Eric English
September 1, 2004

When I first stumbled across Gary Scott's understated '93 LX, it was as if I'd encountered my own incomplete version of Mark Twain's The Prince and the Pauper. For those already lost, said tale is a generations-old story about a lowly peasant boy who unexpectedly meets his virtual twin, a prestigious prince. The two end up swapping places for a time and find neither is happy in their new roles-'nuf said.

In layman's terms, I'm trying to tell you Gary's LX is a beautiful body double for my own weary set of wheels-same selling dealer, same year, same bodystyle, same exterior/interior colors, same hoop-and-brake package, and nearly iden-tical Maximum Motorsports suspension. As such, you won't be surprised by the positive tone of this feature, because-yeah-I've always liked my little '93. Truth is, I'd like it a whole lot better if it weren't exposed to the tortures of the everyday drive. And, I'll honestly tell you that during my six-year ownership, the 120,000-mile LX has taken a beating, including a minivan into the right front corner courtesy of a conniving young female (no, I didn't know her), a caved driver's door thanks to my neighbor (I'm told the rearward vision from a Jeep Grand Cherokee is higher than the roof of a lowered Mustang), and a bruised nose-and ego-after sliding down my driveway and into the garage door during a snowstorm (nobody's fault but my own).

Fortunately, Gary's LX hasn't suffered any of the aforementioned issues, which helps make it such a terrific piece. Purchased two years ago from Ken Sutherland, the car is basically as-modified by its former owner, who dumped the pristine hatchback after deciding to pursue real competition in a Miata spec racer. Ken's loss was clearly Gary's gain, as all he had to do was lay out the dough and get in and drive. Former and current owners share an identical focus for the car-open-track events-so the original 37,000 miles on the odometer has every indication of remaining low. The paltry mileage and life-long garage status has left the original Electric Red clearcoat in phenomenal condition, aided by plenty of elbow grease and Wax Shop Carnauba. Many a repainted ride would be lucky to look this good.

Power for multiple road-course events is provided by a still healthy, hypereutectic short-block, augmented with a catalog's worth of Ford Racing Performance Parts components, including GT-40X heads, 1.6 rollers, a GT-40 intake, a 65mm throttle body, an E303 cam, 24-pound injectors, and metallic-ceramic-coated short-tube headers. Aftermarket underhoods are scarce but play an important role via Crane pushrods, an adjustable fuel-pressure regulator, an MSD ignition, and a Pro-M 75mm air meter.

The FRPP theme continues in the brake and wheel department as well, where '98 Cobra wheels cover the M-2300-K four-wheel discs. If you need a refresher on these comprehensive binders, recall the current-production Cobra's 13.00/11.65-inch rotor combo and PBR front calipers, and you basically have the big players covered. Add Hawk HPS pads, braided flex lines, and custom-built front cooling ducts, and this is one Fox Mustang that stops just fine, thank you.

Remaining underpinnings are largely comprised of an abundance of Maximum Motorsports sourced bits and pieces, including H&R springs and Bilstein struts and shocks. Components actually wearing the MM brand name include full-length subframe connectors, engine compartment bracing, caster/camber plates, rear lower control arms, and a Panhard bar. Teamed with Kumho VictoRacer skins at all four corners, the LX reportedly tracks with cars of far more fame and fortune-Vettes and Porsches to name a few. That Gary has participated in a number of driving schools-including a three-day gig with Skip Barber-helps as well.

When our photo shoot with Gary's outstanding LX came to an end, I explained how he could complete my opening literary allusion by trading rides for a bit of time. Surely with the kinship forged through such parallel machines, Gary would be more than happy to see if he could find a silver lining in my more peasant-like daily driver. Meanwhile, I could see if Mark Twain was right-that I'd find myself turned off by the beautiful twin's princely environ-you know, like the constantly wet look of a topcoat that actually receives wax on a regular basis.

OK, reality check. Gary graciously declined the invitation, yet I hardly have to pedal his ride to know I'd never want to go back to my own if given the chance. Perhaps the next best alternative is to be inspired enough to go buy a bottle of that Carnauba stuff, or better yet-Gary, could you call me if you ever decide to sell?

Block Stock '93
Displacement 302 ci
Cylinder Heads FRPP {{{GT}}}-40X
Camshaft FRPP E303
Intake Manifold FRPP GT-40
Throttle Body FRPP 65mm
Mass Air Meter Pro-{{{M}}} 75mm
Exhaust FRPP short-tube headers, Dr. Gas X-pipe, DynoMax after-cat
Fuel System 190-lph pump, FRPP 24-lb injectors, Crane adjustable regulator
Transmission Stock T5 w/FRPP clutch, Steeda shifter, Steeda clutch quadrant
Rearend 8.8 w/3.55 gears, Torsen differential
Engine Management Stock EEC IV
Ignition MSD 6AL
Gauges Stock
K-Member Maximum Motorsports
A-Arms Stock
Springs H&R Super Race
Struts Bilstein
Wheels '98 Cobra
Tires 245/45-17, Kumho VictoRacer
(track), 245/40-17 Bridgestone Pole
Position (street)
Brakes FRPP M-2300-K
Springs H&R Super Race
Shocks Bilstein
Traction Devices Maximum
Motorsports adjustable lower control
arms and Panhard bar
Wheels '98 Cobra
Tires 245/45-17, Kumho VictoRacer
(track), 245/40-17 Bridgestone
Pole Position (street)
Brakes FRPP M-2300-K
Chassis Stiffening Maximum
Motorsports full-length subs, and strut
tower braces, Autopower rollbar