Steve Turner
Former Editor, 5.0 Mustang & Super Fords
December 31, 2013


Horse Sense
We had so much fun holding this event during Mustang Week that we plan to do it again in 2014. If you will be there and would like to partipate, please send some photos and a car description to Battle at the Beach c/o 5.0 Mustang & Super Fords, 9036 Brittany Way, Tampa, FL 33619 or 5.0mailbag@sorc.com

We will admit to cringing every time the boss comes up with a story idea for the magazine. However, every so often a good idea comes down from above, and this time around it was the concept of hosting a dyno challenge during the burgeoning celebration of all things Mustang known as Mustang Week. Now that’s an idea we can embrace, and fortunately Mustang Weekers did too.

The idea was simple: Invite several high-powered street ’Stangs to square off on a chassis dyno during Mustang Week. The winner would take home a trophy, the participants would get their cars on these pages, and our fine readers would get to check out the real-world performance of a variety of cars and combos. Everybody wins. Really.

Seriously, we know that everyone participating wants to lay down a big number. That goes without saying. It’s hard not to get excited by horsepower. However, for us it really is about checking out a variety of combinations from the real world. We see plenty of combos with our magazine projects, but it’s great to see what real people are doing with their cars.


We see plenty of combos with our magazine projects, but it’s great to see what real people are doing with their cars.


And the venue of Mustang Week provides a unique challenge, because it’s hot. Really hot. There is no climate-controlled dyno test. These cars are run in South Carolina in July. If they can make power in those conditions, they are legit.

So we put out the call and collected a host of entries. From those, we culled a list that fit the mold of powerful street cars that we can all identify with. We were stoked to have a wide variety of Mustang model years and engine/power-adder combinations in our group. Of course a few dropped out at the last minute, so we went without a Coyote representative, but beyond that we had as broad a spectrum as we could have hoped for. Sure, the GT500 crowd represented strong, but we had everything from a pushrod Fox to a Four-Valve Cobra to offset the Shelby bunch.

In the end, it was the favorite, Ryan Tutor’s ’01 Saleen, that put down the big number and took home the trophy. However, everyone involved seemed to have a good time, and the spectators seemed to enjoy it too. We did.

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Ryan Tutor - 2001 Saleen Mustang

We have a favorite phrase that comes up a lot at our long-running KOTS contest: That can’t be right. It’s what people will say when their car makes less power at our event than it did on its home dyno. This condition is usually the norm, as it’s rare cars make more on the big stage. Maybe it’s performance anxiety or maybe it’s the conditions. Either way, we often see the face of disappointment.

The poster child for this condition was Ryan Tutor. He came into our ’09 contest as the odds-on favorite. His car is beautiful and it was said to put down over 1,000 rear-wheel horsepower. That’s a tough combo to beat.


His car is beautiful and it was said to put down over 1,000 rear-wheel horsepower.


Sadly, at that event, Ryan’s ride had issues. It only produced 772 hp at the feet. He was bummed, and we never let him forget it. So, when we received an application for this event from Ryan, we had to give him a shot. Maybe, just maybe he could redeem himself.

Ryan’s ’01 Saleen started out with an NA Two-Valve making 211 hp. He built it up with a blower, then a stroker kit, then turbos. It made over 700 rwhp. Then he made the move to the car’s current combination with the help of Fastlane Motorsports.

“I sold off the entire drivetrain, and replaced it with a 5.4 engine with Four-Valve heads and twin 67mm turbos. It made over 1,000 rwhp and achieved my goals,” Ryan explained. “I attended the ’09 King of the Street and had poor dyno numbers due to boost-controller issues. Then I broke the driveshaft during the quarter-mile runs.”

Well, fortunately for Ryan, things went smoothly at our Mustang Week Battle at the Beach. We drew numbers to create a random running order and make things as fair as possible. It turned out that Ryan’s car drew the seventh spot, so it had to run toward the end when it was hottest. Its best of two runs was right at 1,000 rwhp. Redemption for Ryan. Not only did his car run well, but he took home the first-ever Battle at the Beach trophy from our friends at Mustang Week.

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Not only did his car run well, but he took home the first-ever Battle at the Beach trophy from our friends at Mustang Week.


