter twin-screw supercharger, but as the project progressed, a bigger version became available. Lethal was the first to try it out on the company’s ’10 project. Yes, the superchargers seem to get larger and larger, and the latest was displaced as much or more than a base Mustang’s six-cylinder engine. Clocking in at 4.0 liters, this Whipple also featured an ultra-high-flow inlet, dubbed the Super Crusher, which featured a matching single-blade throttle body. If you followed our buildup on this car back in the June 2010 issue (“The Bravery,” p. 80), you know that the results of the marriage of the Boss 330 5.4 and massive Whipple spun the dyno rollers at UPR Racing to the tune of 805 hp and 673 lb-ft of torque. Of course, the dyno was only part of the testing procedure. Lethal planned to earn its cred on the dragstrip. Naturally, it’s not as simple as just bolting the combination together. “After the build was finished and the car was custom-tuned by Jon Lund of Lund Racing, we made a visit to the track. Our first time out, we ran a low 10 but experienced some issues,” Jared said. “After a little poking around, we ended up replacing the 74

alternator and made another visit to the track. That was when Jeremy cracked off our first 9...” Jeremy is none other than UPR’s Jeremy Martorella, an experienced drag racer and professional sunglasses model, who was kind enough to lend his mastery of the manual trans to the Lethal cause. He also lent quite a bit of the suspension-tuning knowledge he’s learned from the likes of Billy Glidden to help hook up the 5.4’s massive power at the track. The combination of Jeremy’s suspension tuning and driving paid dividends in the form of a milestone achieved—the first 9-second ’10 GT500. “Another few weeks went by and another trip to the track yielded us our quickest run so far, which was a 9.66 at 146.19

▲The custom methanol-injection system relies on a controller from the boostcooling experts at Snow Performance.

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’10 SHELBY GT500 mph. All of this basically put us on the map and earned us some good street cred in the GT500 community,” Jared added. “Not bad for some ‘parts guys’ in south Florida. “At this time we’ve made a few changes to the car. Most importantly we’ve switched over to E85. We’re looking to raise the boost to make more power and crack off an 8-second pass with the stock TR6060 six-speed.” If that goal weren’t lofty enough, the Lethal crew recently acquired a Grabber Blue ’11 Mustang GT, and they’re looking forward to pushing the Coyotepowered Pony to new heights as well. We know where this is headed. Another Mustang is going to take a beating in the name of performance, and we’re going to love every minute of it. 5.0 ▼Slung low over Bogarts, the Lethal Shelby looks, well, lethal. However, it doesn’t outwardly emote 9-second performance. At least, not until you hear it running.

▲Menacing is the best way to characterize the front end of ’10-and-up GT500s.

’10 SHELBY GT500

5.0 TECH SPECS ENGINE AND DRIVETRAIN

BLOCK 5.4-liter Ford GT aluminum DISPLACEMENT 330 ci CRANKSHAFT Stock GT500 RODS Manley I-beam PISTONS CP Racing CAMSHAFTS Boss 330 Racing, custom grind via Comp Cams POWER ADDER 4.0-liter Whipple Super Crusher CYLINDER HEADS Kris Starnes Racing-ported GT500 Four-Valve

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INTAKE MANIFOLD Stock GT500 THROTTLE BODY Whipple Super Monoblade FUEL SYSTEM Fore Precision Works returnstyle hat w/three Walbro GSS 342 fuel pumps, Fragola lines and fittings, Aeromotive regulator, and Bosch 16-lb/hr injectors EXHAUST 17∕8-inch American Racing Headers long-tubes, 3-inch X-pipe, and 3-inch Magnaflow axle-back TRANSMISSION Tremec TR-6060 six-speed w/ McLeod RXT twin-disc clutch; Steeda Tri-Ax shifter; and D.S.S. one-piece, aluminum driveshaft

REAREND 8.8-inch w/Moser spool, 3.73 gears, and Moser 33-spline axles

ELECTRONICS

ENGINE MANAGEMENT Spanish Oak w/Jon Lund custom tune GAUGES Stock

SUSPENSION AND CHASSIS FRONT SUSPENSION K-MEMBER BMR fabrication CONTROL ARMS BMR tubular SPRINGS UPR STRUTS QA1 CASTER/CAMBER QA1

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BRAKES Stock WHEELS 17x5-in Bogart GT Drag TIRES Hoosier REAR SUSPENSION SPRINGS Ford Racing Cobra Jet SHOCKS QA1 CONTROL ARMS UPR Competition Series BRAKES Stock WHEELS 15x10-in Bogart GT Drag TIRES Mickey Thompson ET Drag CHASSIS STIFFENING 8.50-certified 10-point cage by David Dodge of Tig Vision Welding


storemags & fantamag - magazines for all ADVERTISING SECTION

APR Performance Carbon Fiber Wing Text & Photos By Mike Smith

After so much work on our 2005 GT, you would think we had all the performance boxes checked: Suspension, check, power adders, check, brakes, check. The Moss Muscle ride had it all, right? Wrong. Don’t forget that aerodynamics (something we generally let the boys in NASCAR deal with) is a critical part of any high performance Mustang. Specifically something the NACAR boys like to call “down force.” More down force equals more grip. More grip equals lower ET’s and lower lap times. So when looking to add more down force to our ride we went to some of the leading experts in the business: APR Performance. And for the ‘05’09 Mustang their GTC-200 carbon fiber wing (our part # 058-490) is as sick as it gets. We ordered one of these bad boys up and here is what we found...

The Install: It’s always a good thing to have a big box waiting for you in the garage but it’s even better when it’s filled with carbon fiber. That’s where APR stands apart. Their carbon fiber is some of the best in the business. Its light, strong, and oh yeah it looks cool. OK enough about the carbon fiber; let’s get this thing installed. In the box you get the wing, the pedestals, the side plates and all the hardware to attach said goodies to your ride. Once you’ve attached the pedestals and the side plates to the wing its time to get it on the car.

Send Your Tech Questions AND

SCORE FREE PARTS! (see below for details)

Here is where the old saying “measure twice, cut once” really comes into play. The GTC200 is designed to bolt into the 4 existing spoiler holes, 2 on each side, but requires you to drill two more holes so that the pedestals can be bolted securely to the deck lid. The easiest way to do this is to bolt the wing to the lid using the existing holes then with a pen mark the position of the holes that need to be drilled. Now drill your holes, bolt the wing on and take a step back and enjoy your handywork, knowing full well that not only does your Mustang look bad ass but its going to perform better at the track and on the street. With a simple install and noticeable improvement in down force the GTC-200 wing by APR Performance is both functional and, well, just look at it: Bad Ass! If you’re looking for a way to make your ride stand out on cruise night and on the back roads, check out the APR Performance Carbon Fiber wing.

FINE PRINT: For demonstration purposes only. Not intended as comprehensive installation instructions. Be sure to follow all instructions, workshop manuals and current shop safety standards. Working on automobiles is inherently dangerous. Moss Motors, Ltd. Is not liable for injury or damage due to incorrect installation or use of products.


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PROJECT ROADKILL

IT’S BEEN A LONG TIME COMING, BUT PROJECT ROADKILL MOVES UNDER ITS OWN POWER Text and Photos by Michael Johnson

I

t’s been quite a while since we’ve given you an update on our long-running Project Roadkill. Many of you have most likely never heard of it, and 5.0&SF veterans have probably forgotten about it. Well, we haven’t forgotten, and it’s time to move this car from the back-burner to the front and turn up the heat. To refresh your memory, Roadkill is a ’91 LX hatch, turned ’93 Cobra look-a-like using Cervini’s Auto Designs’ Stalker/’93 Cobra ground-effects package. Carrying Roadkill’s Cobra persona even further is a ’96-’98 Four-Valve engine under the hood,

◀Roadkill’s engine is based around a ’96-’98 Cobra Four-Valve engine. The engine’s B heads were treated to a Fox Lake Power Products port and polish job, and feature stock cams. Rebuilt by MV’s Tim Matherly, the bottom end features a 0.020-inch overbore resulting in 283 ci of displacement. The intake is stock, but Tim cleaned it up before installing it. The engine’s crown jewel is a polished Vortech T-Trim. Vortech’s aftercooler will go between the supercharger and the throttle body to cool the air charge. The reservoir will sit in place of the battery, which has been relocated to the trunk.

▼Here’s Roadkill sitting on all fours at MV Performance. The wheels are American Muscle GT4 wrapped in Falken treads. You can see the Cervini’s Stalker/’93 Cobra ground effects, and new front fenders from Year One. The fenders are genuine Ford, so we have no worries there as far as corrosion/collision concerns. Roadkill’s body was fairly straight before it arrived at MV, and thankfully, it has remained so. It will just need minor straightening once it reaches the paint stage of the build.

Horse Sense: Roadkill’s new Mach 1 PCM is from Joe Charles at Gene Evans Ford. We couldn’t find one, and since Joe is going to try a different PCM for his Mach 1, he donated the one from his car to help get Project Roadkill on the road. What a guy!

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urged by a Vortech T-Trim supercharger. We’re itching to get this car done and on the road. It’s been a long time coming, and we’re starting to see the light at the end of the tunnel. Hopefully, it’s not a train coming in our direction. Roadkill has been at MV Performance for a few years now, and in between working on race and street cars, the MV crew accomplished the majority of the mechanical upgrades on the car. However, the next step in its journey to roadworthiness is a trip to a JMS Chip and Performance is Lucedale, Mississippi. We have some new ideas for the car to bring that dream to reality, but for now, let’s catch up on the current state of affairs.

◀For long-legged performance, we chose a Tremec ’03-’04 Cobrastyle T56 behind the Four-Valve—besides, a six-speed is just cool. Tim bolted the bellhousing to the engine, and then the transmission to the bellhousing. MV relocated the transmission crossmember rearward to mate to the T56 transmission mount, then welded it into its new place.

▲We’re using a complete Bassani Xhaust (www.bassani.com) system from front to back on Roadkill. The headers are mid-lengths joined to an X-shape crossover between and backed up by an after-cat. This system features chrome tips peeking out from under the Cervini’s ’93 Cobra rear bumper cover. To work with our unique combination, the headers and X-shape crossover are designed for a ’96-’98 Cobra, but the after-cat is for a Fox Mustang.

▲A big proponent of Ram Clutches, Tim outfits Project Roadkill accordingly with a Ram VDS clutch and aluminum flywheel. Ram’s VDS clutch is designed to maintain holding capacity throughout the clutch’s life. Tim uses this same clutch in his NMRA Real Street race car so we know it will last in Roadkill. During our brief experiences on MV’s Mustang Dynamometer, the clutch felt like stock, which is one of the features of the VDS clutch. DECEMBER 2010 5.0

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PROJECT ROADKILL

▲Tim and MV’s Bart Tobener use this jig with the K-member, engine, and transmission already set up. Then the car is lowered and the K-member bolted in place, along with the transmission mount. Up front, Roadkill utilizes a QA-1 tubular K-member, front control arms, and coilover struts. Also, the car will use a ’96-’98 Cobra hydraboost system and rack-andpinion steering setup. As you can see, Roadkill will scrub off speed with Baer clamps front and rear.

