5.0 Mustang & Super FordsFeatured Vehicles
1992 Ford Mustang LX Hatchback - Home Turf
Sod Farmer Brian Alloway Performed 90 Percent Of The Work On His '92 LX At Home
While he didn't exactly plan it this way, sod farmer and Bethel, Delaware, resident Brian Alloway purchased this '92 Emerald Green LX hatch in August 1993. "I had always wanted a Mustang, but I could never afford the insurance," Brian says. We won't say how old Brian was when he bought the car-let's just say he had recently passed an age that brings with it a drop in insurance rates, and he had moved to Delaware from Jersey. When he first bought the car he thought he'd do a couple bolt-ons and that would be it. Yeah, we've heard that one before!
"At the time, I thought I would never even have to pull the upper intake off," Brian says. "It seemed quite fast as it was." But before those words were barely out of his mouth, Brian began adding the obligatory underdrive pulleys and K&N filter, bumping up the timing, and so on. "I then decided on subframe connectors, a G-load brace, and a strut tower brace," Brian says. He also wanted to add better brakes and do a gear swap, but at the time he was a little strapped for cash. Ever the resourceful Mustang owner, Brian discovered '87-'88 T-bird Turbo Coupes came with disc brakes and 3.55 or 3.73 gears. After locating a complete 8.8 out of an '87 Turbo Coupe with 3.55 gears, he modified the quad shock brackets and bolted it in the car.
"Later on, I installed Ford Racing Performance Parts B springs, caster/camber plates, and Monroe Formula GP shocks and struts," Brian says. "I figured this would be good enough to make a nice street car, but after a while I got bored and decided I wanted the car to handle a little better." To that end, he mixed a Global West catalog with glue and drove his car through it. The result was new front control-arm bushings, a Trac-Link, and rear lower control arms stuck to the car. He also changed out the B springs and installed FRPP C springs and a '93 Cobra front sway bar. "This was a killer street setup, and I had a lot of fun with it."
Brian thought the car could use a boost in power, so he installed a Cobra intake, GT-40 heads, 24-lb/hr injectors, 1.7 rockers, a Pro-M 75mm mass air meter, and an FRPP E303 cam. Unfortunately, the car went in the wrong direction-from 14.20s to 14.80s. "It was one of the biggest letdowns I've ever had with my car," he says. After exhausting all his options, Brian yanked off the heads only to discover they were GT-40 marine units with 70cc combustion chambers and 21cc exhaust ports. "After this, I decided to do it right and get a pair of Edelbrock Performer heads." The addition of the new heads cured the problem and resulted in a best of 13.40. Brian was "ecstatic."
He then decided to stiffen the chassis more by adding a rear shock-tower brace from Sussex Machine, which was welded in by Doug Davidson. "This helped tighten up the car even more," Brian says. He drove the LX in this trim until he again became bored. This led to the addition of the current Wolverine WG1087 camshaft and a set of 1.6 rockers. Doug, who owned his own shop at the time, recommended the Wolverine cam. He also installed and degreed the cam for Brian. Other than Brian, Doug was the only one to work on the car, save for Rhodes Custom Auto Works which you'll read about shortly.
"I really didn't pick up much power from the cam change," Brian says, "so I decided to swap the 3.55s for a set of 3.73s." As he also eventually wanted to move up to Cobra brakes, he went the five-lug route. Out came the 3.55-geared T-bird rear, which Brian sold, and in went another Turbo Coupe rear with 3.73 gears. "I also bought the complete brake setup off a '94 V-6 Mustang and installed the 3.73 rear with the V-6 axles and brakes."