Ryan Tutor
RPM Power Torque
4,000 223.63 293.63
4,500 319.83 373.29
5,000 437.53 459.58
5,500 577.69 551.64
6,000 729.16 638.26
6,500 898.95 726.36
6,700 992.52 778.03

Tech Specs

Block
Iron 5.4

Crankshaft
Stock

Rods
Oliver billet

Pistons
CP

Camshafts
Ford GT

Cylinder heads
Ford GT

Intake manifold
Sullivan, ported w/ Accufab throttle body and SCT 3000 mass air meter

Power Adder
Two Garrett 67mm turbos w/ six-core intercooler

Fuel system
Aeromotive Pro Series pump w/ -12 feed line, -8 return line, an Aeromotive regulator, Sullivan fuel rails, and Lucas 120-lb/hr injectors

Exhaust
Custom short-tube headers w/ 3-in X-shape crossover, Magnaflow mufflers, and 3-in tailpipes

Transmission
Fastlane Motorsports 4R70W w/ Precision Industries 9-in torque converter

Rearend
8.8-in w/ Detroit Tru Trac, 3.55 gears, and 31-spline Moser axles

Engine management
Stock w/ SCT custom tune

Ignition
Stock w/ MSD coils and NGK TR6 spark plugs


Chuck Hicks - 2008 Shelby GT500

Though it carries the moniker The Monster, Chuck Hicks’ ’08 Shelby GT500 started out as a much more wholesome project. His wife, Tammy, actually suggested that Chuck and his son, Matt, pick up a project car together. The idea was that they work on the car and the by-product would be more time spent together.

It certainly worked out. Chuck didn’t have a plan for the car, but with the help of Pro Dyno, he got power hungry.

“It gets in your blood and you want to go faster and faster,” he explained. “So that is why you see what you see here. We went through several stages along the way. We kept increasing the power and we found the weak link every time.”


"It certainly worked out. Chuck didn’t have a plan for the car, but with the help of Pro Dyno, he got power hungry."


Unfortunately Chuck found another weak link right before the Battle at the Beach, which had him scrambling to make the event. He made moves to participate, but things didn’t quite work as he had planned.

“One week before the competition, the input shaft on the auto transmission broke and we had to put the straight-drive back in,” Chuck explained. “The problem with that was we didn’t have a strong enough clutch to hold the power we knew the car was making. We put the transmission in and tried to get some miles on the clutch, but it was slipping just over the 800hp mark.”

Despite its troubles, Chuck’s GT500 was able to put down 888 and earn him second place.

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“One week before the competition, the input shaft on the auto transmission broke and we had to put the straight-drive back in”


Chuck Hicks
RPM Power Torque
4,000 565.35 742.30
4,500 501.71 585.56
5,000 588.79 618.48
5,500 761.12 726.82
6,000 836.79 732.48
6,500 832.01 672.28
7,000 762.82 572.31

Tech Specs

Block
Iron 5.4-liter

Crankshaft
Stock

Rods
Oliver

Pistons
CP

Camshafts
Comp Stage 2

Cylinder heads
Stock Four-Valve

Intake manifold
Stock intercooled lower

Power Adder
Whipple 4.0-liter w/ NOS nitrous

Fuel system
Fore Innovations

Exhaust
Kooks Custom Headers system

Transmission
4R70W automatic Rearend Moser 9-in w/ 4.10 gears and Moser 35-spline axles

Engine management
Stock w/ SCT custom tune

Ignition
Stock


Will Pritchett - 2011 Shelby GT500

After selling his Roush Stage 3 and wrecking a previous GT500, Will Pritchett still wanted a potent GT500. He ended up purchasing one off a popular message board.

The car had spent a lot of time on the dragstrip and had run as quickly as 9.85 at 144. After Will bought it, the wear and rear of those track trips started to show. Parts started breaking, and he started replacing them. With the help of Fastlane Motorsports, Will waded through the car’s issues to arrive at a combination that lives and works.


The car had spent a lot of time on the dragstrip and had run as quickly as 9.85 at 144.


“I run Capitol Ford of Rocky Mount and I am an avid enthusiast,” Will Pritchett explained. “It definitely helps me sell these cars when people see that I am just like them—just a Mustang lover, who happens to sell Fords.”

He certainly is enthusiastic, as he was breaking in a new iron-block 5.4 just before our event. It seems the factory aluminum block needed a little more breathing room. Despite its fresh motor, Will was excited to run in the Battle at the Beach, and he couldn’t help but enjoy himself on the way.

