5.0 Mustang & Super Fords
1992 Ford Mustang LX - Fit To Be Fast
Brian Mitchell Found The Renegade Class To Be The Perfect Fit For His Racing Needs
Horse Sense: The NMRA specifies an eight-rib serpentine belt setup for EFI Renegade's supercharged competitors, with the increased grip cog-drives illegal. This is why some competitors tighten their belts in the staging lanes.
Anyone who's owned a Mustang knows it doesn't take much to find a street race. From the knucklehead in a clapped-out rice-rocket, to the git-er-done in his diesel dually, to an "organized" challenge from another Mustang or other real performance car, racing on the street is not the best place to light it off. With current legislation in many states giving officials the right to confiscate your car, and the possibility of being Bubba's cell partner at the forefront of our minds, we often still can't suppress the urge to put our right foot in the water pump and let it fly. Ask any current legal drag racer about street racing, and 90 percent will say they started with the illegal stuff, with the remainder just not admitting it.
One racer who readily admits his street racing days is Newark, Delaware's Brian Mitchell. Then again, maybe that's why he races in a class called Renegade.
"While driving a stock Mustang back in 1992," Brian says, "someone told me where to find the street races." No doubt Brian was the inquisitive part of this equation, but nonetheless after many years of tickets, he needed to find a home on the track. In 1999, he found his home away from home at the NMRA Motorsport Nationals at Maple Grove Raceway. "My street car fit the EFI Renegade rules perfectly," Brian says. He was one second off the pace that first race, but all he cared about was fitting in an actual sanctioned drag-racing class. "The fun I had made me purchase my current car the next day," he adds.
The car was purchased from FFW Renegade champ Ed Thomas, who even helped Brian make the car competitive. It didn't take long, but there were plenty of potholes on the road to Renegade success.
First off, the car wasn't the prettiest thing when Brian purchased it, and it stayed ugly for the first few years he owned it. It was white with black moldings initially, but then came the Miller Brewing stickers on the doors. Brian works in sales for Miller Brewing Company, so that was a natural. With the door stickers came the crew shirts, and the professional look for which every team strives.
For 2003 though, Brian's program took a giant leap forward with a new custom paint scheme incorporating a wizard dispensing lightning bolts in every direction. It seems the wizard had other ideas for Brian at the start of that season, however, as more breakage ruined any hope of a championship. Brian continued to race and test during the '03 season, but between the '03 and '04 seasons, he underwent a money's-no-object buildup of epic proportions. Brian found some big power, but in preseason testing in Atco, New Jersey, he melted a cylinder head. Two days later it was fixed and the trip to the season opener was underway.
During the first round of qualifying at Bradenton, another melted head and block were Brian's only rewards. The long trip home to Delaware enabled him to think about the problem, and a clogged gas tank vent was found to be the culprit. With that problem licked and power once again back on board, Brian ran a 9.0 right off the trailer at the next NMRA race at Reynolds. "Smiles were all about," he says, "but they were short-lived." A supercharger failure lunched not only the blower, but also the entire engine.
Showing the determination befitting a champion, Brian didn't hang up his slicks. Instead, he summoned Cleveland Performance to whip him up a 311ci magic maker. That's when Brian hit his stride, making it to the finals in each of the next five races, including the World Ford Challenge.
So how well has Brian Mitchell fit into the Renegade ranks, you ask? OK, let's get all these in here. Brian won the Fun Ford Weekend '02 Richmond race, was runner-up at the '04 NMRA Columbus and Maple Grove races, won the '04 NMRA Michigan and Joliet races, and won the World Ford Challenge Renegade class in 2003 and 2004. He finished in the top 10 in points in Fun Ford Renegade from 1999 to 2002. He also finished in the top 10 in points in the NMRA's EFI-Renegade class from 2000 to 2004, winning the championship in 2004. In the ever-competitive EFI-Renegade class, Brian finished fourth in points for 2005. How's that for fitting in?
Thanks to Pro-Tech Engines and Cleveland Performance, Brian's EFI Renegade ride packs a 311ci magic maker using an FRPP R302 block. With a Scat billet crank, Carrillo rods, Ross pistons, and Hellfire piston rings, compression comes in at a boost-friendly 9.2:1. Prior to assembly, a pair of Edelbrock Victor Jr. heads were treated to a Total Engine Airflow port and polish program to realize their full airflow potential. A Comp Cams cam Brian only describes as "lumpy" sets the Jesel/Comp Cams valvetrain in motion, thanks to stock lifters. Up top, an equally massaged Holley SysteMAX II intake inhales forced air from the now legendary Vortech YSi Trim supercharger, responsible for piling 30 pounds of boost into the cylinders. Brian relies on a Frank Lupo Pro-Formance Transmission and Dynamic 5,000-stall converter, shifted by a B&M shifter.
Brian has a lot of people to thank for helping him along the way to an NMRA EFI Renegade championship. Those include Ed Thomas, who evidently taught Brian too much; Frank Lupo Dynamic Converters and Pro-Formance Transmissions; Dan Rawls at Cleveland Performance; Vortech Engineering; Jesel; Total Engine Airflow; UPR Products; Anderson Ford Motorsport; Pro-M; Kooks; and his crew guys Jerry, Milk, Jason, Joe, Mike, and Sean.
|5.0 Tech Specs|
|ENGINE AND DRIVETRAIN||Ignition|
|Block||MSD, Moroso spark-plug wires,|
|Ford Racing Performance Parts||Autolite spark plugs|
|310 ci|| |
|Rotating Assembly||SUSPENSION AND CHASSIS|
|Scat billet crankshaft, Carrillo||Front Suspension|
|connecting rods, Ross pistons,||K-member|
|Hellfire piston rings||UPR Products tubular|
|Edelbrock Victor Jr. Total Engine||UPR Products tubular|
|Airflow-ported, 2.02/1.60 valves,||Springs|
|Jesel rockers, Comp Cams||175 in-lb|
|Holley SysteMAX II||Tires|
|Throttle Body||Mickey Thompson E/T Front|
|Mass Air Meter||Aerospace Components|
|Pro-M 80mm||Rear Suspension|
|Vortech YSi-Trim supercharger||Stock|
|Kooks headers, Dr. Gas X-pipe,||Afco|
|DynoMax Bullet mufflers||Traction Devices|
|Fuel System||UPR Products chrome-moly|
|Weldon fuel pump and regulator,||upper and lower control arms,|
|Russell fuel lines, Pro-M fuel||and antiroll bar|
|rails, Siemens Deka injectors||Wheels|
|C4, Dynamic Converters 9-inch,||Mickey Thompson E/T Drag|
|5,000-stall converter, B&M shifter||slicks|
|8.8, Moser spool and axles,||Aerospace Components|
|3.73 gears||Chassis Stiffening|
| ||14-point rollcage, subframe|
|Stock Computer, Anderson Ford|| |
|Motorsport PMS|| |