Tom Wilson
May 1, 2005

Horse Sense:
Awesomely fast race cars make an adrenaline-fueled impression that's impossible to convey in print. Strap a saddle on a great white shark and ride it through an aquarium if you want to know what it was like to drive Old Blue on a track choked by schools of Miatas.

As inventive but unorganized auto writers, we often dream up ideas that more motivated people implement and make money from. One of our better concepts yet to be capitalized on is a line of customized model Mustangs. These display models would be configured and painted to represent either the model purchaser's own car, or one of the many famous and visually compelling Mustangs such as The Boss or Mike Murillo's old "flag" Super Street Outlaw drag car.

Another sure-fire candidate on our short list of significant Mustangs is the car shown here, Bruce Griggs' Old Blue. While not necessarily well known on the East Coast, the 40 car, as it is also known, is an institution in West Coast road racing. It's a multiple NASA American Iron Extreme champion, a dominating performer that amassed 20 race wins in a row to claim an undefeated AIX season in 2003, and it has also been the spoiler in SCCA American Sedan and ITE contests. For more on Old Blue's impressive record, see the 40 History sidebar.

Long ago the victor in more races than many race cars are ever entered in, the 40 car is still going strong. An engineering testbed for Griggs Racing [(707) 939-2244; www.griggsracing.com], Old Blue is still trying out new, typically radical, hardware and waving the Griggs banner at numerous events. The car has been cut and stretched, beat on, drilled full of holes, crimped and welded, crashed and rebuilt, and hammered and massaged. It's no beauty queen, but it's always fast and sports something new and trick each time we see it.

When we visited Infineon Raceway in Sonoma, California, the latest trick part was represented by Griggs Racing's newest project, a Short/Long Arm (A-arm) front suspension. The SLA details are in The Short and the Long of It sidebar, but suffice it to say it completely eliminates the strut front end and provides unprecedented, incredibly powerful front-end grip.

Poking around the 40 car, you soon realize that the number of stock, unaltered Ford parts on the car can be counted on the fingers of one hand. The unibody is made nearly redundant by the Griggs rollcage and through-floor subframe connectors, while in back a Griggs 9-inch rear axle hangs off Griggs control arms, torque arm, and Watts link. Coilovers are used all-around, of course, as are huge Sierra disc brakes.

The 9-inch is an artifact of Old Blue's age. Today Bruce would fit one of Griggs more efficient and just-as-robust hybrid axles with an 8.8-inch center and 9-inch outer sections. Also interesting is the lack of a rear sway bar and Griggs' penchant for relatively soft spring rates. He attempts to extract as much handling as possible from inherent balance and optimum suspension geometry; high spring and sway bar rates foul Griggs' goal of meaningful weight transfer to the rear tires on corner exit.

Another recent development is 315/35-17 Hoosier tires at all four corners. This immense tire size has long been popular at the rear of AIX cars, but by November 2003 they showed up on the front of some cars. With an 18 percent gain in contact patch area over a 275 tire, the huge rubber answers nagging Mustang questions-namely how to handle such a nose-heavy weight bias. Bruce put off fitting the 40 car with the big front tires, because they are difficult to fit, but they work so well he went to the trouble and expense during the car's refit last summer.

As one glance shows, the rest of the chassis, including the interior, the seating, the instruments, the bodywork, and so on are, hmmm-let's say part of this thoroughly tested race car. To clear the huge front tires, the fenders have been cut and the flares pie-shape-enlarged for the second time. And because the fender doesn't have a chance of mating with the rest of the bodywork at the rear, a business-like gap has been generated. A natural exit for high-pressure fenderwell air, the fender openings-along with the air filter bursting through the hood-personify the 40 car's purposeful demeanor.