“That was the first time I drove it on that tune ... whoa,” Will said. “I ran it a little hard on the way to the event—I couldn’t help it! The feeling of the extra power was intoxicating ... ” Will explained. “I wish I had done a fuel system and turned it up to 30 pounds,” he added. “But on a motor with only 500 miles on it, I think I did the right thing.”

A little restraint is never a bad idea, and despite his caution, Will’s GT500 laid down an impressive 818 rear-wheel horsepower to take the third spot. Oddly Will also drew the third spot in the running order.

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He certainly is enthusiastic, as he was breaking in a new iron-block 5.4 just before our event.


Will Pritchett
RPM Power Torque
3,500 433.43 650.40
4,000 534.35 701.61
4,500 615.59 718.48
5,000 682.71 717.14
5,500 719.96 687.52
6,000 762.00 667.02
6,500 779.53 629.88
6,900 802.35 610.74

Tech Specs

Block
Iron 5.4-liter

Crankshaft
Cobra Jet

Rods
Eagle H-beam, forged

Pistons
Diamond, forged and ceramic-coated

Camshafts
Crower Stage 2 Four-Valve supercharged

Cylinder heads
Stock Four-Valve, ported and polished by Fastlane Motorsports

Intake manifold
Stock intercooled lower

Power Adder
Whipple 4.0-liter

Fuel system
Stock fuel pumps w/ dual Kenne Bell Boost-a-Pumps, Fore Innovations fuel rails, and 105-lb/hr injectors

Exhaust
American Racing Headers long-tubes w/ ARH X-shape crossover, and Borla ATAK axle-back

Transmission
Tremec Magnum XL six-speed manual w/ McLeod RXT clutch

Rearend
Narrowed 8.8-in w/ Detroit Tru Trac differential, 3.73 gears, and Strange 33-spline axles

Engine management
Stock w/ SCT custom tune by Caleb Skinner of Fastlane Motorsports

Ignition
Stock w/ NGK spark plugs


Randy Koon - 2013 Shelby GT500 Super Snake

One of the baddest Mustangs you can buy is the Shelby GT500 Super Snake, and the 2013 example is obviously one of the most powerful ever. For Randy Koon, this is not his first Super Snake. He also owns a fully modded ’08 Super Snake convertible. You’d have to agree he is a fortunate fellow.


He also owns a fully modded ’08 Super Snake convertible.


“When I heard of the ’13 Shelby GT500, it offered many of the same improvements—compression ratio, Ford GT cams, so on—that I had completed on my ’08 SS,” Randy said. “I ordered the car in May 2012, and I was hoping for delivery in July in time for Mustang Week 2012, but I missed it by one week.”

Obviously, Randy had plenty of sunny days to break the car in prior to this year’s Mustang Week and the Battle at the Beach. Even better, it gave Randy time to ship the car off to Las Vegas for a Super Snake conversion, which he picked up in December 2012. Along with the standard SS package, he also added an ARH exhaust and a 10-percent-overdriven crank damper from Innovators West. As a result, Randy had a pretty stout car to enter into the battle.

“In all actuality, I went into the event knowing that I didn’t have a chance to win it,” Randy said. “I had even told my buddy that there would be some crazy twin-turbo car making 1,200 rwhp that would win it.”

As it turned out, there was such a crazy car, entered by Ryan Tutor, but Randy’s bolt-on Super Snake showed quite well in this crowd of stout ’Stangs. After drawing the second slot in the running order, his Super Super Snake laid down over 784 hp at the feet to take the fourth spot.

“I think the extreme heat and humidity played a major role in everybody’s expectations for output,” Randy said. “I know for fact my Super Snake did far better when it was tuned at Shelby’s Las Vegas facility. The atmosphere difference between here and there is like night and day, and the dyno numbers reflected that at the challenge.”

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As it turned out, there was such a crazy car, entered by Ryan Tutor, but Randy’s bolt-on Super Snake showed quite well in this crowd of stout ’Stangs.


