Stephanie Davies
August 27, 2015
Photos By: John Machaqueiro

Brian Egeland of Forestburgh, New York, was just a teenager when he purchased this 1992 Mustang 5.0 convertible from northeast New Jersey. Brian must have had a little more self-control than your typical teenager with Mustang keys in his hand because, on any day when the weather was deemed less-than-beautiful, he wisely decided that his Mustang would forgo daily driving duties and stay safe in the confines of his garage.

“I can probably count—maybe eight times—the car has seen rain,” Brian tells us, “most of them being at the Carlisle Ford Nationals.”

While the Mustang aged like a fine wine, Brian picked up daily driver after daily driver, from other Mustangs to turbocharged imports. Believe it or not, he credits a Mitsubishi Eclipse with getting him hooked on turbochargers.

He says, “I had my 1998 GSX with well over 500 hp. I couldn't believe I could get that kind of power from 2 liters. I thought, why not turbo the 5.0?” Valid question.

Brian set out in 1999 by initially ordering the Outlaw Twin Turbo kit that Brian says “never fit right,” so he got to work learning how to weld and fabricate. He eventually got the car running and found a following at local Friday night car shows, on internet forums, and participating in grudge matches. At that point the car sported a stock short-block with Trick Flow Twisted Wedge heads, a Cobra intake, an E303 cam, and a first-generation Anderson Ford Motorsports PMS EFI system.

Brian couldn’t stand the lack of drivability with his Mustang, and the original T5 transmission’s Third gear finally exited stage left before the original block cracked from the crank to the camshaft. Brian didn’t have the funds to rebuild the motor, so he sold the turbo kit and located a “junkyard special” 5.0L. The 302 was quickly outfitted with the same Trick Flow heads, E303 cam, and Cobra intake, with the addition of a supercharger.

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In 2005, Brian had a brilliant (and seriously ambitious) idea: He was going to build his own turbo kit. With some helpful insight from his automotive enthusiast dad, he got to work and flipped around a set of MAC headers, removed the collector, and purchased mandrel bends from Summit Racing Equipment and a wastegate and blow-off valve from TiAL before welding up the kit. He chose a 62mm Master Power turbo in the name of a good deal. He says that the “little turbo had plenty of torque to split yet another block, but not before killing another T5.”

With another setback, the Mustang sat around for a while so that Brian could gather the funds for yet another new build. By 2009, he had purchased another used stock short-block and a rebuilt T5, and equipped his Fox with bigger brakes thanks to a five-lug conversion.

“What a difference the brakes made,” says Brian. “My eyes had trouble staying in their sockets during heavy braking now.”

While returning home from the Carlisle Ford Nationals in 2010, Brian got a little too enthusiastic with a blown Mach 1 and split the block yet again. Fed up with stock blocks and T5s, he decided that an aftermarket block and a TKO-600 transmission were needed and began saving. After a few years he finally got the Fox to the condition you see it in here.

It started with a set of Corbeau seats and interior modification, including the removal of the stock cluster. Auto Meter gauges on the pillar, center vents, and a tachometer on the dash had been there since 1997, and Brian was over it, so he used an aluminum gauge plate and made a set of Auto Meter Carbon gauges fit in the cluster. He fabricated speaker pods for the doors and the gauge pod in the glovebox using wood and stretched cloth and fiberglass, as well as a rear seat delete using balsa wood, medium-density fiberboard, and carpet.

The engine bay was shaved to prepare it for the new engine, and Brian put in a call to Maximum Motorsports for a new suspension combination. The idea was a road race setup with full height adjustability, and he ended up with Maximum Motorsports tubular control arms, Bilstein coilovers, Hypercoil 250-pound springs, and an Eibach sway bar, as well as a Maximum Motorsports tubular K-member and camber/caster plates and an SN-95 Hub up front.

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In the rear resides a stock 8.8 with 3.27 gears, Moser 31 axles, and a Detroit Tru-Trac. Maximum Motorsports control arms, springs, sway bar, subframe connectors, and a panhard bar/torque arm work with Bilstein shocks.

Brian put a down payment on his dream engine and ordered the new long block from FordStrokers. He researched computers and decided on the Pro-M EFI, and the engine arrived in November 2013. Brian spent the winter reworking his existing turbo setup to fit with a Turbonetics Billet GT-K 850 72mm turbo (16 psi max) and Trick Flow Twisted Wedge 11R heads.

The new 302 block was bored and stroked to 363 ci with a forged Callies 4340 crankshaft, Wiseco 2618 forged pistons, and Scat 4340 forged H-beam connecting rods, as well as a Comp Cams roller custom grind camshaft and Ultra Gold 1.6:1 rocker arms.

The block is topped with aluminum Trick Flow Twisted Wedge 11R 205 cylinder heads (2.08 intake and 1.60 exhaust). A Trick Flow R-Series intake manifold sits up high, as does an Accufab billet 75mm throttle-body. Jim Woods of FordStrokers in Carol Stream, Illinois, is responsible for the engine build and machine work.

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A Moroso 7-quart oil pan seals the bottom end, outfitted with a Melling M68HV pump. A combination of Siemens Deka 80-pound injectors and an Aeromotive A1000 Stealth fuel tank setup ensures adequate fuel for the powerplant.

Exhaust fumes are carried through MAC 1 5/8-inch headers turned around, with Dynomax Bullet mufflers and dual Flowmaster 3-inch tail pipes. Brian tuned the Mustang himself and fabricated the exhaust, with the exception of the tailpipes.

Brian tells us that his Fox-body was flawless to begin with, so he simply added a Cervini’s 2 1/2-inch cowl hood and Cervini’s Saleen front ground effects. He painted them to match and also sprayed the stripes on his own. He chose Saleen replica wheels wrapped in Nitto 555 rubber, but has plans for something a bit stickier soon so that he can compete in road racing.

“I built it to go around corners and stop on a dime with nine cents change, and it certainly does,” says Brian.

Brian estimates that this little Fox makes more than 900 hp at the crank at maximum boost, but he hadn’t had it on the dyno yet when we went to print.

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He says, “It’s an absolute beast on the street. I sized the turbo on the small side for instant boost threshold. It builds full boost by 2,500 rpm with ridiculous torque at any throttle opening. Blowing off the tires is effortless in anything under Fourth gear, and it’s quite a bit of fun on the back roads in upstate New York. I live five minutes from Monticello Motor Club. Some day I hope to get it out there.”

Brian had a bit more luck at Carlisle last year and tells us that the Fox performed “somewhat flawlessly,” but found some things that could use improving. Of course, he has some new plans for his Mustang, including a proper rollcage, meth injection, a bigger turbo, and more.

He says, “Maybe then it will be done,” then adds, “Nah!”

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