▲Out back a Currie Enterprises (www.currieenterprises.com) 9-inch rear handle’s Roadkill’s might. It’s supported with the company’s upper and lower control arms, QA-1 rear shocks, and a pair of Eibach springs. Currie not only built the rear, we also sent them the Baer (www.baer.com) brakes to install before leaving its facility. When the rear arrived at MV, the only thing it needed was fluid before being bolted in. Roadkill’s sheetmetal fuel tank is from Behind Bars Race Cars (www.behindbarsracecars.com), and features stock-style support straps. The fuel tank features a rear sump, which will be ideal for the car’s return-style fuel system. ◀Speaking of fuel, Roadkill will sport a Weldon Racing (www.weldonracing.com) fuel system, including the pump, regulator, and filter. Here is shown Weldon’s 2035 fuel pump, which is the same pump Tim uses on his NMRA Real Street. We knew it would be loud since it’s externally mounted, but not that loud. With it installed, we either needed to forego a stereo system or install a concert-hall PA so we could be able to hear it over the pump. However, Weldon recently came out with a more street-friendly 1100-A fuel pump, so that will be in place by the time the car is fully operational. The Weldon 1100-A is good for up to 1,200 hp, which should be plenty for Roadkill.

NEW HOME

A

fter leaving MV Performance, Project Roadkill’s new residence is JMS Chip and Performance in Lucedale, Mississippi, for the next phase of its rebirth. JMS was started by SCT’s Chris Johnson, and he still oversees operations on a regular basis. Though MV did handle Roadkill’s transformation up to this point, there is still much to be done. With JMS’ expertise,

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Roadkill is going to receive a Mach 1 wiring harness [sourced from JMS and MPS Auto Salvage (www.mps autosalvage.com)] and PCM (from Joe Charles), a new Weldon fuel pump, a new Optima battery, and the like. Roadkill’s seating surfaces will

be upgraded by TMI Products, and JMS will be sending the seats out to TMI for rejuvenation. The plan for Roadkill while at JMS is to get the car running so assorted driveability issues can be sorted out, a new heater core and evaporator

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▲Here is the engine, all buttoned up. In this form, the car ran, but it was temperamental. It features an Electromotive TEC-II engine management system (www.electromotive-inc.com), which was new to MV’s Tim Matherly. Our plan is to go with a Mach 1 engine harness and computer for more familiar stock-style electronics, the aforementioned Weldon 1100-A fuel pump, and a new Optima battery. We hope these additions will enable JMS Chip and Performance to take the reins and get the car 100-percent operational.

▶From the glamorous Auto Meter/JME Enterprise gauge install to the not so glamorous, we move back down to Roadkill’s bottom side for a look at the car’s subframe connectors. Any Mustang benefits from subframe connectors, especially Fox hatchbacks. You can feel the car’s increased rigidity after a subframe connector install. Roadkill may get a rollcage before its completion, but we’re going to keep it at a minimum since it will be driven on a regular basis. You can also spy Roadkill’s aluminum driveshaft from The Driveshaft Shop (www.driveshaft shop.com).

REV UP THAT RETRO LOOK 05-2009 MUSTANG • 08-2010 CHALLENGER • 2010 CAMARO

WWW.RETROUSA.NET ▲Roadkill’s interior is still a work in progress. We have some ideas for seating and a non-obtrusive rollcage, but one completed aspect is the gauges. Auto Meter supplied us with its Nexus line of gauges, and they’re simply awesome in function. You can change their color, and they feature a fullsweep start-up function. The gauges reside in a custom dash cluster from JME Enterprises (www.jmeenterprises.com), who also installed and set up the Auto Meter Nexus gauges. The JME cluster with the Auto Meter Nexus gauges is one of the highlights of the build so far. Everyone who sees them in action is in awe at their function.

installed, a custom rollcage, and paint. Of course, Roadkill will also be tuned while at JMS. We’re super-psyched to get the car done, and trust JMS to come through with an excellent product we’ll be proud to drive.

2008 Mustang GT Courtesy of Apple Valley Ford, Apple Valley MN

Choose from Retro USA's Front and Rear Bumpers, Quarter Moldings plus Rocker Moldings to complete the retro styling of your 05-09 Mustang. Front Bumper

While the look is classic the technology is the latest and greatest. Retro USA's Chrome-Tech™ features chrome film laminated to thermoformed TPO, the newest standard in automotive plastics. Compared to the chrome-of-old, Chrome-Tech™ will never rust, crack, chip or peel. All Retro USA Accessories are easily installed with 3M™ Attachment Tapes. No modifications required!

Rocker Panel Moldings

Quarter Moldings

Rear Bumper

The Look of Yesterday for Cars of Today WWW.RETROUSA.NET • 1-877-4RETROUSA (1-877-473-8768) DECEMBER 2010 5.0

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PROJECT ROADKILL SOURCES 5.0

AMERICAN MUSCLE.COM (866) 727-1266 www.americanmuscle.com AUTO METER (866) 248-6356 www.autometer.com

▲Back up top, MV’s Bart Tobener works on finishing up the Vortech supercharger installation. Bart had to trim the inlet pipe in order to make everything social under the hood, but that’s to be expected with an undertaking such as Roadkill. At left, you can see the plumbing connections for the Vortech Aftercooler and Roadkill’s Weldon fuel pressure regulator. Tim and Bart ran the fuel lines from front to back along the car’s subframe connectors, then up and into the engine compartment to the UPR Products’ fuel rails.

CERVINI’S AUTO DESIGNS (900) 488-6057 www.cervinis.com FALKEN TIRE (800) 723-2553 www.falkentire.com JMS CHIP AND PERFORMANCE (601) 766-9424 www.jmschip.com MV PERFORMANCE (770) 725-7862 www.mvperformance.com OPTIMA BATTERIES (888) 8-OPTIMA www.optimabatteries.com QA-1 (800) 721-7761 www.qa1.net RAM CLUTCHES (803) 788-6034 www.ramclutches.com TREMEC (800) 401-9866 www.tremec.com UPR PRODUCTS (561) 588-6630 www.uprproducts.com

▲Well, she’s a little dusty, but before Roadkill left MV Performance it did run under its own power. As Tim worked to decipher the car’s engine management system, yours truly even “drove” it while on the dyno. Tim monitored the situation as I ran the car through small steps to make sure everything was working properly. The engine seemed to have a mysterious miss upon initial start-up, but it would go away as the engine came up to temperature. Since we ran the car at that time, it’s become temperamental and didn’t even want to start. We haven’t had a chance to diagnose that issue as of this writing. 5.0 86

5.0 DECEMBER 2010

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VORTECH ENGINEERING (805) 247-0226 www.vortechsuperchargers.com


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CASTROL SYNTEC TOP CAR CHALLENGE

WE WALK TALL AND CARRY A REALLY BIG SUPERCHARGED STICK By Tom Wilson and KJ Jones Photos by KJ Jones and Henry Z. De Kuyper

L

ast year we fielded a 14-year-old d daily driver Mustang Cobra in the inaugural i Castrol Syntec Challenge.. It was a game move, putting up a lightly modified ’94 Cobra against a bunch of mega-dollar cars representing other magazines, and we did well to finish fourth. However, like the editors of the other five magazines involved (Super Street, Import Tuner, Eurotuner, Honda Tuning and Modified Magazine), Big Steve wanted to step up our game this year. And so Carlos Cortez’s ’07 Mustang Shelby GT500 convertible got the nod. Carlos’ car’s main attraction is nuclear thrust. The GT500s are no slouch off the showroom floor, of course. With Carlos’ ride wearing the first Vortech VTS supercharger upgrade, it packs a Herculean hit that’s guaranteed to make almost any competitor run and hide from contests of brute force. Of course, the Castrol Syntec Top Car

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Challenge is far more than a drag race. The contest includes a dyno evaluation, emissions test, 180-mile endurance drive, 0-to60 acceleration, 80-to-0 braking, power-toweight calculations, and a fastest-lap shootout on the road course. Therefore our GT500 was further prepped to enhance its all-around game (see “Maxed Out” on page 64 in our Oct. ’10 issue and “Topped Off” elsewhere in this issue). Because the Castrol Syntec Top Car Challenge is far more than a drag race, testing the participants is a three-day affair, opening with a dyno test at K&N Performance in Riverside, California. A

best-of-three power pulls are made on K&N’s Superflow chassis dyno, followed immediately by an emissions test. Once everyone has their chance on the dyno’s rollers, the Top Car entourage hits the road and rumbles through street and highway traffic, on the three-hour grind up to Buttonwillow Raceway Park in California’s sweltering central valley. At Buttonwillow, Day 2 is dedicated to testing in the standing quarter-mile, 0-60 acceleration, and 80-0 braking. Day 3 is spent lapping Buttonwillow’s “big track” in search of the single-fastest lap. Points are awarded mainly, but not

Horse Sense: Fastest lap times at the Castrol Syntec Challenge this year were in the 1.57-minute range. To give an idea of how fast that is, the NASA American Iron lap record on the same course is held by Dave Royce in Maximum Motorsport’s race car at 2.00 and change. The American Iron Extreme lap record belongs to Ernesto Rocco at 1.56 minues—and he used his sub-3,000-pound, turbocharged, big-inch Windsor racer with wing, full-cage/frame, and 315 front tires to set it! Keep that in mind as you read about our Shelby’s performance on the road course.

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▲We know, a Mustang sharing page space with anything else—especially Brand-X or (gasp) imports—is a travesty. However, as you’ll see when you read this report on the 2010 Castrol Syntec Top Car Challenge, Carlos Cortez’s ’07 Shelby GT500 did an outstanding job as our representative, leading the pack and holding its own in several categories that seemed like a lock for the Euro-Asian entries of our sister mags.

completely, as a percentage of the best competitor’s performance, which makes it impossible for competitors to keep tabs on how everyone is doing. Furthermore, while some results are plainly evident to anyone watching, others, such as the officially clocked lap times, are known only to the officials, and they keep those a secret for a couple of months so the news doesn’t leak out early and spoil the fun. We certainly had the power this year, and as long as the brakes stayed close to their operating temperature, our Shelby GT500 had fabulous braking, along with good emissions and unimpeachable streetcar credentials. If we have to call something an Achilles’ heel for our combination, it’s definitely the car’s excessive weight and limp chassis. I’ll finish by saying I love road racing, but that particular discipline of motorsports asks a lot of a street car. It’s impossible to brake or corner anywhere as hard and as repeatedly on the street as is the DECEMBER 2010 5.0

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CASTROL SYNTEC TOP CAR CHALLENGE

▲With the dyno and emissions tests completed, the Castrol Syntec Top Car Challenge entourage gets ready to hit the road, with 5.0 Mustang & Super Fords’ ’07 Shelby GT500 leading the way!

▲Brief assemblies like this are common at the Castrol Syntec Top Car Challenge. Elliott Moran (center, with the L.A. Dodgers cap and folder of papers) coordinates this deal each year, and makes it a point to keep all competitors abreast of the event’s schedule, rules, and so on, by having impromptu meetings such as this. ◀As you can imagine, Castrol’s Syntec is the preferred engine lubricant for Top Car Challenge entries. Prior to the start of the competition, Carlos tops off our ’07 Shelby GT500’s super-blown 5.4 with a few insurance drops of 5W-50.

▲There are two bitchin’ four-wheel-drive chassis dynamometers at K&N Performance—a Dynojet and this Superflow unit, which was used for testing all six of the Top Car Challenge participants. While the Superflow’s measurements seemed to be a bit lower than the numbers each competitor anticipated (yes, we did hear someone say, “that can’t be right” about the results of their car’s dyno session), we were happy with the GT500’s performance, as it put 5.0&SF solidly in the lead of the competition.