Randy Koon
RPM Power Torque
3,500 445.71 668.83
4,000 528.34 693.72
4,500 573.87 669.78
5,000 633.11 665.03
5,500 667.45 637.37
6,000 699.29 612.12
6,500 750.93 606.77
6,800 506.57 391.26

Tech Specs

Block
Aluminum 5.8-liter

Crankshaft
Stock

Rods
Stock

Pistons
Forged aluminum

Camshafts
Ford GT

Cylinder heads
Stock Four-Valve aluminum

Intake manifold
Stock intercooled lower

Power Adder
Kenne Bell 3.6-liter, Liquid-Cooled

Fuel system
Stock fuel pumps w/ 55-lb/hr injectors

Exhaust
American Racing Headers long-tube w/ ARH mid-pipe, ARH high-flow cats, and Borla Stinger mufflers

Transmission
Tremec T-6060 six-speed manual

Rearend
8.8-in w/ Torsen differential and 3.31 gears

Engine management
Stock w/ Shelby American tune

Ignition
Stock


Tristan Coggins - 1988 Mustang LX

We were truly excited to have a potent Fox in the mix for the Battle at the Beach. Representing the old-school ’Stangs in style was Tristan Coggins’ ’88 LX coupe. He’s been building this car up since he bought it in 2011, and last year it picked up the turbo kit it runs today, but atop a stock-block 331ci stroker. Just months after Mustang Week 2012, the stock block split in half. Tristan was able to salvage the rotating assembly and transfer it to a Dart block.

“Ever since I got the new engine together, I have been driving it around town and 30 miles to work on nice days,” Tristan said. “I’m still waiting to install the Wolfe Race Craft rollcage and some larger front brakes. Hopefully, I’ll be able to get some track time in then.”

Tristan’s turbo Fox actually fared well, outdoing several newer Mustangs to take the fifth spot at the Battle. His car put down over 704 hp at the wheels despite drawing the unlucky last spot in the running order, meaning his car was run during the midday heat. Unfortunately his car also had the lone mechanical failure in our group of contestants.


Tristan’s turbo Fox actually fared well, outdoing several newer Mustangs to take the fifth spot at the Battle.


“I didn’t have any tuning problems, but I had some extra weight in the trunk due to some tools I had in case of any problems,” Tristan explained. “And I was sitting in the passenger seat, which resulted in the car sitting too low and the tire catching the fender well, ruining my brand-new ET Street.”

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As it turned out, there was such a crazy car, entered by Ryan Tutor, but Randy’s bolt-on Super Snake showed quite well in this crowd of stout ’Stangs.


Tristan Coggins
RPM Power Torque
4,700 384.68 429.87
5,000 461.28 484.53
5,500 616.14 588.37
6,000 658.22 576.17
6,100 629.98 542.42

Tech Specs

Block
Dart SHP 8.2-in deck

Crankshaft
Eagle forged

Rods
Eagle H-beam

Pistons
Diamond

Camshaft
Comp Cams custom

Cylinder heads
Edelbrock Performer RPM

Intake manifold
Edelbrock Victor Jr. w/ 105mm Edelbrock throttle body

Power Adder
76mm Turbonetics T-6

Fuel system
Weldon 1100A w/ -10 feed, -8 return, Aeromotive regulator, and Trick Flow 83-lb/hr injectors

Exhaust
Custom turbo headers w/ 3-in Turbo mufflers and 3-in Flowmaster tailpipes

Transmission
Powerglide

Rearend
8.8-in w/ spool, 3.27 gears, and Moroso 33-spline axles

Engine management
FAST Classic

Ignition
MSD 6AL w/ MSD coil and NGK spark plugs


Eric Jones - 2008 Shelby GT500

If Eric Jones’ Fatal 500 looks familiar, it’s because the car appeared on these page before in our Showcase section. Its prior owner got in hot water street racing and had to trade it in. That owner’s loss was Eric’s gain, and though the car already had some mods in place he kept that them going by adding more. Even while doing all that, he never kept the car off the road. He simply loves driving it daily, racking up over 72,000 miles. He says he loves to surprise Vettes on the street.

At our Battle, Eric drew the second to last slot in the running order, so he too was running in the mid-day heat. Adding to the challenge, he had recently added a nitrous kit to the combination and it wasn’t playing nicely with the drivetrain.


At our Battle, Eric drew the second to last slot in the running order, so he too was running in the mid-day heat.


“I added the NX Nitrous kit the week before in hopes of reaching 700 rear-wheel horsepower. Dan at Pro Dyno tuned the car and found the clutch was slipping after 4,500 rpm; it was flat-lining after that. This is all with a stock GT500 clutch,” Eric explained. “So, I knew going into the event it was only going to make around 675 to 685. It makes 623 without the NX kit and I ran a 100 shot. I’m losing some horsepower through the clutch.”

