John P. Roper
April 1, 2005

Oddly enough, Wesley Rogers bought this car as just "basic" transportation. Somewhere along the way, it took a serious turn from that path. But since this car is his only transportation, modifications were kept to a minimum at first to keep maintenance down. Living so far from work didn't help matters. Would you believe this car has accumulated more than 207,000 miles and still counting? No, that is not a typo. Granted, Wes is on his fifth engine rebuild already.

Obviously, when the time came for yet another new engine last year, stock just wouldn't do. The car was already huffing along with the aid of a Vortech S-Trim supercharger. But to handle more boost, the internals were heavily fortified, beginning with an R302 block. An assortment of Eagle and Lunati guts in the block are there to keep it in one piece, while ported Twisted Wedge heads handle the duties of ingesting and exhaling air. Also smoothing that path is an Extrude-Honed Cobra intake and MAC 131/44-inch headers. Currently, this combination is good for a best dyno pull of 622 hp at the rear wheels and a substantial 590 lb-ft of torque. With this much power on tap, the car is quite fast, repeatedly ticking off e.t.'s in the mid-11-second range on street tires, while posting a best time of 10.632 at 129.52mph on slicks.

To enhance comfort inside during those many long miles, Cobra Daytona seats were added, along with a few other subtle but effective interior upgrades. The only other interior giveaway about the power on tap is the laptop computer in the passenger seat. Its task is to run the multiple fuel and spark maps of the Haltech E6-K stand-alone engine-management system. This allows Wes the ability to change the power settings on the fly, should the need ever arise.

Underneath, substantial changes were made to handle this much power, especially when the slicks are bolted on. Since the stock diff was found to not be up to the task, an Eaton diff with 3.55:1 gears was installed, in concert with Moser 31-spline axles. Even the stock transmission didn't live long behind this potent combination. After ceremoniously gre-nading itself, it was replaced with a stronger TKO unit and Ram 6000 clutch assembly. Spinning that to the back is the job of a custom aluminum driveshaft.

So far, the upgraded package has proven reliable and amazingly street-able. We won't say Wes regularly street races because that stuff is illegal. But after he was kicked off the local quarter-mile track for not having an NHRA-legal rollcage, the only work-out the car receives is the occasional impromptu stoplight/acceleration contest. A legal rollcage and some 3-inch harnesses are on the to-do list-they just weren't in at the time of the photo shoot.

Wes is no fool. He knows this kind of power brings with it the need for increased safety. He manages one of the best local Mustang tuner shops in the Dallas area (Speedworks in Lewisville, Texas), so he has seen the dangers of not having that added margin of safety. He has recently decided to retire this car from daily driver duty to get a little more serious about racing it. We're sure whatever his next "daily transportation" vehicle might be, it will stay stock-for a few days at least.

Block R302
Displacement 331 ci
Crank {{{Eagle}}}
Rods Eagle H-Beam
Pistons JE Forged
Cams Lunati
Heads Twisted Wedge
Intake Extrude-Honed Cobra
Fuel System 55-lb/hr injectors
Exhaust MAC long-tube headers
Power Adder Vortech S-Trim supercharger
Transmission Modified Tremec TKO five-speed, aluminum driveshaft
Rearend Eaton diff, 3:55 gears, Moser axles
Engine Management Haltech E6-K stand-alone
Ignition 10mm Taylor wires
Gauges Auto Meter
K-Member UPR
Control Arms MAC upper and lower
Springs Stock
Struts Lakewood 70/30
Brakes Brembo Slotted rotors, Ferrodo pads
Wheels Fikse FM5 17x9
Tires Nitto 555 255/40-17
Springs Stock
Shocks Lakewood 50/50
Control Arms Stock
Brakes Stock
Wheels Fikse FM5 17x10.5
Tires Nitto 555 295/35-17