▲Top Car Challenge festivities get started at K&N Performance in Riverside, California. We drew the first run on the dyno, and immediately created a bit of a buzz among the competitors to follow.

norm on the track. The qualities that make a great track car also contribute a lot to having a punishing street car. But the perceived catch-22 is that great street cars usually tend to fall apart on the track. Our Top Car challenger dispelled that theory. In the final analysis, I’m jealous of Carlos’ ability to take his GT500 (and its sledgehammer performance) for a long, spirited cruise through the canyons of SoCal, tunes playing, fresh air blowing, and massive power burst always at the ready. His ride is a fabulous street car with wonderful driveability. And by bettering its competition in outright power, and finishing a close second in the acceleration and braking tests (and being just a touch below emissions standards with long-tube headers), this GT500 definitely is a winner with us in its intended street environment. ON THE DYNO Dyno day was Wednesday on the Superflow chassis dyno at K&N 92

Performance. Top Car Challenge rules allow each entry to make three pulls with five minutes to cool down between runs. For Carlos Cortez’s Shelby GT500, Technical Editor KJ Jones elected to make two runs back-to-back, then ice down the 5.4’s Lysholm twin-screw supercharger and intake tract for 10 minutes, figuring the two quick runs would warm and thin the oil, then the longer cool-down would allow cooler inlet air temps. This proved to be a great plan, as Carlo’s beast ripped off two perfectly repeated 650hp passes, and followed up after the ice treatment by cranking out an additional 15 hp to post 665 ponies at the feet. Only the turbocharged Toyota Supra could come somewhat close to that figure, whining out a respectable but distinctly second-place 590 horses. A brief cool-down immediately followed each car’s power passes on the dyno, followed by a 2,500-rpm emission test. Lasting 90 seconds, the sniffer didn’t

▲Your tech editor’s call to make two back-to-back dyno runs and then cool the supercharger, throttle body, and air-inlet tube (for 10 minutes) using ice ultimately proved to be worth 15 additional horsepower at the feet. The increase brought a look of surprise and disappointment to everyone else, as the increase made it clear there would be no catching the Mustang on the dyno.

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CASTROL SYNTEC TOP CAR CHALLENGE encounter anything it didn’t overwhelmingly like about our Shelby, despite its longtube headers, lack of catalytic converters, and potent fuel. ON THE ROAD The cruise portion of the Castrol Syntec Top Car Challenge was a non-entity for Carlos’ Shelby GT500. A low-mileage bolt-on car, the GT500 ran the six different freeways, surface streets, and grinding stop-and-go traffic in 100-plus-degree heat with the AC cold as ice. An on-board data logger showed the water temperature seemingly glued to 185 degrees, and mileage measured 18 mpg for the 180-mile, approximately three-hour grind. And we should emphasize Carlos’ Shelby is absolutely a street car (one heck of a street car, we might add). No rattletrap shaker, the GT500 is a 3,700-mile cruiser devoid of squeaks or rattles. The stereo blast tunes; the stock AC is, if anything, an over-achiever; the stock seats are cushy leather; and above all, it can drop its top for open-air enjoyment.

▶Each Top Car entry must complete an impromptu emissions (Smog) test, shortly after their power run on the dyno. Cars are run for 90 seconds at 2,500 rpm, and “sniffer” readings are recorded. The emissions results are factored into the participants’ overall scores.

▲Take away the cowl hood, and the Castrol Syntec Top Car Challenge and other sponsor signage, and Carlos Cortez’s ’07 Shelby GT500 looks just like any other S197 ‘Stang on the road. Notice that the windows are down in this photo, as the cruise was still traveling through relatively pleasant SoCal temperatures when this shot was taken. The windows went up and the air conditioning was turned on for the hotter segment of the trip, and the Shelby never missed a beat.

▲ This “real world,” bumper-to-bumper, deadstopped traffic condition, caused by a burning 18-wheeler, met us a few miles outside our final destination in Buttonwillow, California. Despite an outside temperature of 102, Carlos and your tech editor enjoyed cool comfort inside the airconditioned GT500.

▲The Top Car Challenge road tour (from K&N Performance in Riverside to a truck-stop town called Buttonwillow) stretches over 180 miles on California highways like this—flat, straight, hot (102 degrees in Central California), and if it wasn’t for other traffic, completely void of civilization. Seriously, the selected route is a great test of a car’s endurance, as there aren’t many places to get help if something happens. 94

STOP AND GO At Buttonwillow Raceway Park, the first point of business was evaluating the dragstrip performance for each ’Challenge entry. The facility uses a portable dragstrip setup (complete with staging beams, a Christmas Tree, and 60-foot and quartermile time and speed), which was set up on the long back straight of the relatively flat and slightly technical road-racing circuit. Our Maximum Motorsports crew disconnected the GT500’s front sway bar for better weight transfer, the tire pressures were let down in back to 18 psi, and Tech Editor Jones slid behind the wheel. Three runs were allowed, with KJ opening via a wheel-spinning 12.07-second rodeo ride. As KJ put it: “It was a little on the edge, sideways, with just a haze of the tires in Third gear.” Knowing a little softer was the answer, KJ toned down the launch and shifts, but backed up to a 12.24. As anyone with experience in high-powered, high-torque cars with stock-type suspensions can attest, a beast like this is not easy to drive. Luckily, KJ has the skills, and on the final pass managed to find what he calls “the perfect storm,” which resulted in a

▲Nowhere in the competition’s rules does it state that a “support crew” cannot be used for the ontrack segments of the event. We were lucky enough to have the best in the game assisting us—the team at Maximum Motorsports (www.maximummotor sports.com), who worked tirelessly on our Shelby for two long days, and ultimately dialed in drag-race and road-race setups that enabled the car to perform well beyond its perceived abilities.

▲A set of Hawk (www.hawkperformance.com) HPS Plus brake pads filled the calipers of the Shelby just before the start of Day 2 events (quarter-mile, 0-to-60 acceleration, and 80-to-0 braking). The highfriction, Ferro-Carbon pads are more responsive than the OEM brakes on the Shelby, and their high resistance to brake fade makes them a good upgrade for any high-performance street ‘Stang that occasionally sees similar competition or high-speed driving, or that encounters repetitive heavy braking.

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beautiful run to 11.76 at 124 mph. “Carlos’ car pulls like a freight train,” says KJ. “Without being allowed to do any type of burnout, making a good, clean dragstrip pass isn’t easy in this Shelby— especially with street tires on a surface that has not been prepped in any way. I had to process everything really quickly on each pass, because before I knew it, the car had pulled right to that point where the tires were starting to spin.” Along the way, onboard timing equipment gave the 0-to-60 time at 3.9 seconds. Together, the quarter-mile and 0-to-60 runs highlighted the Shelby’s muscular strength. Only the Nissan GT-R could best it, thanks to the Japanese car’s combination of good power, lighter weight, and far superior all-wheel-drive traction and electronic launch control. All brake testing was done by a designated test driver and run from 80-to-0 mph. Everyone was surprised just how well the GT500 did, perhaps because they recall last year’s ’94 Cobra with its unbedded brake pads and excruciatingly long stop from the same speed. The GT500’s giant Brembo brakes and Hawk HPS Plus street pads anchored the

▲As expected, 5.0&SF’s Top Car contestant excelled in the dragstrip portion of the event. Tech Editor Jones handled the driving duties for this segment, and recorded a best e.t. of 11.76 at 124 mph. The time and speed placed us a close second to Modified Magazine’s Nissan GT-R, which excelled on the ’strip solely because of its ability to leave the line without a hint of tire spin.

▲For consistency purposes, the 80-to-0 braking test was done with an experienced “designated driver” behind the wheel of each entry. Bottom line: The import faithful were certain our heavyweight ’Stang would perform as badly, or worse, than the dismal 221-foot braking distance of our ’09 representative. Imagine the looks on their faces when the test jockey got our Pony whoa’d down nearly 50 feet in front of that long distance—three straight times!

Precision

▲Stopping distances were initially recorded with different-colored chalk marks for each car. Once the final test was completed, officials used a measuring wheel to finalize the starting-point-to-shorteststopping-point distances.

Feel

big convertible in an eyeball-popping 173 feet! That’s a lot better than in 2009, and a dramatic illustration of the importance of pad bedding. ON THE TRACK Lap times were set on the third and final day of the 2010 Castrol Syntec Top Car Challenge, with an hour of open practice before a 15-minute, officially timed session. The single-fastest lap is tallied, with double points awarded to the winner because traversing a road course (in the least amount of time) encompasses all aspects of a car’s performance; testing a vehicles balance and finesse through transitions the more specialized tests miss. Before hitting the track, the Maximum Motorsports crew swapped the Hawk HPS Plus street brake pads for gnarly Hawk DTC-60 race pads front and rear. After the pad change, I took the car out on the deserted roads around the racetrack to bed the pads, which gave me an introduction to the Shelby’s hairy power. On the road the car was a joy; an easy-riding, power-crazed unit with noticeably more tone in the handling than that of factory-suspended GT500s. The only squawk was a flat spot in the throttle right off idle, but it was a momentary thing, and with 124 mph in the quarter, it wasn’t hurting power delivery any. Still, just one little squirt of the throttle and we knew we were in for a tough hour and 15 minutes on the track. And we were. Carlos’ car has the power of a Trans Am racer but without the precision of a full tube-frame chassis, stiff suspension, and dedicated racing slicks. Furthermore, at 4,300 pounds in on-track trim (car with driver), Carlos’ car is bending under the three-quarter tons more weight than the purebred racer. In an effort to provide some stability to

Comfort

0.5

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CASTROL SYNTEC TOP CAR CHALLENGE

▲An accomplished road racer, editor-at-large Tom Wilson served as our pilot for the on-track/ road-racing segment of the Castrol Syntec Top Car Challenge.

▲Nitto’s (www.nittotire.com) superb NT01Rs were mounted on a full set of bitchin’ 10.5x9.5 HRE wheels that Carlos selected for his Shelby. The largest-possible footprint was needed to handle the GT500’s two-and-a-quarter-ton, on-track weight. To avoid having to resort to fender flares and radical suspension mods, 285/35-18 (front) and 305/30-18 (rear) Nittos were selected for use on the Shelby.

▲Carlos’ Lysholm-blown Shelby definitely is a fueldrinker when the wick is turned up. We used nearly 30 gallons of VP Racing Fuels’ (www.vpracing fuels.com) C-16 blend for the Castrol Syntec Top Car Challenge.

▲A brainstorming session prior to the final timed run led to a quick thrash to get a smaller Eibach (www.eibach.com) front sway bar swapped onto the GT500. (The stock bar was borrowed from Maximum’s S197.) The change was made to further rid the nose-heavy ‘Stang of understeer that was affecting Tom’s ability to quickly navigate the corners at Buttonwillow Raceway.

▲Each car and driver were given a one-hour practice session during the first part of Day 3. The test laps gave Tom an opportunity to familiarize himself with the upgraded Shelby’s power and handling characteristics, and determine exactly how to drive the car during the all-important run for a quick-lap time that would come later.

▲The Castrol Syntec Top Car Challenge definitely wasn’t Maximum Motorsports’ first go-’round with participating in an on-track event. During the practice laps, the crew had Tom periodically drive our Shelby into the pits so data (tire and brake-pad temps, tire wear, air pressure, engine temp, and so on) could be recorded for analysis and subsequent changes to the setup before the main event. 96

▲Hitting the scales verified what was obvious from the moment we selected a convertible Shelby GT 500 to represent 5.0&SF at the 2010 Castrol Syntec Top Car Challenge—the car is portly!