In the end, he still showed well, especially for a stock-blower car, landing in the sixth spot with over 684 hp at the wheels.

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Dan at Pro Dyno tuned the car and found the clutch was slipping after 4,500 rpm; it was flat-lining after that.


Eric Jones
RPM Power Torque
4,000 553.49 726.75
5,000 650.22 683.01
6,000 675.31 591.13
6,500 655.66 529.79

Tech Specs

Block
Iron 5.4-liter

Crankshaft
Stock

Rods
Stock

Pistons
Stock

Camshafts
Stock

Cylinder heads
Stock aluminum Four-Valve

Intake manifold
Stock intercooled lower

Power Adder
Stock blower, ported by Posi Performance w/ 100hp NX nitrous kit

Fuel system
Stock

Exhaust
Kooks 13⁄4-in long-tube headers w/ 3-in midpipe and Bassani 3-in after-axle

Transmission
Stock Tremec T-6060 six-speed manual

Rearend
Stock 8.8-in w/ limited-slip differential, 3.73 gears, and Moser 31-spline axles

Engine management
Stock w/ SCT tune by Dan Desio at Pro Dyno

Ignition
Stock w/ NGK TR6 spark plugs


Rick Marion - 2013 Shelby GT500

It’s a testament to the modern Shelbys that they can run with heavily modded ’Stangs from the past. They really are the most impressive ’Stangs built to date. A prime example is Rick Marion’s ’13 GT500. His car features some of the typical exhaust, pulley, tuning mods you would expect. What is unusual about Rick’s car is its post-title mods.

“This is hands-down the most powerful and quickest car I have owned. It is a pleasure to drive around town, to car shows, and it never sees a trailer,” he said. “This is the first car I have ever ordered to my specifications, and I couldn’t be happier with what Ford offered and produced. The modifications Fastlane performed made my dream car a reality.”


This is the first car I have ever ordered to my specifications, and I couldn’t be happier with what Ford offered and produced.


It turns out picking up the tach signal on these cars is tricky, so Rick’s car dropped the torque reading on its first run, but its second run produced higher power anyway. His bolt-on Trinity put down over 666 rwhp to take seventh place in the Battle.

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It turns out picking up the tach signal on these cars is tricky, so Rick’s car dropped the torque reading on its first run, but its second run produced higher power anyway.


Rick Marion
RPM Power Torque
3,500 404.31 606.71
4,000 510.81 670.71
4,500 612.68 715.08
5,000 653.57 686.52
5,100 661.74 681.48

Tech Specs

Block
Stock aluminum Trinity 5.8

Crankshaft
Stock

Rods
Stock

Pistons
Stock

Camshafts
Stock

Cylinder heads
Stock aluminum Four-Valve

Intake manifold
Stock intercooled lower

Power Adder
Stock TVS supercharger, ported by Stiegemeier

Fuel system
Stock

Exhaust
Kooks 13⁄4-in long-tube headers w/ Kooks 3-in X-shaped crossover, Kooks Green catalytic converters, and Corsa Sport axle-back

Transmission
Stock Tremec T-6060 six-speed manual w/ Barton shifter and McLeod RXT Street twin-disc

Rearend
Stock 8.8-in w/ 3.31 gears

Engine management
Stock w/ SCT tune by Fastlane Motorsports

Ignition
Stock w/ NGK spark plugs


Keith Koch - 1998 Mustang Cobra

Like having a Fox in the competition, we were just as happy to have an SN-95 in the running. Your author has a particular soft spot for ’98 Cobras, so it was really cool to have Keith Koch representing these early snakes. He had a rough ride with his Cobra after picking it up as a trade-in at the dealership where he works. After losing a couple of engines and having a questionable experience with a tuning shop, his girlfriend, Dawn, encouraged and helped Keith get the car going again. Obviously, he married her, which meant to he took a brief hiatus from modding the car.

Eventually he worked with Second Street Speed to get back in the game and bring the car’s combination to its current level. “In February of this year I saw on Mustang Week’s website that there was going to be a dyno shootout, and only 10 or so cars would be picked,” Keith said. “Not thinking I would actually get picked—and before I told my wife—I decided to enter. Later I told my wife that I entered and said if I would get picked I would like to change to a race fuel tune. Being the understanding wife she is she said, ‘Whatever makes you happy.’” She’s obviously an understanding lady because she too drives a Mustang, and not just any Mustang, an ’03 Cobra.


