Eric English
March 12, 2007
The interior is an interesting blend of stock and hard core, in perfect keeping with a similar theme outside. Brian's attention to detail can be seen in the new carpet, resprayed 'cage, and switch panel that takes the place of the factory HVAC controls. Auto Meter gauges are right where any street/strip enthusiast would want them.

In its now freshened state, Brian believes the 317-inch engine ought to be capable of the kind of grunt he thought he was buying in the first place. "Ought" is the operative term, however, as full capability will only be unlocked by some sort of electronic tuning, which an already tired wallet has temporarily put on hold. Remember, Brian believed he was purchasing a car that would run hard as delivered, so the unexpected expenditures have made the effort a bit of a budget-balancing act. We captured the LX on film shortly after its return from the north-of-the-border shop-so it's still lacking anything more capable than Ford's EEC IV.

Clearly in this state, the car isn't prepared to live up to what the hardware seems to promise, and Brian is man enough to say so. Should we have turned our lenses in a different direction just because the car isn't tuned to perfection? Hardly; in fact, we see it as an opportunity to shed some real-world light on the subject-projects full of pitfalls, financial limitations, and more. Clearly this is the less pleasant and, may we say, less publicized side of building fast cars, yet it's a common reality nonetheless. As frustrated as the buildup has been at times, Brian still maintains a glimmer of humor, joking at one point during our shoot that "this supposed Georgia peach turned out to be a bad apple." That statement would be better turned to past tense because in our eyes, it won't be long until this one's bad to the bone. Hang in there, Brian-there's light at the end of the tunnel.

ENGINE AND DRIVETRAINMass Air
BlockC&L
Ford Racing Performance Parts {{{A4}}} 
BoreELECTRONICS
4.040 inEngine Management
StrokeFord EEC IV
3.{{{100}}} inIgnition
DisplacementCrane HI-6, Crane coil, Moroso wires,
317 ciDenso Iridium plugs
CrankGauges
Billet steelAuto Meter
Rods 
{{{Eagle}}}Front Suspension
PistonsK-member
Forged Venolia w/ file fit ringsStock
CamControl Arms
Comp Cams hydraulic roller, 224/229-deg Stock
duration at 0.050, 0.533/0.544-in liftSprings
Rocker ArmsGranatelli coilover
FRPP 1.6 rollersStruts
Cylinder HeadsLakewood {{{90}}}/10
Fully ported Edelbrock PerformerBrakes
Intake ManifoldStock
Vortech Igloo/Cobra lower (Extrude Wheels
Honed)Bogart Fly Stars, 15x3.5
Throttle BodyTires
BBK 75mmHoosier 26x4.5-15
Fuel SystemRear Suspension
Dual Bosch pumps, Vortech fuel rails,Springs
FRPP 42-lb injectorsLakewood drag springs/airbag
ExhaustShocks
MAC 131/44-in short-tubes, 3-in customLakewood 50/50
cross-pipe, Flowmaster muffs, andControl Arms
turndownsSouthside lowers, Steeda adjustable
Power Adderuppers
Vortech J-Trim pullied to 16 psi, NOSBrakes
100-horse shotStock
TransmissionWheels
Art Carr {{{200}}}-4R w/manual valvebody, Art Bogart Fly Stars, 15x8
Carr 9-in converterTires
RearendHoosier Quick Time Pro, 27x10.5-15
8.8, 3.55 gears, Detroit Locker, MoserChassis Stiffening
31-spline axles, custom chrome-moly10-point chrome-moly rollcage, subframe
Driveshaftconnectors