▲Once again, we’d like to thank Carlos Cortez (driver seat); his wife, Cheryl; their son, Chris (shown riding shotgun); and family friends Marvin and Rachel for all of their cooperation and genuine enthusiasm as 5.0 Mustang & Super Fords’ representative at the 2010 Castrol Syntec Top Car Challenge.

this difficult situation, Maximum had tuned out much of Ford’s built-in understeer with geometry and alignment settings, but left plenty of push in via sway-bar tuning. The result was an inherently honest car (it never tried to turn around and bite us) but with so much understeer in the fast sweepers that only minimal power could be used. On top of that, the dead spot in throttle response just above idle was right where we needed a whiff of power to pick up the front end in mid-corner. That meant either we understeered wide, started to power oversteer (so much torque down low), or simply had to crawl through the turns using almost no throttle at all. None of those are a way to set a fast time. As you might imagine, this made for a two-fisted, lurching bronco that was difficult to keep in that narrow range where the car was balanced and the tires were giving all their grip. It was our version of the tightrope that KJ walked during his time behind the wheel in the drag test. Just to make sure we earned our pay, the brakes, which provided excellent stopping power and modulation, faded to the floor in a couple of laps, and the usual lap or so of cool down had almost no effect. Only bringing the car into the pits and bleeding the brakes would restore raceable braking—for another couple of laps. Some fiddling with shock settings— and most importantly—swapping in a smaller front sway bar, allowed us to put something of a flowing lap together by the end of our timed runs. Unfortunately our 2:05 best was light years behind everyone else, who hovered in the 1:57 to 1:58 range. However, on the plus side, Carlos’ car was 7-seconds-a-lap faster than last year’s ride. 5.0

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CASTROL SYNTEC TOP CAR CHALLENGE

BIGGER BOOST AND A CLUTCH SWAP ROUND OUT PREP TASKS FOR OUR TOP CAR SHELBY Text and Photos by KJ Jones

A

s we stated in the first article in our series on the 2010 Castrol Syntec Top Car Challenge (“Dangerous Drop Top,” Sept ’10, p. 76), we definitely learned a lot last year in the annual performance/endurance shootout that pits

a Mustang flying 5.0’s colors against five other rides (and their owners) representing Source Interlink Media’s importcentric mags—Eurotuner, Super Street, Import Tuner, Modified Magazine and Honda Tuner. We’re on a mission to improve on the fourthplace finish that Ron Cooper scored at the

▼Mason “Mase” Rowland of B&D Racing finagles a shorter Dayco drive belt (PN 50855) around the 3.25-inch, big-boost ig boost supercharger pulley on our Top Car Challenge Shelby GT500. Using a little muscle is necessary for installing the 85.5-inch belt, as well as removing an idler pulley that is used with the “stock” 4.0-inch wheel on Lysholm’s twin-screw blower.

Horse Sense: It’s show time, fellas! Take a close look at this report, and then look elsewhere in this issue to learn details of how our Shelby GT500 performed at the 2010 Castrol Syntec Top Car Challenge. And, if you haven’t already done so, cast your peoples’ choice vote for our entry on the website (www.syntectopcarchallenge.com).

DECEMBER 2010 5.0

101


CASTROL SYNTEC TOP CAR CHALLENGE ’09 Challenge with his supercharged ’94 Cobra. To do this, Carlos Cortez and his ’07 Shelby GT500 stepped up as our players for 2010. We’re putting Carlos’ steed through a battery of buildups to ensure it will be ready to outperform the imports when the Challenge begins. The on-track tests are quarter-mile (e.t.), acceleration (0 to 60 mph), braking (80 to 0 mph), and—a crowd-favorite—the road-course showdown (lap time), and we decided to use a Shelby GT500 for its factory-borne power and improved handling over standard

Lightweight 8mm Valves, 1.290 O.D. Springs, Retainers & Locks. Reduces Valve Float. 205 & 225cc have 1.550 O.D. Springs

Mustang GTs. However, based on previous research with Mustangs, we know a good ’Stang can always be made better with the proper measures. For Carlos’ ride, a complete suspension makeover was performed using raceproven pieces from Eibach Springs, Maximum Motorsports, and Nitto Tire (“Maxed Out,” Oct ’10, p. 64). The new pieces replace previously installed hardware that brought the Shelby down some (lowered), but wasn’t quite ready for the hard abuse our entry will endure during the contest.

Nascar Valve Spring Material

Bead Lock Valves & Retainers

Bronze Guides

Viton Oil Seals, Not Cheap Poly Acrylic Like Some Of Our Competitors Fully CNC Ported for Maximum Flow Hardened Chrome Moly Spring Seats, Not Flimsy Shims Like Some of Our Competitors

.750” Thick Deck

58cc or 72cc Quick Burn Combustion Chambers. 165cc only available in 58cc

▲Increased fuel volume is required when the Lysholm is turned up for max boost and power. As such, our first task is to replace the GT500’s OEM fuel injectors (left), which are fine for the engine’s 4.0-inch pulley/pump-gas tune, with Ford Racing Performance Parts 80-lb/hr squirters (right).

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▲Once the belt is removed, the pulley swap on our big twin-screw is super simple. A small dab of Loctite on each Allen-headed fastener helps ensure the pulley will stay put when it reaches full spin.

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▲Here’s a look at the difference in pulley size. The Lysholm 3.3 is set up with a 4.0-inch wheel from the factory (left). The new 3.25-inch pulley spins faster and increases max-boost by 5.6 psi (from 16 psi to 21.6 psi).

▲With the boost tasks handled, installing Centerforce’s new Dyad dual-disc clutch system is the next upgrade for our Top Car Challenge entry. Removing the passenger-side long-tube header makes extracting the transmission a bit easier, as does slightly raising the engine.

▲Ford installed this 8-inch, twin-disc clutch in Shelby GT500s. The discs are ceramic; they have a tendency to hiss when the clutch is released and shudder/grab a bit, typically at startup.

▲Centerforce’s Dyad clutch system measures 10.5 inches; it features a pair of discs that are made with high-temperature organic material on one side and a metallic-ceramic alloy on the opposite face. Using the two materials facilitates increased holding power and maintains smoothness, which is critical for street-driven cars with big power.

Once our ’Stang’s handling was dialed in, it was time for us to step up the Pony’s performance program a bit. As we noted in the introductory report, our Top-Car contender is motivated by Ford’s mighty Four-Valve, 5.4-liter engine and topped with Lysholm’s enormous 3.3-liter Twin Screw supercharger. With a VP Racing Fuels C-16 tune, the Shelby puts down 694.68 horses at the rear wheels, and 657.64 lb-ft of gut-turning torque, which we feel is plenty enough to place us among the top dogs at Top Car. The Challenge is an event where

contestants lay every ounce of their cars’ performance on the line—especially horsepower—which is measured on the SuperFlow chassis dyno at K&N Performance in Riverside, California. While


CASTROL SYNTEC TOP CAR CHALLENGE several performance criteria are evaluated in the Top Car Challenge, rear-wheel horsepower (unofficially) is the big deal in this contest. Be it domestic or import, big steam ranks high when it comes to determining

a street car’s level of prowess. So with our mindset on big steam, we added a few cool hop-up goodies to Carlos’ Shelby GT500. The showstopper in our new-parts collection is a 3.25-inch supercharger pulley, which replaces the 4.0-inch Lysholm

▲This look at the disassembled Dyad details its hub-and-pin drive setup, which links the two disc plates. This innovative design eliminates the need to add springs on disc #2 (on the left in this photo), which keeps the unit fairly lightweight, as well as noise/chatter free. Drilled holes around the perimeter of the steel flywheel is another cool feature of this system. Lightening the outer region of the flywheel helps improve acceleration, which will be a big benefit to our heavy ’Stang.

▲Prior to actually installing the new clutch, there was some talk concerning “tricks” or special tools required for putting the Centerforce twin-disc in a Shelby GT500. The reality is that the swap is no different than bolting one in any other S197 (the drive lugs actually make it a bit easier). Removing and replacing the tranny is the only heavy lifting required with this job.

▲Returning the Shelby’s transmission and headers to their proper places closes the clutch-swap deal. However, before everything was buttoned up, Mason exchanged the stock shifter with a shortthrow unit from Ford Racing Performance Parts.

▲The Dyad dual-disc clutch is designed to fit snugly on the transmission input shaft for positive clutch engagement, and to reduce wear and potential damage to the shaft. Centerforce makes its Dyad clutches with hubs that actually are softer than a tranny’s input shaft to ensure the hub will wear before the shaft does. Notice the thick drive lugs, which connect the primary clutch disc with the secondary disc. ▶Fasteners receive an upgrade, too. Centerforce uses ARP fasteners (flywheel bolt shown on the left) throughout the Dyad clutch system. 104

▲While we believe replacing the factory two-piece driveshaft is a “must-do” upgrade for all S197s, we definitely encourage the mod for Shelby GT500s that put more than 500 hp on the ground. This lightweight piece comes from Coast Driveline and Gear of Ventura, California (www.coastdriveline.com).

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CASTROL SYNTEC TOP CAR CHALLENGE

▲Lysholm created an SCT race-gas/small-pulley PCM calibration for its Shelby GT500 3.3 twin-screw supercharger system, when Carlos’s car served as the guinea pig for the blower’s development. Making the plug-and-play file transfer via an XCalibrator 3 unit is the last task in this upgrade effort. A full set of Nitto’s ultra-sticky NT01 road-race boots were added just as this story deadlined. Details and pictures of the new tire-and-wheel package are included in Tom Wilson’s report on the Castrol Syntec Top Car Challenge, which you’ll find on page 90 of this issue.

ON THE DYNO

W

e didn’t think it was wise to immediately jump on the new clutch. Centerforce recommends putting 250 miles of shifting-intense (street) driving on the Dyad twin-disc before making WOT blasts. The numbers in the chart are results from a previous dyno test (on a Dynojet chassis dyno), in which our Challenge ’Stang still had its stock clutch and driveshaft, but was set up with the same 3.25-inch blower pulley, C-16 fuel, and Lysholm/SCT tune that were in place for the event.

RPM

POWER

TORQUE

2,000 2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 7,000

110.13 276.21 352.17 425.49 495.82 562.68 614.70 660.40 694.68 690.42 683.51

288.65 580.20 616.54 638.48 650.99 657.68 645.70 630.63 607.23 557.88 527.90

pulley. The reduced diameter increases the big blower’s boost output by more than 5 psi, and we hope it will put our entry in front of the others when it’s time to tally up its rear-wheel ponies on the dyno. In the driveline department is the allnew twin-disc Dyad clutch system from Centerforce (PN 04114805). At 10.5 inches in diameter, the Dyad is a big step up from a Shelby’s factory clutch package. We understand the move was made in an effort to make pedal-effort somewhat minimal, but with the cars weighing 4,000-plus pounds and with the huge amount of torque GT500s can potentially create, the small clutch unit really doesn’t stand much of a chance. The largerdiameter Centerforce has more surface area, friction coefficient, and a greater clamp-load capacity than the factory piece. These two qualities are keys to Dyad’s overall effectiveness at moving as much of the Shelby’s power through the drivetrain as possible. B&D Racing of Van Nuys, California, is well versed in power improving Shelby GT500s, S197 GTs, and all-other latemodel Mustangs. The shop’s lead technician, Mason “Mase” Rowland, took care of the adding the upgrade pieces on Carlos’ ride and the following photos detail these key components. 5.0

▼No, our Top Car Shelby GT500 doesn’t make nearly 700 hp at the feet on 91-octane fuel. While that would be cool, we’re playing it safe by using VP Racing Fuel’s C-16 race fuel.