Many powertrains have visited this chassis, from its original four-cylinder automatic combination to the mild bolt-on 302 and stock T5 transmission of American Sedan days, to the current AIX booster rocket and synchro-less crash box we drove for this story. The current engine snarls out just over 600 flywheel horsepower and is a conjunction of an aluminum racing block and a set of heavily ported Trick Flow Street Heat heads breathing through an Edelbrock Victor Jr. intake and an 800-cfm Holley carb. The 4.145-inch bored and 3.250-inch stroked Sonny Bryant-forged crank gives 345 ci. Compression is proprietary in typical Griggs fashion, but let's just say we've seen Bruce run 13:1 combustion chambers on street cars. Obviously, the reciprocating parts are the best American forgings Carrillo and Ross can supply, and the clutch is a 7-inch, three-disc light switch from Quartermaster.

Bruce is keeping what are clearly stratospheric cam specs to himself, but he lamented that the current engine is "too drag racy" to work as well as it could. That means the cam specs have changed since we visited anyway.

Behind all this excitement is a Jerico four-speed transmission. As is everything on Old Blue save the prototype pieces, the nonsynchro, lightning-fast, practically unused Jerico was something Griggs already had in the shop-cobblers kids have no shoes, and development hacks, even one as successful as this car, are last in the budget line.

We're afraid we took whatever new may have been left out of the gearbox during our practice session in Old Blue, but we're getting ahead of ourselves. To tell that part of the story, we should note this is one of those beasts for which we bothered suiting up all the way-fireproof underwear, crash hat, gloves, the works. It's that kind of car.

Getting in and comfortable was easy. Bruce and I are almost the same size-well over 6 feet tall-and the 40 car is about the only Mustang in the world I truly fit in. As the only parts of Old Blue that are original Ford include the roof, the windshield, and the door handles, it's no surprise to find the driver has been moved back 7 inches, with the steering wheel and shifter even more so. Done to aid weight distribution, the movement was engineered by fitting a spacer to the stripped-but-otherwise-stock '93 steering column, using a deep-dish, large-diameter Schroeder circle-track steering wheel, and placing the Long shifter right where Bruce wanted it. There's a distinct feeling of being back from the windshield, but not quite like you're sitting in the rear seat. The naked interior, the five-pane rearview mirror, the rollcage tubes everywhere, and the dry sump tank in the right footwell make the interior an all-business sort of place.

Starting the carbureted small-block is easy. Flip the usual master, ignition, and fuel-pump switches and crank away. Rrrrrap! The engine flies to life and proves ultra-eager to rev. Even with mufflers and helmet, the gloriously crackling exhaust requires ear plugs, so we were glad to have them.

Getting started from rest is decidedly not easy due to the feather-weight clutch and flywheel, a torque curve that starts about where a stock Mustang hits the rev limiter, and a First-gear ratio that felt like Second. Told to use 3,000 rpm and not slip the clutch, I found it actually took 3,500 rpm and a series of quick jabs of clutch engagement coordinated with some fancy throttle work to get the beast moving. And, yeah, I stalled it about five times and never got the hang of it.

Once on the track, however, there isn't a driveability care in the world, although self-preservation may cross your mind. This car is mind-bendingly fast-more fleet than our guardian angels, we decided, as the pavement uncoiled and flung itself through the windshield. Without benefit of recent racing experience, it was faster than we could think in the manhood test of Turn 10 at Infineon, so the throttle magically self-levitated off the floor there every lap. And while ours was a warm day, we wager this machine can leave a dry and pasty taste in your mouth during the coldest winter race meeting.

There are no vices, no tricks up the 40 car's fenders. Its handling is completely benign, even while tuned to the razor's edge. Bruce is an exceptional driver and prefers his cars to be quite neutral-that's a tightrope walk on the edge of oversteer for the rest of us, but once you learn to trust this tremendously capable chassis, you see how it points with economy. There's never a need to hustle this car, but rather a continuous need to relax and simply guide it as necessary.

This effect is multiplied by the way Griggs has fitted the car with long throttle-pedal travel and slightly slow steering. Both are deliberate and done to give maximum control. We especially loved coming out of the turns, feeding in more and more throttle, and having the nuclear reactor under the hood pull more and more strongly in direct proportion to the throttle position. And when you thought that had to be about it, there was still plenty more throttle travel-and power-to go.

