Dale Amy
June 2, 2014

"While the front end was apart, I had to fix the front-end ‘float' I felt in the car at around 125-130 mph. The answer was a front lower splitter I made, modeled after the splitter found on the older FR500S Miller Challenge Mustang. It's exactly the same shape, as a matter of fact, but does not extend forward as much. The Foose fascia has a pair of unused holes in it, whose purpose I was never quite sure of. Well, I use them for my brake ducts, using a Ford Racing brake duct kit and backing plates."

Patrick is pals with the guys at Department of Boost, so he ordered one of the company's machined, billet GT450 intake intercooled manifolds which allowed him to install an affordable take-off GT500 M122 blower (the DOB manifold will also accept the later GT500's TVS unit.) With track use in mind, he added a Meziere 55-gpm intercooler pump, a custom heat exchanger, and a Mishimoto radiator. Patrick being Patrick, he couldn't just bolt it all in.

"Since the battery was now out back, I relocated the Bussed Electrical Center to where the battery had been, and stowed the PCM behind the fender, between the wheel opening and the passenger door. The results speak for themselves—the engine bay is significantly cleaner and simplified.

"I also added a separate fuse and relay block for things like the intercooler pump and heat exchanger fan. The switches on the firewall allow me to turn the heat exchanger fan, intercooler pump, and primary radiator fan on while in the pits between racetrack sessions. Topping off the appearance makeover in the engine bay, I painted almost the entire engine (including the DOB manifold and supercharger) the same gray used on the outside of the car."

Bolstered for road, track, or show, Patrick’s engine room teams a take-off GT500 M122 blower with his 4.6-liter Three-Valve by way of a Department of Boost intercooled billet manifold. With long-tube headers and FRPP Hot Rod cams, the result is 465 rwhp—perfectly civilized for his daily (summer) commute, yet quick and reliable on the road course.

A turn in Patrick's career path then found him working at Watson Engineering (the builders of Ford Racing's Cobra Jet quarter-milers and Boss road race cars) in its new division, Watson Racing. "One of the first parts Watson developed for street cars was a four-point bolt-in rollbar. Being a road race enthusiast, I had to have it! The beauty of the Watson four-point is that it bolts in with little modification to the car—I didn't have to drill big holes in the side panels—and the mounting system ‘lives' in the car, so I can easily unbolt it after a weekend at the track, throw the seats in, and the car is once again completely stock. For the next track day, the bar quickly bolts back into the mounting system that's still in the car. Since I hardly use the back seat, I opted to leave the bar and add Watson's rear-seat- delete carpet kit that was designed specifically for the four-point. The carpet kit installs and removes even quicker than the four-point bar!"

In the meantime, Patrick also found a set of 20-inch Vossen CV3 rims, but the orgy of spending wasn't done yet: "The car still continued to evolve to better suit my occasional track weekends. The non-adjustable Ford Racing handling pack was replaced with yellow Koni Sport adjustable shocks/struts, and I lowered the car even more with Ford Racing 1.5-inch lowering springs. Track-day caster/camber adjustments are handled by Maximum Motorsports plates on top. The FRPP sway bars were retained, and a Steeda Bumpsteer kit was added to the mix, along with a pair of Steeda X5 balljoints.

Out back, CHE components supplanted much of the rear suspension, including the lower control arms, the adjustable upper Third-link, the HD Third-link body mount, and a Steeda bushing in the axle-side of the third link. Finally, a larger Baer/Shelby Extreme 6S system—featuring a six-piston monoblock caliper and a 14-inch, two-piece rotor—took over for the previously installed Brembos.

Patrick considers his coupe a kind of Jekyll and Hyde ride that is equally at home on street or track, but it's not done yet. He still has a shopping list of future upgrades, but we've run out of room to document them. Suffice it to say that keeping his F-150 would have been cheaper—but a whole lot less fun.

Tech Specs
Vehicle: 2005 Ford Mustang GT
Engine and Drivetrain
Block: Stock Three-Valve 4.6 aluminum
Crankshaft: Stock
Rods: Stock
Pistons: Stock
Camshafts: Ford Racing Hot Rod (M-6550-3V)
Cylinder Heads: Stock Three-Valve
Intake Manifold: Department of Boost billet-aluminum intercooled manifold
Power Adder: GT500 Eaton M122 (take-off)
Fuel System: Walbro GSS342 pump w/ GT500 rails and 42-lb/hr injectors
Exhaust: Pypes long-tube headers w/ Pypes high-flow cats and a Corsa axle-back
Transmission: Stock TR3650 six-speed manual w/ Coast 4-in aluminum driveshaft
Rearend: Stock w/ FRPP 3.73 gears
Electronics
Engine Management: Stock w/ Blue Collar Performance tune
Ignition: Stock
Gauges: Stock
Suspension and Chassis
Front Suspension
K-Member: Stock w/ Carriage House Engineering brace (with torque limiters)
A-Arms: Stock w/ Steeda bumpsteer kit and X5 balljoints
Struts: Koni Yellow, adjustable
Springs: FRPP 1.5-in drop (M-5300-K)
Brakes: Baer/Shelby Extreme 6S six-piston w/ 14x1.25-in rotors
Wheels: Vossen CV3, 20x9-in
Tires: Falken FK453, 255/40R-20
Rear Suspension
Shocks: Koni Yellow, adjustable
Springs: FRPP 1.5-in drop (M-5300-K)
Control Arms: CHE lower control arms w/ CHE Third-link and body mount
Brakes: Baer Decelarotors w/ stock calipers
Wheels: Vossen CV3, 20x10.5-in
Tires: Falken FK453, 275/35R-20


Horse Sense:

Patrick likes nothing better than to throw on a set of 18-inch GT500 rims wearing Continental slicks and head to the road course. "The car has over 50,000 miles on it and a lot of rock chips. I'm not the kind of guy who takes his car to the track and wraps it in blue painter's tape…"