SOURCES 5.0 B&D RACING (818) 781-7474 www.bderacing.net CENTERFORCE (928) 771-8244 www.centerforce.com NITTO TIRE www.nittotire.com SCT (407) 774-2447 www.sctflash.com VORTECH ENGINEERING (805) 247-0226 www.vortechengineering.com VP RACING FUEL (812) 878-2025 www.vpracingfuels.com

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REAL STREET SN-95

HE DOESN’T WEAR PINSTRIPES, BUT DAVE GINTER IS BUSY RACING DURING THE SPRING AND SUMMER MONTHS

Text by Michael Johnson Photos by Paul Rosner

▲From an exterior standpoint, Dave’s ’98 Cobra didn’t need much to transition from street to track duty. The only departure from stock is a ’95 Cobra R-style hood. Of course, Dave had to make the necessary changes to the car’s rolling stock and braking systems. Reduced rolling resistance comes courtesy of Mickey Thompson E/T Front tires encompassing Weld Racing Alumastar wheels. Out back, Dave trusts Mickey Thompson E/T Drag slicks to get him off the line with haste.

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W

We’ve heard the term “sports widow,” meaning the husband dedicates so much time to a certain sport throughout the season that the wife feels abandoned. Though NMRA racer Dave Ginter would count himself a big sports fan, his wife, Kristy, would be considered a drag racing widow. The joke between Dave and Kristy is once the NMRA racing season starts in March, she jokingly says, “Ok, see ya in October.” Luckily for Dave, their anniversary is in late October so it’s the perfect to unwind and enjoy quality time with Kristy. Dave says October is “when my friends and family get to see me.” However, from March to October, Dave stays busy working on this ’98 Cobra, which he races in NMRA Real Street competition. Dave bought the car as a roller. The previous owner wanted to build it into a full drag car, but he didn’t have the heart to cut up

the 26,000-mile gem. Dave did—so he bought it, stripped it, and cut it into a race car. A week after purchasing the Cobra, it was stripped and on the way to Team Z Motorsports for a rollcage and suspension additions. Dave sent pictures of the car in its stripped condition to the previous owner. “He took it really well,” Dave says. In Dave’s defense, he wouldn’t have cut the Cobra if it was totally original, so don’t punch Dave in the teeth the next time you see him. The original engine was long gone, so originality was out the window. Still, the roller set Dave back $9,000, but once he stripped it and sold off the stock parts he didn’t need, Dave was only into the car for about $4,000. Playing around with rare cars is nothing new to Dave, as the car that basically caused all this was his ’01 Saleen. Dave had a lot of fun going to the track with the Saleen, which boasted a

Horse Sense: If Dave and his crew are at a race, there’s a chance he has a Kringle in the trailer. A Kringle is pure pastry deliciousness, available with a variety of fillings. Our favorites are blueberry cheesecake, apple/cinnamon, and strawberry cheesecake.

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REAL STREET SN-95

▲The interior of Dave’s Cobra appears all-race thanks to a Team Z Motorsports roll cage, Kirkey Racing seats, and Auto Meter gauges in a custom panel. A shift light reminds Dave when to shift, while his eyes also must peer into an Innovate Motorsports wideband to make sure air/fuel readings stay optimal. The passenger-side airbag cover hides an MSD Digital DIS-4 and the computer featuring an MV Performance-manipulated DiabloSport tune.

Four-Valve conversion with a ProCharger hanging off the front. Because of the fun he had at the dragstrip, Dave wanted to take his fun nationwide. If it was fun at home, just think of the fun it would be traveling all over creation to race at different dragstrips in a national series. Or so Dave thought. After looking at potential classes, he kept coming back to the NMRA’s Real Street class since it was close to what he was already running with his Saleen. He ran a Modular engine with a ProCharger in the Saleen; the top man in the class, Tim Matherly ran the same basic combo, albeit in Two-Valve form. When Dave set out to actually do the deal, he started doing his homework on who to work with to accomplish his racing goals. One of his first phone calls was to Team Z Motorsports in Flat Rock, Michigan. Team Z owner Dave Zimmerman is one of the go-to guys in the Mustang community for rollcage construction and suspension set up. “The first time I talked to Dave Z., it was apparent how knowledgeable he was. The fact that he was going to be at the races played a big part in why I chose Team Z,” Dave says. With Dave Z. at the track, Dave can bounce different ideas off of him, and get his help during those times as well. You’ll recognize a theme going here. When it came time to get the car tuned, Dave’s first choice was MV Performance. Obviously, MV’s Tim Matherly enjoys tremendous success in Real Street with a ProCharger-boosted Modular combination. Dave knew in order to get to the top he had to rely on those already at the top. Once Team Z had done its job, Dave took the car to MV to have it tuned with an existing Two-Valve, ProCharger-boosted combination under the hood. However, that combination was down on power compared to Tim and Jim Breese’s combination, which is also a MV-built combo. After hearing that news, Dave had MV build an engine for the car, and horsepower came up to level with Tim and Jim’s cars. Once done, the combo pretty much followed the MV Performance blueprint for Real Street. Dave made his debut at the NMRA Bradenton 2008 opener, and we were glad to see a fresh face in competition. He would go 112

on to win the NMRA Rookie of the Year award, and finish seventh in points. In 2009, Dave made the step up to Trick Flow’s new 4.6 heads and intake. At that time, Dave was in the middle of figuring out how to get the Cobra out of the hole in a consistent manner. The increased power steepened that learning curve. However, he improved his finish to the fourth spot in Real Street for 2009. We asked Dave what he’s learned since taking his racing on the road. Racing has been “a lot more work than I thought it was going to be,” Dave said. “Constant maintenance, meticulous note-taking, and how much weather conditions impact how the car runs—those are things I never knew before I started racing at this level.” However, it’s not all doom and gloom. “It’s also been more fun than I thought it would be. I have a great crew, but the camaraderie has been unreal. Guys from all different classes have helped me with parts and advice. That has been really great,” Dave adds. MV’s own Bart Tobener, who races EFI Renegade, is a tremendous help as well when Tim’s not around. As a result, Dave loves racing at the national level. “You can’t describe the feeling you get when pulling Second gear and all you see is sky,” Dave says. “It’s hard to describe that to someone who has never experienced it,” he adds. Speaking of seeing sky, Dave says MV’s Tim Matherly threw him in the deep end of the pool to see if he could swim. Right before a pass, Tim told him the car was probably going to spin. Instead, the car went straight up. Dave seems to think Tim knew the car would go up in the air, but Dave thinks Tim wanted to see what he was made of right off the bat. Tim was preparing Dave for what the car was going to be like on a consistent basis, but that consistency hasn’t been easy to come by. With a stick car, it’s tough to have consistent launches from track to track and with differing weather conditions. Something else that’s been even tougher for Dave is the time and dedication it takes to field a competitive car. He is constantly working on the car and always looking at ways to go faster. “If people think this car sits in a trailer between races, that’s definitely not the case,” he explains. Using the launch as an example, he

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REAL STREET SN-95 doesn’t want to make wholesale changes because then he doesn’t know what helps or hurts. Therefore, he’ll change something, and make a pass to see if it works. Changing one item at a time takes a lot of testing to realize the fruits of that labor. Dave’s lucky enough that his home track is 40 minutes from the house so he is able to test, but in Wisconsin it’s impossible to test in the winter. “That’s a frustrating part— when I hear other people’s testing numbers and I’m in four feet of snow,” Dave says. However, if it didn’t snow in Wisconsin, Dave wouldn’t have an off-season, and that’s when he likes to spend time with Kristy and their dogs, which I think is about all you can do in four feet of snow, anyway, unless he takes up snowmobile racing. Oh well, it’s

mid-October as you read this, so he now has time to think about testing for 2011. At least, he has some time after the anniversary date. Right, Dave? 5.0 ▼Under the ’95 Cobra R hood breathes an MV Performance-built Two-Valve boasting Trick Flow Street Heat heads and intake. The Trick Flow items are allowed for NMRA Real Street action, but porting is not allowed. However, the Trick Flow items flow markedly better than the factory castings, which helps when you have a ProCharger P-1SC II shoving 17 pounds of boost into the mix. The Trick Flow items make for an efficient path before exiting via Ford Racing Performance Parts short-tube headers and a Bassani X-shape crossover and mufflers. Dave’s engine swap history is the opposite of most engine swappers. He’s put a Four-Valve engine into a Two-Valve car with his former Saleen, and a TwoValve engine into a Four-Valve car with his Real Street Cobra.

’98 COBRA

5.0 TECH SPECS ENGINE AND DRIVETRAIN

BLOCK ’98 Cobra 4.6 CRANKSHAFT Stock, Innovators West harmonic dampener RODS ModMax Racing PISTONS Ross CAMSHAFTS Bullet Racing Cams custom CYLINDER HEADS Trick Flow Street Heat TwoValve INTAKE MANIFOLD Trick Flow THROTTLE BODY Stock MASS AIR Pro-M POWER ADDER ProCharger P-1SCII

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WHEELS Weld Racing Alumastar TIRES Mickey Thompson E/T Front REAR SUSPENSION SHOCKS Strange Engineering SPRINGS Stock CONTROL ARMS Team Z Motorsports upper and lower control arms, and antiroll bar BRAKES Strange Engineering WHEELS Weld Racing Alumastar 15x10-in TIRES Mickey Thompson 26x10 E/T Drag slicks CHASSIS STIFFENING Team Z Motorsports rollcage


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NMRA NMRA JOLIET, ILLINOIS

’BOWLED OVER

Team NMRA put the smack down on the NMCA outside Chitown

I

t’s sort of funny how in the world of motorsports, certain races are considered bigger than others. It’s also an interesting coincidence that a racing sanction’s major events typically comprise a trifecta that is referred to as a “Triple Crown.” The NHRA’s Big Three consists of its Winternationals in Pomona, California; U.S. Nationals in Indianapolis; and the World Finals, also at the Pomona Fairplex. In NASCAR’s Sprint Cup Series, the Daytona 500, Coca-Cola 600 at Lowe’s Motor Speedway/Charlotte, and Brickyard 400 (at the fabled Indianapolis Motor Speedway) are the trio of major races that every driver in the series wants to win at some point in their career. For the last 11 years, the NMRA’s season opener at Bradenton and World Finals in Bowling Green, Kentucky, have stood as the events to compete in and win at some point, as capturing glory at either race ranks high on a Ford drag racer’s list of career accomplishments. In the last five years, ProMedia’s Super Bowl of Street Legal Drag Racing—an us-against-them meeting of the NMRA and the all-brands sanction known as NMCA—has emerged as the second jewel in the unofficial Triple Crown for Mustang and Ford racers. Each year, the ’Bowl brings hard-core ’Stangbangers (including several NMRA veterans, some of them legends that have been away for a while) to the Windy City, for four days of off-the-meter competition within their own ranks (for plaques, purses, and points). They also square off against the NMCA’s finest in a teamversus-team showdown for some classy

▼It has been a couple of years now since Bob Kurgan has competed on the NMRA side of the ProMedia house, so it was cool to see Bob and his legendary T-top ’86 GT at the Super Bowl. The former EFI Renegade and BFGoodrich Drag Radial standout now competes in the NMCA’s Xtreme Street class, where he’s always in the hunt for event wins and points championships.

HORSE SENSE “Friendly competition” is one thing, but ProMedia’s Nitto Tire NMRA/NMCA Super Bowl of Street Legal Drag Racing definitely takes the concept to an entirely different level, as things definitely can get heated at a moment’s notice (just ask NMRA Factory Stock racer Tommy Godfrey about that). If you missed 2010’s Race for the Rings at Route 66 Raceway, make it a point to get there next year. The on-track action is great, and there’s plenty going on in the pits, car show and midway to satisfy any hardcore gearhead’s high-performance appetite.

