Dale Amy
May 1, 2004

There's just something about understatement in a race car. Remember Dan Millen's graphically unembellished white Fox Outlaw? Disarming because of its basic Frigidaire paint scheme, that denuded little notchback ran like a gazelle on amphetamines. Then there was Lee Howie's plain black '93 turbo hatchback that stole the Wild Street show at WFC5 in May 2002 by going low 8s at more than 170 mph while wearing the innocent "who-me?" appearance of a 13-second commuter.

Whether you think of these cars as strip sleepers, quarter-mile Q-ships, or some other designa-tion that recognizes their sartorial subtlety, they are automotive personifications of the speak-softly-and-carry-a-big-stick philosophy favored by Teddy Roosevelt. Their performance-instead of their paintwork-does the talking.

Well, we think we've found another example-this one out of the Southwest Motorsports stables belonging to New Mexico's Mike Keenan. Sure, its New Edge factory tin is accented by some Saleen-esque bits and a cowl hood, but there's nary a sponsor decal to be found on its subtle silver skin and not a flame or tear-away graphic in sight. Now don't go taking this as a condemnation of fluorescent colors and the talented imaginations of graphic artists. We love those cars too-especially for our cover. It's just that you expect such brightly feathered birds to have speed to match their plumage, whereas the dressed-down sleepers just sort of sneak up and wallop you with their unexpected performance.

As an example, the first time on a track in competition in May 2003, Mike's freshly minted silver bullet immediately became top qualifier and set a record in World Ford Challenge Wild Street with an attention-getting 176.72-mph trap speed. This was a heady velocity for a car licensed and insured for the street, and that had just completed a 30-mile cruise to prove it. Swap out its Bogart-mounted track footwear for some more roadworthy counterparts, and this '99 coupe would look right at home cruising the streets of Albuquerque, Mike's hometown. OK, maybe the drag 'chute might raise a few eyebrows, but the silencing effect of the 91mm turbo from Innovative Turbo Systems assures it would be quiet enough to pass a drive-by noise test-as long as the Kooks mufflers were in place downstream of the headers Mike bent up himself.

And it all came from such humble beginnings. Mike found the basis for the project-in bone-stock, six-cylinder form-for sale on the Internet, flew to Kansas, and drove it back to New Mexico in July 2002, having recently sold his previous Fox-bodied street and strip racer. He makes his living as a used-car dealer, so these sorts of vehicular comings and goings are undoubtedly routine. Awhile later, he trailered the '99 to Arlington, Texas, to have Wolfe Race Craft fit a cage and work some suspension magic. Race Craft installed its rear control arms, bushings, and adjustable antiroll bar, as well as the FAB 9 rear axle. Back home, after Mike finished the rest of the car mostly by himself, David Wolfe came by, scaled it, and completely set up the suspension. This chassis care and nurturing have resulted in 60-foot times as quick as 1.27 seconds from a car that weighs a hefty 3,540 pounds without driver, and that still uses its stock six-cylinder rear springs and shocks.

Moving that much mass requires commensurately heavy amounts of horsepower. We've already mentioned the turbo, which force feeds a Windsor displacing-by our calculations-about 377 cubes, thanks to the effect of a 3.75-inch stroke teamed with a stock 4.00-inch bore. Machining and balancing were handled by Greg Livingstone, but Mike-who used to run True Street in Fun Ford-did the assembly himself. Job Spetter Jr. came all the way from Turbo People's Hastings, New York, headquarters to work out a tune using ACCEL Gen 7 management. The combination in the car when we shot it-and the one detailed in our 5.0 Tech Specs sidebar-included older High Port heads and a Hogan's sheetmetal intake. But that entire assembly has been sold to a local racer, and Mike is putting together a fresh engine with a different head/intake pairing, so who knows what its underhood scenery will look like the next time you see it. He may also go to a 101mm turbo, but, as far as we know, he plans to stick with his two-speed Powerglide, which, like the rest of the car, is fairly simple but does the job.

Unfortunately, Mike doesn't have the time to invest in travel to all the NMRA events, so he competes in the Pacific Street Car Association more regularly. It was in one of those PSCA events in Tucson, Arizona, where, in 4,000-foot density altitude, the car gave its best performance to date late last season-an 8.04-second blast at 182 mph. In our books, that's right up there in Outlaw territory.

So if you're out looking for action in the vicinity of Albuquerque and an unassuming silver Mustang idles up beside you, do yourself a favor and avoid eye contact. Mike might be out for a test-and-tune session.

5.0 TECH SPECS
ENGINE AND DRIVETRAIN
Block Ford Racing
Performance Parts 351
Bore 4.00
Stroke 3.75
Displacement 377 ci
Crank {{{Eagle}}} 4340
Rods Eagle
Pistons Ross
Cam Comp Cams, no specs volunteered
Heads Trick Flow High Port
Valves 2.08/1.60
Intake Hogan’s sheetmetal
Throttle Body Accufab 90mm
Injectors 160 lb/hr
Fuel Pump Weldon 2025 (x2)
Headers Southwest Motorsports
Mufflers Kooks
Power Adder Innovative/
Turbo People 91mm turbo
Intercooler Spearco
Transmission Powerglide
Converter Neal Chance,
no specs volunteered
Rearend FAB 9, chromoly, 3.50:1 gears
and Mark Williams axles
ELECTRONICS
Engine Management ACCEL Gen 7
Ignition MSD 7AL-2
Gauges Auto Meter
SUSPENSION AND CHASSIS
Front Suspension
K-Member Ground Pounder
Control Arms Ground Pounder
Springs/Struts Lakewood {{{90}}}/10
Brakes Stock
Wheels Bogart
Tires Mickey Thompson
REAR SUSPENSION
Springs/Shocks Stock six-cylinder
Control Arms Wolfe Race Craft
Brakes Strange
Wheels Bogart
Tires Mickey Thompson
Cage Wolfe Race Craft
Chassis Stiffening Wolfe Race Craft
subframe connectors