5.0 Mustang & Super Fords
SN-95 Mustang AIX Race Car - Agent Extreme
Leading The American Iron Extreme Points On The West Coast, Agent 47's Racer Bristles With New Ideas
Writing a $3,000 check at Tilton took care of the bellhousing, starter motor, flywheel, 5.5-inch three-plate clutch, and annular throw-out bearing, not to mention a place to hang the Tex Racing T101 four-speed Jerico-style transmission. This is a dog-gear racing box that shifts clutchlessly like hot butter. Agent 47's own carbon-fiber shifter handle is used to bring the stick to where Corey needs it.
In back, a Speedway Engineering 9-inch differential and axles take all the guff. The 9-inch was chosen because of the huge number of gear ratios available, something that is likely needed for fine tuning due to only four gears in the transmission. To date, they've found four rear-axle ratios necessary for the tracks they run, so they carry four 9-inch centersections that are so equipped. That and 9-inch parts can be had at reasonable prices anywhere racers congregate. Also reasonable is the spool; it might as well be free when compared to a high-torque, combat-capable, limited-slip differential.
Strut front suspensions are now rare in AIX, having been supplanted by A-arm replacement suspensions with their ability to reduce understeer and keep 315/30-18 front tires flat on the asphalt. Accordingly, Agent 47 developed its own A-arm front suspension with an eye on low cost and simplicity. They wanted an A-arm front-end a Mustang enthusiast could bolt into his street car, yet was race-proven and not wallet-busting at $2,500. The stock steering rack was retained, and the stock spindle was cut and welded to accept the tie-rod end at the proper angle. The entire A-arm assembly-spindle-to-spindle, including the K-member-was designed in Solid Works as far as the flat plates go, with the rest coming from Bill's shoulder-mounted computer. The system fits SN-95 cars for sure; it should fit Foxes without angst and will be adapted to S197s soon.
Braking is partly from the Mustang aftermarket and partly from circle track. In front are Baer Brakes 14-inchers wearing six-piston 6S calipers. The 6S is a street caliper, but it differs from the more appropriate 6R caliper, mainly in minor hardware and therefore rapidity of pad changes. Baer supplied the 6S calipers in the rush before the SEMA show, where the racer was on display, as 6R calipers weren't yet available, and they proved fine. In back, the 12-inch discs and four-piston Outlaw calipers are "econo" circle-track fare. Tilton's twin master-cylinder and balance-bar arrangement operates the system.
Poking around the bodywork, you encounter tricky Agent 47 parts. First up is something not casually evident: a hood 5 inches wider than stock. This one-off, not-for-sale Agent 47 hood is used to widen the bodywork while retaining stock fenders, which is cost effective. By mounting the front of the hood as low as possible relative to the fenders and fitting small aluminum fences between them, Agent 47 has turned the entire front of the hood into a downforce-producing wedge. The fenders are carbon-fiber Tiger Racing parts, as are the doors, trunk lid, and rear fender flares. The rear-quarter delete is an Agent 47 part, available with or without NACA ducts. It's ABS plastic.
Getting the bodywork behind the hood to line up was fairly easy, given the extensive rollcage structure. The doors and rear fenders were mounted wider on the tubular structure to accommodate the front fenders. That leaves the windshield and roof, which are stock parts in their stock locations. Even so, the roof was cut off during construction so it could be gutted of any reinforcing structure, and it made welding the 'cage much easier. Once the 'cage was built, the roof skin was welded back onto the chassis.