118

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By KJ Jones Photos by KJ Jones and Paul Rosner

▼In the Drag Radial final, it appeared Jason Lee had his fourth-straight win in the bag, as his orange ’86 hatchback was literally dragging Sean Lyons’ ’93 coupe down Route 66 Raceway, as the cars passed the eighth-mile mark. My, how the tables turned at the stripe!

rings that rival those of champions in other sports courtesy of Nitto Tire. Enjoy the following photos and captions of the 5th Annual Nitto Tire NMRA/ NMCA Super Bowl of Street Legal Drag Racing; a race that definitely has earned its place as one of the premiere events for both ProMedia racing series. ◀While comeback awards aren’t presented at the Super Bowl of Street Legal Drag Racing, we have to acknowledge Billy Glidden, who made it to Joliet with a repaired Mustang (the ’10 GT suffered major front-end and roof damage after crashing at an ADRL event two weeks before the ’Bowl) and reached the semifinals in NMCA’s Pro Street class.

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NMRA NMRA JOLIET, ILLINOIS

▲What does an NMRA racer do while waiting for track personnel to finish a cleanup? We caught NMRA Hot Street racer Charlie Booze Jr. sending a text message to his wife during some brief downtime in Friday’s qualifying session.

▲ Many of you are fans of Tech Editor KJ Jones’ ’86 T-top coupe LX; a car that, as Foxes go, should be saved or preserved for posterity, as there were only a few made between 1979 and 1986. Julie and Terry Allen are proud members of the small T-top-coupe-owners fraternity. The couple debuted their remarkably restored Wild Strawberry ’84 T-top notch at the Super Bowl. The car features a twin-turbocharged 331 stroker, mini-tubs, and an OEM-looking rear seat, which is hard to pull off with mini-tubs. The coupe was transformed from junk to jewel by Terry in the couple’s home garage, and according to Julie, the super-special LX is a blast to drive on the street.

▶We were given a tip about Joe Stabinsky’s clean street-driven Terminator a few days before the Super Bowl. What makes this Cobra special? It’s on the verge of running 9s (went 10.07 at Joliet)—with a factory Eaton supercharger and no nitrous! 120

▲From high above Route 66 Raceway, we see that Sam Vincent (right lane) quickly recovered from being a little later at the ‘Tree (John Urist’s 0.050 reaction time was slightly better than Sam’s 0.069), and motored away from the defending Super Street Outlaw champion in the final round.

▲Longtime Mustang racer Travis Franklin made the haul from Texas to join the action in SSO. After a brief hiatus from the sport, Travis is back in action with a proven small-tire coupe that he plans to campaign in the weekly eighth-mile madness in the Lone Star State.

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NMRA NMRA JOLIET, ILLINOIS

▶PRO OUTLAW 10.5 ▶Mike Murillo set the e.t. and mph standards during qualifying, and carried the momentum all the way to a showdown with Conrad Scarry in a Pro Outlaw 10.5 final that has become somewhat common (going into Joliet, the pair had met in two finals). The outcome was a bit different this time, as Mike scored his first NMRA win of 2010, and first-ever Super Bowl title, after defeating the NMCA’s Joe Dunn.

◀Conrad Scarry definitely found out that “anything can happen in a drag race” in the Pro Outlaw 10.5 final. After leaving light years ahead of a slumbering Mike Murillo’s 0.209 starting-line reaction, a freak transmission failure slowed Conrad’s usually flawless New Edge to a way-off-pace of 7.17 at 175 mph, ruining a chance for Conrad to keep his winning streak alive.

▶SUPER STREET OUTLAW ◀We’re going to start referring to Sam Vincent as Sam “Thirties” after witnessing his ’88 coupe’s string of 7.30s runs in the semifinals (7.37) and final-round (7.35) of Super Street Outlaw, and in the Race-for-the-Ring duel with Mike Yedgarian (7.30). “We made a gear change (to a ratio he tested before Joliet) after qualifying and realized after the first round that it wasn’t the right move (he went 7.55 versus David Pachar),” says Sam. “Going back to the original gear had a lot to do with us winning this one.” ▶Defending Super Street Outlaw champion John Urist says he did all that he could to beat Sam Vincent in the final, but ultimately, John’s supercharged coupe simply didn’t have the steam to stay with Sam’s nitrous-powered notch. “At the weight we have to run with our combination, there’s no way we could’ve gone 0.30-anything in these weather conditions (hot, humid),” says John. “It’s not really the nitrous’ effectiveness in the heat—it’s just physics. We’ve got too much mass to move to run numbers like that.” 122

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▶DRAG RADIAL

▲A freshly rebuilt transmission (“we completely destroyed it in qualifying”) helped Sean Lyon post Swisswatch-like 8.0s from start to finish of the NMRA Drag Radial eliminator. In the final, the phenomenal top-end surge of Sean’s turbocharged coupe sent him roaring past Jason Lee at the stripe, putting an end to Jason’s early-season dominance in Drag Radial.

▲“I was kicking his ass the whole way down the track, and then he went right by me at a thousand feet,” says Jason Lee of Sean Lyon’s textbook “drive-around” in the Drag Radial final. “It was like he had one of those ‘Grebeck buttons’ or something,” Jason joked, referring to tall tales about the late Steve Grebeck’s use of nitrous to pull off similar, seemingly impossible victories with his turbocharged ‘Stang.

▶EFI RENEGADE

◀With only a disappointing six Mustangs entered in the Renegade class, Bob Cook qualified at the top of the field. As such, he needed only a first-round win (beat Brian Mitchell) to advance into the final. “I’m happy. The car ran fine and we really didn’t have to do much to it this weekend,” says Bob. ▼The Almandinger brothers’ multi-colored Capri ended up on the losing side of the Renegade final at the Super Bowl. However, there is a bright spot to celebrate, as the achievement is the team’s first-ever appearance in an NMRA final round, and a testament to their dedication to come back strong after missing the first three races of 2010.

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NMRA NMRA JOLIET, ILLINOIS

▶HOT STREET

▲Robbie Blankenship rebounded from a scary top-end incident in qualifying (brake failure), and grabbed top honors in Hot Street. Robbie’s ’04 GT now sports a fresh Roush 420ci bullet. He says the engine was perfect in its maiden contest, and definitely a change in the right direction given the recent rules (weight) changes for the class. ▶Rick Riccardi had to climb the taller side of the Hot Street ladder, beating Kevin Courtney and Max Gross to earn a trip to the final. Ignition issues slowed Rick’s Capri in the last round, giving Robbie Blankenship the win in a classic meeting of two former Open Comp racers.

▶REAL STREET

▲Bruce “Mirror Image” Hemminger (Bruce gave us a sneak peek at a second Real Street car that is identical to his long-time ’86 coupe) once again found himself in the Super Bowl’s Real Street final. The result wound up being the same as in 2009—he won! Bruce says his victory didn’t come without some struggling, as his normally stellar reaction times were unusually slow in each round. 124

▲Tim Matherly came out like gangbusters at the 2010 Super Bowl, recording a class-leading 9.52/144 in qualifying. Unfortunately, the same good fortune was nowhere to be found in the final, where a late reaction, spinning tires, and a broken supercharger belt all contributed to crushing Tim’s chances of cashing in on a win in Real Street. 5.0

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M90 ROUSHcharger 435hp Black - $4,999.00 2010 Mustang GT ----------- Part #420023 2009 Mustang GT ----------- Part #420116 2007-2008 Mustang GT --- Part #420114 2005-2006 Mustang GT --- Part #420112

Body Kits 2010 - 2011 Mustang Quarter Window Louvers ----------- Part #420093 - $170.93 Rear Wing ------- Part #420011 - $295.00 Front Fascia ----- Part #420000 - $650.00 Front Splitter --- Part #420002 - $100.00 Side Splitters --- Part #420092 - $149.00 Rear Valance ---- Part #420009 - $175.00 Billet Upper Grille -- Part #404473 - $234.99 Billet Lower Grille -- Part #420128 - $209.99

Body Kits 1999-2004 Mustang GT Complete Body Kit With Wing - Part #SM01-1K001-AA - $883.42 Front Fascia Part #SM01-1K100-AA - $489.76 Right Side Rocker Panel ------------ Part # - $198.98 Left Side Rocker Panel ---- Part #SM01-1700-AA - $198.98 Right Rear Valance - Part #SM01-1510-AA - $171.92 Left Rear Valance - Part #SM01-1520-AA - $171.92

Cold Air Intakes 2010 - 2011 Mustang GT -------------------- Part #420131 - $225.00 05-09 Mustang GT -------------------- Part #402099 - $323.42 05-09 Mustang V6 -------------------- Part #402098 - $296.89

Body Kits 2005-2009 Mustang GT Complete Body Kit - Part #401421 - $1996.22 Hood Scoop - Part #401345 ------ $170.00 Quarter Window Louvers - Part #401346 ----------- $170.93 Rear Wing - Part #401275 ------- $295.00 Front Fascia - Part #401422 ----- $650.00 Chin Spoiler - Part #401269 ------ $191.70 Rear Valance - Part #401271 ---- $336.16 Rocker Panels - Part #401337 --- $303.95 Billet Grille - Part #403184 ------- $349.99

Suspension Kits 2005-2011 Mustang GT Extreme Lowering Spring Kit --------------------- Part #402331 - $240.10 2005-2010 Mustang GT Complete Suspension Kit ----------------- Part #401296 - $1,498.21 Wheel Hop Reduction Kit 2005 - 2010 -- Part #401788 - $296.60 2011 ------------ Part #421120 - $296.60 Trak Pak Suspension Kit ---------------- Part #403151) - $1,500.00

Brake Kits 2005-2011 Mustang GT Four Piston Kit ----------------- Part #401599 - $2,250.00 Six Piston Kit ----------------- Part #403144 - $2,900.00 Exhaust Kits 05-09 Mustang GT & GT500 --------------------- Part #403936 - $585.00 2010 Mustang GT --------------------- Part #420025 - $585.00 2011 Mustang GT --------------------- Part #421127 - $399.00

4IPSU4IJGUFS"TTFNCMZ 2010 Mustang GT --------------------- Part #420037 - $225.00 2005-2009 Mustang GT --------------------- Part #401376 - $291.53

Shifter Accessories 2005-2010 Mustang GT Billet Shifter Arm - Part #401969 - $74.95 Shifter Knob - $49.95 Black ------------------------------ Part #401585 White ---------------------------- Part #401584 2011 Mustang GT White Ball Kit with Boot ----------------------- Part #421122 - $75.00 Black Ball Kit with Boot ----------------------- Part #421123 - $75.00 Billet Shifter Knob With Boot ----------------------- Part #421121 - $99.00 * Prices may change at any time without notice

800 59 ROUSH BuyROUSH.com


BY RICARDO TOPETE

Steeda 2011 GT CAI

T

he highly anticipated ’11 5.0-powered Mustang is a legend in the making. Yes, we believe the new 5.0 definitely is the Pony—and the engine—that all others will be measured against for a long time to come. As you well know by now, Ford equips ’11 GTs with a 5.0-liter, Four-Valve mill rated at 412 hp at a stratospheric 7,000-rpm limiter. With such a well-engineered power-plant, it makes you wonder

how much more room there is for improvement, especially considering it comes factory-equipped with cold-air induction as stock equipment. From experience, we’ve learned that one of the simplest and most costeffective methods of substantial power gains is to uncork the induction side of the motor. Upgrading to an aftermarket cold-air induction kit is probably the most common mod made by late-model Mustang enthusiasts. It’s no mystery

ON THE DYNO

W

e blasted the Mustang on the dyno to the tune of 387.64 horses and 367.93 lb-ft of torque on the ground. As impressive as the peak gains are, study the accompanying dyno data and you will see that power and torque both surpass the stock levels as early as around 2,500 rpm. From that point on, the Steeda/ SCT combo simply runs away from the stock setup. Keep your foot down, let the 5.0 Coyote wind itself out, and you will be rewarded with larger gains that increase with revs. The SCT-set, 7,000-rpm rev-limiter really takes advantage of the new ’Stang’s top-end potential. Noticeable performance gains with little effort—what’s not to like?

