Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
May 14, 2014
Photos By: Grant Cox

Everyone asks you how you're feeling before you fire it for the first time. It's not really a feeling of excitement at all. "I was terrified," Zac said. Anyone who's not an expert feels that way, trust me. Zac was no different, but he still had to finish the wiring, and he had a turbo kit to install, as well.

That's right, Zac traded in the bottle for a little boost. "There were a couple of hiccups that day," Zac said of the day he got the Bullitt running. There are always hiccups when doing it yourself, but he drove it home that day.

Initially, the Bullitt featured a 78mm Turbonetics with a 3-inch exhaust to the rear axle with a single muffler.

"It was fun," Zac says. "I can't even tell you how much fun! It would kill the tires from all speeds ... and I mean all speeds," he adds.

But as we all know, the fun only lasts so long until we attract the wrong kind of attention.

Zac had a friend riding with him who happened to own a 9-second Fox. Zac wanted to know how his car compared to that 9-second Fox. On a deserted road at 3 a.m., Zac and his buddy head out for a little butt-dyno run.

"I roll into it at 60 mph, it hazes the tires, spinning, but still motivated forward and rolling out. I lock the converter up at 100 mph, and it really starts to skate. My friend grabs the sides of his seat and is now hanging on," Zac explained.

Turns out, someone else was out at 3 a.m., too. "That's when I saw the cop sitting on the side of the highway running radar. Crap! I go ahead and pull over before he even gets turned around."

While sitting there waiting to see if he just gets a ticket, or taken to jail, his friend had some uplifting words. "Well, the good news is, it's friggin' fast!"

Zac drove the car with that combination for a while, but if the power he had was good, more was better. After searching but failing to score a billet wheel 7675, he came upon a deal for a Precision 88mm turbo. He jumped on it, but since the 88 was larger, it was like shoving 10 pounds of crap into a 5-pound bag. He was able to make everything fit, but "boy was it tight," as Zac says.

Then came the exhaust. With the previous arrangement, it was loud. Zac felt like he had been to a concert every time he drove the car.

"I had become infatuated with the idea of a front-bumper-exit exhaust," Zac says. If the Bullittheads don't hate Zac at this point, they definitely do now. He couldn't have been happier, though, and he could actually carry on a conversation in the car ... without pulling over on the side of the road, but we digress.

On a Mustang Dyno and with the mass air meter pegged before Zac could even look at the boost controller, the Bullitt put down 680 hp and 542 lb-ft of torque. With a little more fine-tuning, the car made 780 hp and 621 torque on a Dynojet. For the Kansas City event, though, the Bullitt had other plans. An electrical gremlin reared its ugly head. It took Zac a week to get over it and tear into the car for repairs. Once he did, Zac drove the Bullitt daily for a while, "beating on it like it owed me money," Zac says.

Speaking of money, Zac didn't go to jail that fateful night, He just received a ticket for a 118 mph in a 60. "I felt thankful he clocked me while I was on the brakes."

Zac had become infatuated with a front-bumper exhaust exit. “Without any hesitation, I built a 4-inch downpipe to exit out of the driver-side front bumper,” Zac says. “Nothing like sitting there with a 5-inch holesaw about to poke a hole in the side of your beloved car,” he adds. He says the setup is much quieter than the previous 3-inch system that dumped in front of the rear axle.

Tech Specs
Vehicle: 2001 Ford Mustang Bullitt
Engine and Drivetrain
Block: Factory Iron
Crankshaft: Factory Bullitt
Rods: RPM H-beam w/ ARP 2000 rod bolts
Pistons: Diamond Racing, Patterson Racing-coated
Camshafts: Anderson Ford Motorsport N42 w/ Ford GT valvetrain, Pacaloy 1213 valve-springs
Cylinder Heads: PI, Patriot Stage 2
Intake Manifold: Edelbrock Victor Jr. w/ a sheetmetal elbow, a BBK Performance 75mm throttle body, and an HPX mass-air meter
Power Adder: Precision PT88 single-turbo w/ On3 Performance intercooler
Fuel System: Factory fuel pump w/ 2-gallon surge tank featuring 3 GSL392 inline pumps (two pumps are boost- referenced), Edelbrock fuel rails, and Siemens Deka 80-lb/hr injectors
Transmission: Full-manual Roduner Racing-built 4R70W w/transbrake, Precision Industries converter, B&M Racing, and Performance Products shifter
Rearend: 8.8-in w/ '03-'04 Cobra 31-spline differential, Moser Engineering 31-spline axles, and 3.55 gears
Electronics
Engine Management: Stock computer, SCT XCal3
Ignition: Factory
Gauges: Factory w/ Auto Meter, AEM wideband, and Speed of Sound pillar pod
Suspension and Chassis
Front Suspension
K-Member: Team Z Motorsports tubular
A-Arms: Team Z Motorsports tubular
Struts: Strange Engineering single-adjustable
Springs: Hypercoil 12-200
Brakes: Modified Mustang GT by Roduner Racing
Wheels: Champion Cap5, 15x31⁄2-in
Tires: Continental 165/85
Rear Suspension
Shocks: Strange Engineering single-adjustable
Springs: Factory Mach 1
Control Arms: Tubular non-adjustable w/ antiroll bar
Brakes: Factory Bullitt
Wheels: Champion Cap5, 15x10-in
Tires: Hoosier QuickTime Pro, 28x11-1⁄2-in


Horse Sense

Zac Freeman has a few people to thank in his journey to these pages. "Most of all, my parents, Bryan and Phyllis Freeman. Without them, nothing I've done would be possible," Zac says.