Scotty Lachenauer
January 20, 2016

In the beginning, first-time Mustang owner Rick Carment was perfectly content with the way his 2009 Bullitt came from the factory. And why wouldn’t he be? Boasting a healthy 315 hp and 325 lb-ft of torque right out of the box, the Green Machine was no slouch.

And how about that growl? Auditory perfection, to say the least. Ford did a great job not only prepping the car’s performance characteristics for its assault on the highways of America but also making sure it sounded the part. The beefy tonal note was tuned and tweaked just right to beautifully complement a pretty potent powertrain. Not only are you now walking the walk, you’re stomping your feet with bone-shaking bravado each step of the way.

Carment enjoyed his OEM car for a few months, relishing in the performance that Ford delivered in the Bullitt package, but a strange thing happened over the course of that first year. He became a junky. That is, he turned into an internet-forum junky. The performance-crazed Mustang owner spent his free time carousing the multitude of Mustang chatrooms and websites openly conversing with fellow Bullitt owners about performance upgrade options. Before long, Carment started to sway from the idea that he was perfectly fine with the stock package in his late model Stang.

The deeper he dove into the forums, the hungrier he got for more horsepower. It wasn’t long before he was ready to tear down the green pony car and build it into the hot ride he needed. With that in mind, he developed a solid game plan from all the enlightenment he received online, and then prepped the Mustang for a teardown of its vitals and drivetrain components.

After running the hot ride for a few months, Carment started collecting parts for the inevitable teardown. His first thought was to build a 10-second race car that would still be happy out on the street. To accomplish the transformation, he went out and purchased a Vortech V-3 supercharger, a surefire way to quickly boost this pony’s performance. With the power-adder mounted to the tweaked OEM engine, the car dyno’d at 439 rwhp, a considerable increase from stock. But after only a short time with this set up, Carment knew he had to do more. The entire engine was coming out.

He ponied up for some serious parts. First on the list was a Brenspeeds B302 stroker block, which would be the basis for his high-horsepower build. Next up: Manley rods, a Kellogg crank, and an octet of CP pistons. Then came a CHE torque limiter, a key piece needed to help keep the engine in line during those hard launches. A Scott Drake billet dress-up kit adds a little bling under the hood.

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Kooks long tube headers and high-flow H-pipe gets rid of the spent gases in a hurry. SLP Power Flow axle-back mufflers and 4-inch tips give this Bullitt ample growl, just like the original. Last but not least, the Vortech V-7 YSI intercooled supercharger system dishes out 20.5 psi of boost to push this small-block setup into the stratosphere on the dyno charts. Big Daddy’s custom dyno tune helped run the numbers up to 633 to the wheels, which was exactly what Carment was looking for.

But that’s not all. On one of the dyno runs, the heads lifted. To remedy this issue, Carment arranged to have Dwayne and Mike at Big Daddy’s to go ahead and stud the block—and install a set of more radical cams while they were at it. Carment went to a pair of Comp Cams Stage 2 blower cams (PN 127205); with this new setup the total package pumped out 683 rwhp. The extra work was well worth the 50 extra horses.

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To do the shifting, Carment decided on a Tremec T-57 Magnum six-speed trans. Rob’s Performance in Belleville, New Jersey, installed the transmission along with a McLeod RST clutch. A Steeda Tri-Ax short-throw shifter gives Carment the feel of a true competition race shifter. A Steeda sway bar, billet endlinks, and a BMR Panhard bar with a relocation bracket give the suspension needed upgrades. Running up the rear, a Ford Performance axle girdle helps strengthen this beast where it needs it most.

To get the power to the pavement, Moser axles work in conjunction with a GT500 differential. This is spun by a Dynotech one-piece, 3 1/2-inch aluminum driveshaft. A BMR driveshaft safety loop keeps it all safe on the track. Shocks are Koni Yellows, fully adjustable. On all four corners, 18x9.5 American Racing Torque Thrust wheels give this Stang a vintage feel with modern performance.

How about the aesthetic bolt-ons? Sequential taillights are a welcome addition, including a custom Bullitt dash plaque that tells the passengers that this ride means business and maybe they should hold on a little tighter. Agent 47 custom side-view mirrors and a Silver Horse Racing billet fuel door give the Bullitt a modern edge. Last but not least, Silver Horse Racing quarter-window, flush-mounted louvers tie the outer reaches of this build together, giving the Mustang a sporty vintage touch.

Needless to say, Carment was floored with the performance and styling he achieved with his build. This Mustang went from a hot OEM performer to an asphalt-eating dream car. It was a lot of work, and it came with a premium price, but this Mustang is now everything he dreamed about and then some.

And this car doesn’t sit idle in a garage, waiting to be taken out on the town. Carment drives it hard, and he drives it often. With almost 50K showing on the odometer, Carment proves he built it to drive, not to be a trailer queen. He still gets the same thrill when he takes her out on the streets today as the day he picked her up in 2008.

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