Eventually he worked with Second Street Speed to get back in the game and bring the car’s combination to its current level.


Unfortunately, the race-gas tune didn’t pan out exactly how Keith wanted it to. “I took it to get tuned on race fuel to make more power, but due to 85-percent humidity the car didn’t make the power I wanted...” Keith explained. “That doesn’t matter I had fun and stoked to be in the magazine.”

In the end, his Cobra put down more than 592 at the wheels to take the eighth position at the Battle.

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“Being the understanding wife she is, she said ‘Whatever makes you happy."


Keith Koch
RPM Power Torque
3,500 231.79 347.83
4,000 304.05 399.22
5,000 449.44 472.10
5,500 521.61 498.10
6,000 557.98 488.43
6,500 582.38 470.57
7,000 470.17 352.77

Tech Specs

Block
Stock Teskid aluminum block, bored 0.020-in over for 283 ci

Crankshaft
Stock

Rods
Manley forged

Pistons
Manley forged, 8.5:1

Camshafts
Comp Cams Stage 2 blower

Cylinder heads
Stock, ported

Intake manifold
Stock, ported w/ Accufab single-blade throttle body

Power Adder
ProCharger D-1SC w/ three-core intercooler

Fuel system
Weldon fuel pump w/ Weldon regulator, Aeromotive fuel rails, and Siemens 66-lb/hr injectors

Exhaust
BBK long-tube headers w/ MAC midpipe and MAC after-cat

Transmission
Tremec T-56 w/ McLeod twin-disc clutch and Pro-5.0 shifter

Rearend
8.8-in w/ Auburn Pro differential, 3.73 gears, and Moser 31-spline axles

Engine management
Motec

Ignition
Coil-on-plug w/ ’10 GT500 coils and NGK TR6 spark plugs


Chris Platt - 2004 Mustang Cobra

With a few cars dropping out right before the battle, we called up an underdog from the list of applicants. We had to have a Terminator represent in the competition, and this one came from a guy that loves Fox ’Stangs, but made the modular jump for his street car.

“I’ve had an infatuation with the styling of the ’03-’04 Cobra even before I knew the powerplant it offered, so it was a win-win situation for me,” Chris Platt explained. “I always liked the front bumpers of these car over any other Mustang, but the rear profile I was just in love with. I like that the tailpipes come together under the IRS and separate on either side of the gas tank, not to mention how it looks on a 315 radial.”


”I’ve had an infatuation with the styling of the ’03-’04 Cobra even before I knew the powerplant it offered, so it was a win-win situation for me.”


We can’t argue with that logic. The Terminator is still one of the best looking, best performing combinations around. Still, with only a few bolt-on parts on board, Chris’ car was the odds-on underdog. When he drew the number to become the first car on the rollers, the pressure was on.

“I expected my car to make high 400 horsepower (range), so I was OK with the power it made at the event,” Chris said. “I did not have any mechanical or tuning issues. Bob Kurgan did an excellent job tuning it.”

Putting down over 479 rwhp to clock in at the ninth Battle spot, Chris’ Termi ran just as he expected it too. He has big plans for the car’s future including an improved fuel system, more nitrous, and a possible move to compound boost.

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He has big plans for the car’s future including an improved fuel system, more nitrous, and a possible move to compound boost.


Chris Platt
RPM Power Torque
3,500 306.28 459.61
4,000 346.08 454.41
4,500 390.33 455.57
5,000 420.75 441.96
5,500 451.02 430.69
6,000 464.99 407.03
6,400 459.73 377.28

Tech Specs

Block
Stock iron 4.6-liter

Crankshaft
Stock forged

Rods
Stock Manley forged

Pistons
Stock forged

Camshafts
Stock

Cylinder heads
Stock Four-Valve aluminum

Intake manifold
Stock intercooled lower

Power Adder
Stock Eaton, ported

Fuel system
Stock w/ 60-lb/hr injectors

Exhaust
Stock w/ Magnaflow after-cat

Transmission
Stock Tremec T-56 six-speed manual w/ Ford Racing Performance Parts clutch

Rearend
Stock IRS 8.8-in w/ 3.55 gears and 31-spline half-shafts

Engine management
Stock w/ SCT tune by Bob Kurgan

Ignition
Stock w/ NGK TR6 spark plugs