Whipping the Jerico through the gears is another pleasure center overload. All it takes is a quarter lift of the throttle, lever the manly-but-precise shifter, and mash the gas. Forget the clutch-it's absolutely not needed and only slows the process. With the engine delivering its hand-of-God power from the high sixes to 8,000 rpm, upshifting through three gears might as well be a narcotic. There's no perceptible interruption of thrust or engine note, which simply wails afresh with each change.

Downshifting is another story. Again, the clutch is not needed, but precise matching of engine and road speed is before the shifter slips seamlessly into the next gear. Here's where we were too excited to tickle the throttle and finesse the transmission. Instead we resorted to the clutch and larger throttle blips more than necessary. But clearly, with a bit of practice, downshifting could be as rewarding as upshifting.

What truly has to be felt to be believed is the way Old Blue turns in, carves the line, and can still react or correct in midcorner. This is the SLA and 315 tires at work, as we've never felt another Mustang-race car or not-with the frontend grip this one has. And those huge tires are obviously being presented flat to the pavement, as they do not pull or twitch, and until the tire's grip is exceeded, the front-end simply keeps tracking or turning in as commanded. So, for the first time in our 17 years of testing Mustangs, rear grip, not front grip, is the limit with this car.

"Amazing" is the only-yet lame-word I can summon to describe how relaxed, stable, and responsive this car was in the corners. Cornering as hard as I dared, Old Blue clearly had more in reserve and awaited only my courage to put it to use. Corner exit traction-even with all the power-was excellent as well.

Before I was ready, I realized I was tired. Like piloting the Millennium Falcon through an asteroid field, the 40 car had me whipped with its mind-bending speed and strenuous cornering loads. I pulled in and talked it over with Bruce. I said the car felt similar to a modern Trans Am racer, with nearly the same thrust but not quite the same precision. He agreed, noting the Trans Am car has a more rigid chassis and the benefit of purpose-built racing slicks. As for my being tired-especially in the long, accelerating right-hander leading to the carousel-Bruce said that was from trying to sit upright, "a bad habit from sitting in lousy street car seats." He then delivered his rather sangfroid advice: "I just let my head lean against the rollcage, relax, and sort of slump against the side of the seat and steer." Easier said than done when accelerating through 100 mph like a dragster while cornering.

Ultimately I noted that while lapping this monster was a real gas, racing it against similar cars might give me pause. Bruce replied, "Yeah, it's so fast it's not fun any more," and in a way I know he's right. But I'm sure you could get used to winning in it. He certainly has!

40 History
Old Blue began as an '89 four-cylinder automatic and racked up the miles in anonymous daily driver duty in Texas. In 1992, Griggs Racing customer Tom Mitchell of Houston, Texas, bought the car from a local wrecking yard, stripped it to a bare shell, and shipped it to Griggs Racing, then in San Luis Obispo, California, to be built into an SCCA A-Sedan race car. Once done, the car was shipped back to Tom.

Tom ran the car in SCCA A-Sedan races in the Lone Star state, then sold it back to Griggs Racing in 1997 when he left club racing. Bruce Griggs bought the car for in-house development work because it was available, less expensive, and faster than building a shop hack. He raced it in A-Sedan in 1997 and 1998. In 1999, Old Blue was campaigned by Griggs in SCCA's Speedvision World Challenge GT Series, followed by a switch to NASA American Iron Extreme the following year when the early Fox bodywork was too old to meet World Challenge eligibility requirements.

In its career to date, Old Blue has amassed quite a record at the hands of Tom Mitchell, Kim Campbell, Don Rostich, Bruce Griggs, Ross Murray, and Kevin Chambers. Here are the stats.

• 28 SCCA regional race wins
• 14 SCCA national race wins
• 29 NASA wins (since 2001)
• 12 track records
• NASA AIX champion in 2002 and 2003
• Undefeated for 20 consecutive races during '02 AIX competition
• Last professional race: Speedvision World Challenge, Laguna Seca, October 1999

For the record, the SLA won its first race on Old Blue the day after we drove it.