▲We put this stock Pony through its paces on the dyno. All testing was done in Fifth gear to ensure accurate readings, as the ’11 Mustang’s six-speed manual transmission features a 1:1 ratio in Fifth gear. Previously, all stick-shift Mustangs were tested in Fourth gear, as that yielded a 1:1 ratio. In stock form, Frank Lanzas’ tester put down 374 hp and 360 lb-ft of torque to the rear tires. To put this in perspective, the famed ’03-’04 Terminator Cobras put down around 370 rwhp in stock form—these new 5.0s are bad!

128

RPM

Baseline POWER TORQUE

Steeda CAI POWER TORQUE

2,500 3,000 3,500 4,000 4,500 5,000 5,500 6,000 6,500 6,900

135.78 166.11 209.07 251.66 301.38 322.17 355.14 360.38 372.61 370.11

142.88 176.06 225.27 268.57 310.71 337.53 365.09 372.66 387.61 378.03

297.10 300.82 322.96 338.91 359.75 345.32 345.42 320.81 305.78 285.87

300.17 308.21 338.04 352.64 362.65 354.55 348.64 326.21 313.20 287.76

Difference POWER TORQUE 7.10 9.95 16.20 16.91 9.33 15.36 9.95 12.28 15.00 7.92

3.07 7.39 15.08 13.73 2.90 9.23 3.22 5.40 7.42 1.89

▲Steeda and SCT collaborated to put together a well-designed system. Notice how the Steeda coldair kit includes an airscoop that retains the stock cold-air duct behind the front bumper. The use of this feature ensures the absolute lowest air-intake temperature possible for maximum power. In addition, the Steeda air-inlet tube accepts the stock Induction Sound Tube. Although that doesn’t add any power, it sure provides driving enjoyment.

why as the performance gains, ease of installation, and relatively low cost associated with this upgrade score big with consumers. In the case of late-model Mustangs, many CAI systems require reprogramming the computer in order to maximize performance, but more importantly, to avoid the dreaded Check Engine light, as well as driveability issues. Skip this important part of the equation and your engine could pay dearly with its life due to an overly lean air/fuel mixture. For the new 5.0, Steeda Autosports teamed up with SCT to provide a one-two punch in the form of a cold-air induction kit and a handheld computer tuner/flash device to take the hot new ’Stangs to the next level. Steeda’s Ultimate Induction Pak (PN 555-3935 for manual and PN 555-3936 for automatic; $739) features the company’s cold-air induction kit and SCT’s X3 flash tuner. Although Steeda offers both items individually, there is a price savings when purchased as a kit. Furthermore, Steeda’s cold-air sends a lot more air across the mass-air sensor, so a flash is mandatory. To be expected with the Steeda/SCT combo, the use of 91-octane fuel (or higher) is required. We don’t suspect many ’Stang freaks will have a quarrel with burning premium fuel in exchange for a healthy bump in power output. The extra couple of bucks spent at the pump during fill-ups is a small price to pay for the satisfaction of smoking the competition. Installing the CAI and PCM update is

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HOW DO YOU MEASURE UP? Dynojet Wheel Horsepower - the only number that matters

REAL INNOVATION • REAL PRODUCTS • REAL POWER

WWW.DYNOJET.COM

©2010 DYNOJET RESEARCH


▲With little more than a screwdriver, the factory air inlet can be removed in a few minutes. Notice the stock plastic engine cover has been removed temporarily to gain access to the throttle-body clamp.

▲Here is a close look at the intricately engineered cold-air kit by Steeda. We really dig the fact that it still makes use of the factory cold-air scoop behind the front grille, feeding in an ample supply of ambient air. The stock mass-air sensor is transferred to Steeda’s billet-aluminum mass-air housing, which features a built-in velocity stack to promote maximum airflow. Steeda goes the extra mile and includes rubber trim to dress the edges of the stainless steel heat-shield and sturdy brackets to keep things buttoned down.

▲Installation is basic—no cutting or drilling necessary. Steeda’s CAI makes use of the factory mass airflow sensor and original induction mounting locations. Once the heat-shield and air filter are secured, the stock PCV tube and IST are reattached. Note the high-flow, reusable air filter features an inverted cone for maximum surface area, while the rubber trim forms a seal against the hood when closed to prevent hot air from being drawn into the engine.

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storemags & fantamag - magazines for all ▶The end result has a handsome look that blends in with the factory theme of sophisticated muscle. Notice how the stock engine cover fits nicely in place. At this point, Frank Lanzas’ 5.0 ’Stang has an excellent foundation upon which to continue adding power.

▲Late-model Mustangs have become synonymous with aftermarket flash tuners. For this exercise, SCT’s X3 unit (PN 3000) is used to transfer a custom program developed specifically for Steeda’s CAI. Keep in mind that the use of premium 91-octane (minimum) fuel is required to support the higher ignition timing levels that have been calibrated in the tune.

so simple that even semi-mechanicallyinclined enthusiasts should be able to handle the job in less than an hour. For simplicity, the flash tuner comes preloaded with Steeda’s standard cold-air tune, which eliminates any guesswork and truly makes this a plug-n-play procedure. The more aggressive, custom tune that we’re using is an additional-cost upgrade that requires providing your Mustang’s PCM code. Once complete, it’s always a good idea to visit your local dyno shop and verify the end results—specifically, to ensure that the air/fuel ratio is within the allowable range when the hammer is dropped. 5.0

SOURCES 5.0

GTR HIGH PERFORMANCE (909) 987-4386 www.gtrhipo.com

SCT PERFORMANCE (407) 774-2447 www.sctflash.com STEEDA AUTOSPORTS (800) 950-0774 www.steeda.com


qtrhorse@mindspring.com

BY PAUL ROSNER

What’s happening, who’s racing, and where it’s at

C

ar guys will go to the store and buy tar and bug remover, car wash soap, clay bars, three kinds of wax, wheel cleaner, and tire foam. Then they’ll spend the better part of a weekend washing, waxing, and polishing to make their baby shine for a car show. But a beautiful set of wheels can give your ’Stang can make all the difference setting your ’Stang apart. While a set of wheels is the easiest, quickest way to personalize your hot rod, those jewels ain’t cheap. What’s worse is having those precious jewels damaged by a nasty pothole, or worst yet, a brush with the curb! Chip Havemann is a personal injury lawyer by weekday, and both a racer and a wheel genie in his off hours! Chip is a four-time FFW Renegade champ. He’s driven everything from

an 8-second Renegade to a 6-second 10.5W Outlaw Mustang.. And we all know how expensive those big, double-bead-lock rims can get! His passion for cars and racing initiated him to start WheelFix-It. Here he can escape the his real job and help folks get the sparkle back on their hot rods by bending, welding, remachining, painting, and clearcoating their damaged jewels. “You chip it, Wheel-fix-it—or we’ll mow your lawn for free!” says Chip. Thanks to Angel Padilla of Automotive Specialties; his dad, Gerald; and his better half, Vivian, Chip’s new ’93 Behind Bars Racecars-built, Super Street Outlaw, Hellion Power Systemsturbocharged car doesn’t need much help sparkling or getting down the racetrack with consistent e.t.’s in the 7.70s.

BONUS PLAN

The days of keeping the same job for 20-plus years are long gone. If you’re lucky enough to stay with an employer that long, frequently the bonuses diminish, workload increases, and salaries freeze. On the other hand, many successful businesses reward their employees with days off, bonuses, and letting you drive their racecar. Wait—what? You heard right. Mark Magnuson has worked as a mechanic at Victor Ford Motorsport for 21 years. For his years of loyalty, owner Jeff Victor rewarded him by handing him the keys to his personal car, a brand-new 2010 Cobra Jet—at the dragstrip no less! Mark is no stranger to fast ’Stangs. He’s had four Fox race cars, he won an NMRA Real Street event in 2002, and has been 128

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in the mid-8s in the car after converting it to a Drag Radial car. Victor’s 2010 Cobra Jet is factory prepped, which includes the new aluminum block, higher-lift camshafts, one of the new 4.0-liter Whipple superchargers, a fuel cell, a chrome-moly rollcage, a line-lock, and a Liberty five-speed transmission with 4.30 gears out back. The car is rated at a modest 475 hp, but it delivered a 9.39 best e.t. at nearly 150 -mph with the factory tune at a hefty 3,550 pounds. That seems like more than 475 hp, but it’s certainly the best employee-loyalty prize we’ve ever heard!

TRIANGLE TRIO

Studying company name etymologies can be fascinating. Which came first—the iconic character or the person or people who started the organization like Ford, Edelbrock and Moroso? Just about every company has an interesting story behind the name, like copy-company founder Paul Orfalea, known by his college buddies as Kinko because of his wiry red hair. The Pachar family eats, sleeps, and drinks hot rods. Dad started out restoring old Pontiacs, and his sons, Daniel and Craig, lean more to the drag racing side of the business. It was only fitting that they call their hot rod shop Triangle Speed Shop, signifying the trio’s affiliation. You know what happens when the boys start leaning toward drag racing. They buy a Terminator, of course! The normal performance enhancements to the ’04 Cobra resulted in 9.40s and a trip from hometown Orange, Texas, to the WFC in 2008. There they captured the class crown in the Cobra Challenge, setting the hook for good. Piece by piece, the Pachar brothers have morphed the Cobra into a 7second monster. Procell’s Machine prepped the aluminum block, while Total Engine Airflow nurtured the heads, and Sullivan Performance figured a way to cram nearly 40 pounds of boost via a ProCharger F2 through the little 281-cube FourValve 4.6. A Neal Chance converter and Proformance Racing TH400 transmission transfer power to the pavement to the tune of 7.80 at 182 mph, while carrying 250 pounds of excess class baggage. Wait til this thing goes on a diet! 5.0

Street

Dual

How do professional champions get 1800 horsepower to the ground? With a RAM dual or triple disc clutch of course! We used this technology to design the Street Dual, a clutch system capable of big holding power but retaining excellent street manners. So who is better qualified to build your high horsepower clutch... a clutch modifier, or a company with over 37 years experience?

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ramclutches.com 803.788.6034 DECEMBER 2010 5.0

133


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Jennifer Kraemer-Smith for MPA. Copyright, Magazine Publishers of America, Inc. (c)2007. All rights reserved.

Be a Hero Recycle Your Magazines!

Please remove non-paper inserts (e.g., CD’s, batteries) before recycling

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Factory oiling systems allow excess crankcase vapors and residual oil to vent back into the intake manifold. Plumbed into the PCV system, Moroso’s AIR-OIL SEPARATORS capture oil mist to reduce detonation and deposits on the intake track, including the valves! This results in increased throttle response, fewer emissions and less oil consumption.

Air-Oil Separators (shown) No. 85477 for Mustang® GT, '05-'10 American ingenuity and integrity, since 1968.

No. 85478 for Mustang® GT 500, '07-'10 (Additional applications available)

80 Carter Dr., Guilford, CT 06437 203.453.6571 • Tech Line 203.458.0542

(left) Volume of oil captured by Air-Oil Separator after 500 miles.

View our complete line of Mustang® products online @ www.moroso.com

(tested on 2010 Moroso Test Vehicle with 2,500 total mileage)


5.0qa@sorc.com BY KJ JONES

What's going on?

