Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
November 1, 2004

It can be difficult to figure out what kind of Mustang you want. Some enthusiasts are content to keep their car stock, wax it a few times a month, and show it off at the local cruise spot. Others are lured by the ridiculously easy modifications that can take a stock 5.0 Mustang from a nice, 14-second daily driver to the deep-10-second range where just a few years ago only tubbed-out big-block musclecars dared to tread. Yes, times have changed, and making a Mustang fast is limited only by your budget and your creativity. The problem is, there's a line where the streetability of your Mustang begins to deteriorate, and the fun factor that drove you to buy the car in the first place is but a distant memory.

Such is the case with Bob Lunner, a 41-year-old equipment mechanic from Middle River, Maryland. You see, Bob has done the "Mustang thang!" He had no problem screwing together an '86 LX that ran close to the nine-second zone. In fact, he spent five years of his life on that car-swapping out interiors, cherry-picking three short-blocks, trading five-speed transmissions for an AOD, rebuilding the rearend-a few times-adding different rim and tire packages, and going through NOS bottles like they were underwear.

Bob eventually settled on a Vortech YS-Trim combination (after a Powerdyne, an A-Trim, and an S-Trim) that landed the car squarely in the low-10-second range. Oh, yeah, it was a bad little Mustang that could hold its own on any street in America. The only problem was that as the car progressed through all of these changes, Bob had slowly taken the "street" out of his street car. It was now a bright-purple race car that needed to run on race fuel and had to be trailered from shop to track.

"I laid in bed many a night trying to recall when the car was the most fun to own," Bob says. "That time was back when it was without a rollbar ... without ET Streets on it all the time ... without the need for race gas. That time was when I drove to the track, let some air out of the drag radials, raced six or eight times, then drove back home with the A/C cranked up. I miss those times.

"Rather than detune my low-10-second 5.0 Mustang, I decided it was time to make a change-a big change. Most everyone I know tried to talk me out of it. I actually wanted to get rid of the car and replace it with something slower!"

That is exactly what Bob did. After a little negotiating, he traded his tricked-out, 10-second '86 for the Chrome Yellow '94 GT pictured here (well, after a custom paint job, it's the one pictured here). Using what he had learned from the time spent working on the '86 made things easy for Bob. He knew exactly what he wanted-a nicely worked out head/cam/ intake package that could take a good snort of nitrous when the time called for it. He also had a goal of being able to drive the car to the SuperStallions of the Net events, mix it up with his friends, and then drive the car home without having the thing hurt itself.

The biggest obstacle Bob ran into was the inherent streetability problems that '94-'95 cars have when you try to cam them up. He used two separate, custom chips in the car, but he finally installed a PMS system on the stock ECU. After tuning it up with the PMS, Bob's '94 was back on the street. Just before the car's true SuperStallions debut, however, he decided he wanted to add flames to the factory yellow repaint. But Bob's paint man Keith Beaudet couldn't let him drive around in such an unattractive ride. So, Keith stripped the car to the shell, repainted it with loving attention, and proceeded to the final assembly you see here. Bob worked out a deal wherein he'll be wrenching on Keith's car for the rest of his life, but he did get a $6,000 show-car paint job out of it!

Once tuned up and looking good, it was off to the dyno, where, on the 100-horse jetting, the GT is good for 372 hp and 436 lb-ft of torque at the rear wheels. It's also good enough for 11.90s on Nitto drag radials in complete street trim. Bob says his present goal is to run 11.60s at more than 120 mph with the larger 150hp jets in the NOS system. He's also thinking about adding a Vortech or a Pro Turbo Kits single turbo kit utilizing whatever money he can make from side jobs out of his garage. Wait a minute, Bob. Isn't this where it all began in the first place? Guess we'll see you in the 10-second zone next year.

5.0 TECH SPECS
ENGINE AND DRIVETRAIN
Block Stock (91,000 miles)
Displacement 302
Cylinder Heads Edelbrock 60379
  aluminum (Performer 5.0)
Camshaft Anderson {{{Ford}}} Motorsport B-21
Intake Manifold Cobra intake,
  Extrude Honed
Throttle Body BBK 65mm
Mass Air Pro-{{{M}}} 80mm
Intake Morpheus Performance
  Horsepower Pipe
Power Adder NOS “dry” 75-175hp shot
Exhaust MAC 15¼8-in equal-length
short-tube headers, Bassani catalytic
X-pipe, MAC Flowpath mufflers
w/2.5-in MAC chrome exhaust tips
Fuel System Walbro 255-lb/hr
in-tank pump, 30-lb/hr Ford injectors,
Aeromotive fuel-pressure regulator
Transmission ’95 Cobra T5
  five-speed
Rearend 8.8 w/3.73 Ford
Racing Performance Parts gears, stock
28-spline centersection with repacked clutches
ELECTRONICS
Engine Management PMS
Ignition MSD 6AL ignition, MSD billet
  distributor, Autolite plugs
Gauges Factory
SUSPENSION AND CHASSIS
FRONT SUSPENSION
K-Member Stock
A-Arms FRPP
Springs Steeda Sport
Struts Tokico nonadjustable
Wheels 17x9 Wheel Replica Chrome Bullitt
Tires Hankook 255/40/17
Brakes Stock GT w/Bendix pads
REAR SUSPENSION
Springs Steeda Sport
Shocks Tokico nonadjustable
Traction Devices X2C Boxer ST upper and lower control arms, Energy suspension
  bushings, ’98 Cobra rear sway bar,
  trimmed pinion snubber
Wheels 17x10.5 Wheel Replica
  Chrome Bullitt
Tires Nitto Drag Radials (315/35/17)
Brakes Stock GT w/Bendix pads
Chassis Stiffening N/A