The Short and the Long of It
While the strut-based Griggs front suspension has worked wonders on Mustangs for a decade, there have always been camber and roll-center constraints inherent to Ford's design. A clean-sheet-of-paper A-arm, or Short/Long Arm suspension, allows more design freedom, and Griggs has developed one for '94-and-later Mustangs.

Any GR-40-equipped Mustang will benefit from the new SLA, but it is aimed primarily at racers who can use the last word in frontend grip and can justify the cost. The design uses a lower A-arm not much different from traditional Griggs practice, along with a short upper A-arm that attaches to the stock framerail at its inner end, and to either a stock SN-95 spindle and hub in street applications or Griggs' drop spindle and hub for race cars at its outer end. Currently a hermaphrodite of SN-95 Ford and Griggs parts joined at the hip with a smoke wrench, the drop spindle is the most elegant way of lowering the frontend while providing the geometry and alignment details Griggs is seeking. With fiscal good fortune, Griggs could offer the spindle as a unique forging soon.

As with many parts on Griggs race cars, the prototype A-arms are drawn from circle track racing. They are adjustable for length, although when the SLA goes into production at Griggs, the lower arms will likely be laser-cut assemblies. Pure Griggs is the "tower." This steel weldment slips around and bolts to the stock framerail to accept the new upper shock mount and provides an attach point for the inner end of the new upper arm.

Our track time in Old Blue confirmed that the SLA and 315 tire combination delivers amazing frontend grip. Griggs claims reduced understeer, a better camber pattern, a more stable roll center, minimal track changes, and improved antidive from the SLA-and it sure felt that way from behind the wheel. Understeer is nonexistent until the tire gives up, with superb midcorner correction and stability characteristics.

Pricing the SLA depends on many factors, but in general terms, for building a new race car, expect $4,400 for the entire frontend package (shocks, springs, K-member, arms, tower, and so on). If updating an existing race chassis already wearing GR-40 gear, budget $3,000. The street-car version is less expensive because stock SN-95 spindles can be used. Then the SLA is $3,400 outright or $2,100 as an upgrade, assuming the car already has SN-95 spindles.

As for Fox chassis, the SLA will fit, but tire clearance with the fenders is an issue because the SLA is optimized for the wider SN-95 track. Griggs believes you'll need to make a set of deeply offset 17x9-inch wheels with a 37mm offset.

5.0 TECH SPECS
ENGINE AND DRIVETRAIN
Block Aluminum, w/iron liners
Cylinder Heads Trick Flow Street Heat, 2.08x1.65-in valves, ported
Intake Manifold Edelbrock Victor Jr.
Camshaft Mechanical roller, "Definitely not off the shelf"
Power Adder None
Exhaust MAC long tube headers, 3-in X-pipe, Flowmaster mufflers, dump tubes
Fuel Pump 2x Holley electric,Aeromotive filter
Carburetor Holley 800 cfm
Clutch Quarter Master 7-in, three-plate, sintered iron; Quarter Master starter and bellhousing
Transmission Jerico, four-speed; Long shifter
Rearend 9-in Ford, cambered, billet axles

ELECTRONICS
Ignition MSD 6AL
Gauges Auto Meter tach, water temperature, oil pressure, oil temperature

SUSPENSION AND CHASSIS
Springs Griggs Racing coils
Struts/Shocks Koni, specifically valved 3012 series, aluminum-bodied, double-adjustables front and rear
Front Suspension Griggs Racing SLA, including adjustable tubular sway bar
Rear Suspension Griggs Racing GR-40 torque arm, aluminum lower control arms, Watts link
Wheels 17x10.5-in AFS
Tires 315/35-17 Hoosier SO4 RR compound
Brakes 13.5x1.250-in Coleman rotors,custom Coleman hats to Griggs specs, Sierra four-piston calipers, 5.5-in long HB102 pads (long caliper); 12x0.810-in rear rotors, Sierra four-piston calipers, HB101 pad; Dual AP master cylinders, John's Mustang Classics master cylinder brackets