TORQUE-TOUGH TRANNY

Q

I just read your information on the new ’11 5.0 engine. In the article, the MT82 Getrag transmission is said to have a torque rating of 375 lb-ft. However, the Coyote engine is rated at 390 lb-ft of torque. What's going on? Howard Alexander Yonkers, NY

A

We don’t know Ford’s rationale for its decision to use the MT82 Getrag manual transmission in 5.0-powered ’11 Mustang GTs, but it’s holding its own under some considerable duress in a host of 10and 11-second Mustangs. It’s still early in the new ’Stang’s release, and thus far we haven’t heard of any torque-derived failures of their factory-installed, six-speed gearboxes. However, with the GT’s actual torque rating (390 lb-ft) and greater amounts

138

produced by adding bolt-ons, we don’t doubt the MT82 could become the “weak link” in the ’11 Mustang GT’s drivetrain, when power-making mods are made. We’ve received intelligence on a rugged Magnumseries tranny coming from Tremec. The new six-gear trans will be a direct replacement for the ’11 OEM transmissions, and should be available by the end of 2010.

injectors—are a great upgrade package for stock Two-Valve ’Stangs that are getting their first taste of centrifugal superchargers and retaining the OEM fuel system (lines, rails, and so on). The Focus pump directly replaces the stock-Mustang unit, and will supply more than enough fuel for 8-10 pounds of boost with the Stage II P-1SC.

FOCUSED ON FUEL

Q

Q

What is the model/part number for Ford’s SVT Focus fuel pump? Will that pump work on my P-1SCsupercharged ’02 Mustang GT? Thanks! Todd Rayburn Via email

A

We used that fuel pump (PN 3S4Z-9H307-BC; $95) on our ’02 Mustang GT, when the Pony received its first supercharger, ProCharger’s P-1SC, back in 2007. The SVT Focus pump—and 42-lb/hr

TWEEC AND BURN

I have personally seen and been told that the computers in ’94-’95 Mustangs are finicky. Does anyone make an aftermarket replacement PCM or a chip that overrides the erratic issues with these computers, or is there a mod that makes them work better? Name Witheld Via the Internet

A

Associate Editor Mike Johnson is our resident owner and follower of allthings SN-95. We asked Mike for insights on

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storemags & fantamag - magazines for all your question, and here is what he offers: “There are a variety of ways to go about working with the ’94-’95 computers. Of course, having a chip burned (specific to the mods you’ve made) is an option, or if you’re more daring, you can try a TwEECer RT, a Moates, or a similar piggyback or standalone system. “A great source for ’94-’95 info can be found on the Corral (www.corral.net). There’s a specific ’94-’95 section in the forums, with a lot of knowledge from people who’ve been playing with these cars for years.”

SPINDLE OF YOUR DESIRE

Q

I have a question regarding installation of SN-95 spindles on a ’91 GT. I've read numerous articles by respected aftermarket suppliers, Maximum Motorsports being one, that indicate the most desirable SN-95 spindles for a Fox swap are the ’94-’95 pieces due to a more favorable steering geometry and less possibility of severe bumpsteer. There is now a store on eBay that disputes this theory, and claims the ’96-and-up spindles are more desirable. I lean more toward going with MM’s advice, but could you guys clear this up once and for all? Rick Jankowski Fenton, MI

A

When Ford installed the Modular engine in the Mustang in 1996, they had to move the steering rack downward in the car, about an inch, in order to achieve sufficient clearance for the modular engine’s oil pan. To maintain the same steering geomVIRGIN OF THE MONTH

STEALTH CUBIC INCHERS

Q

I’m thinking about dropping a 351 stroker into my ’90 LX, and I’d really like to do it with EFI and keep the stock, flat hood. What will I need for this project? I want it to look clean when it’s done. Thanks. Dave Stipnowsky Via email

A

We’re actually kicking around that idea. It’s pretty obvious that using a “conventional,” two-part EFI intake manifold will require some sort of aftermarket cowl-style hood. However, we think the undercover mission can be accomplished with a carb-style intake manifold like Edelbrock’s Victor Jr. and a low-profile air-intake elbow. Of course, a set of drop engine mounts also will help this effort. Dave Zimmerman at Team Z Motorsports (www.teamzmotorsports) makes a set of mounts that lowers engines approximately ¾-inch, which should be just enough to make your big-cube idea a reality.

etry and minimal bumpsteer as the ’94-’95 ’Stangs, Ford also lowered the outer tie rods an inch by removing the upward bend in the steering arm of the spindles. All ’96-’04 spindles have a straight steering arm, which moved the outer tie-rod end downward. A Fox-chassis car with a stock K-member will not have significant bumpsteer issues with ’94-’95 spindles because those pieces don’t have any appreciable change in the location of the steering arm (from the arm’s position on the Fox spindles). However, if you install the ’96-’04 spindles on a car with a ’79-’95 stock K-member, there will be a lot of bumpsteer since the outer tie rod will be about an

inch lower than the minimum height required for correct steering geometry. This problem can’t be fixed with a bumpsteer kit because the correct location for the outer tie rod is in the same physical space as the end of the steering arm on the ’96-’04 spindles. Thus Ford includes the ’94-’95 spindles in the Fox M-2300K brake upgrade kit—not the ’96-’04 spindles. The ’96-’04 spindles do work well on ’79-’95 Mustangs that have aftermarket K-members with altered suspension geometry (with the front control arm pivots raised), such as the piece that Maximum Motorsports offers. 5.0


showcase@sorc.com

BY MICHAEL JOHNSON

Lest we forget about our pushrod brethren

▲FIRST CAR

This ’98 Mustang is Chris Alferi’s first ride, but it’s come a long way since he grabbed the keys. What started out as a V-6 transformed into a 400hp, 393ci Proline Race Engine-built Windsor with a Coast High Performance stroker kit, Proline Race Enginesprepped AFR 205 heads, a Comp Cams valvetrain, an Edelbrock Victor Jr. intake, an Accufab 80mm throttle body, a PMAS 95mm mass air meter, and an A9L computer. Injected Engineering’s Aric Carrion tuned the beast, using SCT software, to 395 hp and 410 lb-ft of torque. Chris’ ’98 has so many mods, the body and interior panels are about the only remaining stock items on the car. Upgraded by a Cobra R hood, a Cobra front bumper cover, and a Saleen S-351 rear wing, the exterior wears Mike Smith-sprayed Spies-Hecker BMW Diamond black paint. We definitely plan on a closer look at this car for future considerations.

▶LIL’ COUPE

If you’re ever on YouTube, punch up Jaime Perez and his Fox coupe by the handle “331lilcoupe.” You won’t regret it—this thing sounds wicked. The Lynwood, Californiaresident has been reading 5.0&SF since he was 15. Age 25 now, he “really would love to see my car in the 5.0 magazine,” Jaime says. Well, here ya go, Jaime. His coupe features the aforementioned 331ci stroker with Edelbrock Performer heads, a Ford Racing F-cam, a Holley SysteMAX II intake, an Anderson Ford Motorsport Power Pipe, BBK Performance long-tube headers, SLP mufflers, and a 150hp shot from Nitrous Express. A g-Force T5 takes the punishment of 450 hp at the feet, while Strange Engineering axles transfer that power to Mickey Thompson E/T Drag radials. What’s more, the coupe features a smoothed engine bay, which is a nice touch. Great job, Jaime. 5.0 140

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BY STEVE TURNER

Are you BOTM material?

Tiffany

E

ven though we put our BOTM up for a popular vote, sometimes we have to make an executive decision and pick the winner, just like the old days. In this case, I feel pretty strongly that Tiffany is a worthy holder of the title, if for no other reason that her husband, Jimmy Shutt, says she loves our magazine. Seriously, it’s not that easy to butter us up, but it doesn’t hurt that Tiffany says she is his second love after his car! “Tiff is my sexy 24-year-old ‘Round Up’ girl at our local club (and she specifies NOT a stripper!), works with preschoolers during the week days, and goes to school for her Ph.D. while caring for both of our kids. After all that, she still has time to come home and cook dinner. What more could I ask for?” What more indeed? Though gears, tuning, and a blower are on Jim’s wish list for that ’94 Mustang GT in the back-

ground. Jim says the car features a March ram-air kit, K&N air filter, UPR underdrive pulleys, an MGW short-throw shifter, a BBK off-road H-pipe, and a Flowmaster after-cat system. Congrats on the whole package, Jimmy. We know you’ve stopped reading by now, but if you think you know a gal who is BOTM material, well, you won’t know if you don’t get out from under the hood and take a picture of her with your Mustang—or better yet, hers. Send those pictures and a description of your babe and the car to: BOTM, 5.0 Mustang & Super Fords, 9036 Brittany Way, Tampa, FL 33619 or finish.line@sorc.com. 5.0

SEE MORE AT 50MUSTANGANDSUPERFORDS.COM 142

5.0 DECEMBER 2010

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PERFORMANCE DIRECTORY

TO ADVERTISE IN THIS SECTION CALL 800-582-1688

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some things can’t be replaced. don’t let unfair laws take you off the road.

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FINISH LINE

finish.line@sorc.com

BY STEVE TURNER

Laughing in the face of deadlines CAPTION CONTEST

We could probably just run a photo of the loquacious JR Granatelli of Granatelli Motorsports and still get plenty of caption contest entries. Of course, when there is a furry, little mammal on his shoulder, that really opens up the possibilities. With JR’s numerous racing credentials, we could hardly say that he’s a squirrel. We could, however, say that a squirrel would have a hard time matching JR’s energy. So get on your thinking caps and try to make us laugh. You might earn a 5.0&SF license plate for your squirrel cage. Send those creative entries to December Caption Contest, 5.0 Mustang & Super Fords, 9036 Brittany Way, Tampa, FL 33619 or email to finish.line@sorc.com, and don’t forget—no street address, no license plate. Also, unless you’re quick to the post office, email is the way to go: Deadlines don’t wait for snail mail.

CAPTION CONTEST WINNERS “Your Smart Car has a flat? It’s your lucky day—I’ll be right over!” Josh Hopping Beavercreek, OH “Is my watch repaired yet? This loaner is killing my neck.” Tom Bucolic Lake Zurich, IL “The 24s hook great on the ride—yeah, boyeee!” Alex Barowski Plainfield, IL “At the sound of the beep, the time will be…” Bob Beals Rohnert Park, CA “When you said you were excited to see some ‘hammer dropping,’ I thought you were talking about M.C. Hammer!” Dave Toles Pompton Plains, NJ

5.0 Mustang & Super Fords (ISSN 1547-4364), December 2010; Vol. 17, No. 12. Copyright © 2010 by Source Interlink Magazines, LLC. All Rights Reserved. 5.0 Mustang & Super Fords is published monthly by Source Interlink Media, LLC, 261 Madison Avenue, 5th floor, New York, NY 10016. Periodicals postage paid at New York, NY, and additional mailing offices. POSTMASTER: Send address changes to 5.0 Mustang & Super Fords, P.O. Box 420235, Palm Coast, FL 32142-0235. Canada Post Publications Mail Agreement No. 40612608. Return undeliverable Canadian addresses to Pitney Bowes International Mail Services, P.O. Box 25542, London, ON N6C 6B2. Printed in the USA. No part of this book may be reproduced without written permission. This book is purchased with the understanding that the information presented herein is from many varied sources for which there can be no warranty or responsibility by the publisher as to accuracy or completeness. Subscription rates for 1 year (12 issues) U.S., APO, FPO, and U.S. Possessions $18.00. Canada $30.00 (price includes surface mail postage to Canada and GST-Reg. #87209 3125 RT0001). All other countries $42.00. DECEMBER 2010 5.0

145


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storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


storemags & fantamag - magazines for all


True PDF release: storemags & fantamag


5.0 Mustang & Super Fords - №12 (December 2010)