Drew Phillips
November 1, 2009

Justin Brockmeyer can remember being interested in cars even as a little kid, preferring to play with Matchbox cars rather than GI Joes or Transformers like his friends. He loved to watch racing on television, and although he didn't aspire to be a professional driver, he did know that when he got older he wanted to own a car that would stand out. Justin's father had owned several Volkswagens, so he naturally got hooked on them first, but it wasn't long before Mustangs caught his attention. "My dad used to always tell me about this convertible Mustang he had when he was a kid. So that kind of started the Mustang bug."

Justin purchased his first Mustang in 2000 when he picked up a '97 GT. Not satisfied with the stock setup, he made several suspension upgrades and added a set of Cobra R wheels within the first two weeks. Within a few months, he had added a few bolt-on engine upgrades and fitted a Cobra R hood. "I drove the heck out of it," recalls Justin, who put 60,000 miles on the car. All that hard driving took its toll, however, and a blown motor left him in need of another vehicle.

Next Justin picked up a '98 Cobra, but despite similar upgrades, he didn't think that it handled or performed as well as his previous car. "I got a little burned out on Mustangs and picked up another VW for SCCA Solo 1 racing," he admits.

Justin's hiatus from Mustangs lasted until he saw the S197 Mustang in 2005. "I couldn't wait to drive one," he tells us. He finally got behind the wheel in 2006, and two months later purchased this black GT. As you may guess, Justin's new Mustang didn't stay stock for long. In fact, he started adding go-fast parts the day he drove it off the lot.

As with his previous Mustangs, the suspension was priority number one and received a complete makeover. Many of the parts came from Steeda, including the company's lightweight radiator support, front G-trac bar, rear billet lower control arms, upper third-link, Panhard bar, and rear chassis brace. The stock springs were replaced with Eibach's Pro Kit; both front and rear sway bars are now Eibach as well. Tokico D-spec adjustable shocks provide both firm and comfortable settings for the track and street.

Not wanting to waste time swapping out separate wheels and tires, Justin fitted a combo capable of performing on both the street and track. A set of lightweight, 18x9.5-inch Axis Reverb wheels are wrapped with Nitto NT01 tires, 275/40-18 front and rear. The brakes do double-duty as well, so a Baer 14-inch brake kit with six-piston calipers provides stopping power up front; Baer 14-inch rotors with stock calipers do the job in the rear. Justin also added ceramic brake pads front and rear, as well as stainless steel brake lines.

With handling and braking done, Justin set about adding more power. He went with forced induction, specifically Saleen's Series VI twin-screw supercharger. A JDM Engineering 3.0-inch pulley combined with a C&L cold air intake, GT500 throttle body, and 90mm mass air ensure there isn't a shortage of air coming into the engine, while a full Bassani exhaust system keeps things flowing on the other end. Final tuning was done by Racers Edge Tuning in Downey, California, yielding 492 rwhp and 476 lb-ft torque.

While most project cars are constantly in a state of progress, Justin claims his Mustang is fully complete. He's found it to be a fantastic daily driver (27,000 miles on the clock and counting), as well as a great track car, both on the road course and the strip. The versatility of the car shows in the numbers-Justin recorded 1.1 g on the skidpad and 11.74 at 118 mph in the quarter-mile.

"I have one of the baddest daily driver cars around that I can take to any track, be competitive, and drive home that day without being trailered," he proudly says. "As of right now, the car is finished to my specs. Unless the new Mustang is better than this, my car isn't going anywhere."

2006 Ford Mustang GT
5.0 Tech Specs Engine and Drivetrain
Block
Aluminum 4.6-liter
Bore
3.55-inch
Stroke
3.54-inch
Displacement
281ci
Rods
Cracked powdered metal with floating wristpins
Pistons
Hypereutectic aluminum
Crankshaft
Stock
Camshafts
Stock
Heads
SOHC, three valves per cylinder, variable camshaft timing
Intake
Composite shell-welded single-runner, charge motion control valves Throttle Body
Dual 60mm GT500
Mass Air
90mm Lightning
Power Adder
Saleen Series VI twin-screw supercharger
Fuel System
GT500 fuel pumps, 39-lb/hr injectors
Headers
Bassani long-tube headers
Exhaust
Bassani X-shape crossover w/high-flow cats, and Bassani after-cat with race mufflers
Transmission
Stock five-speed with JPC aluminum driveshaft and Hurst short-throw shifter
Clutch
RPS clutch and flywheel
Rearend
Stock 8.8 with Detroit Locker, Mag-Hytec differential cover, 3.73 gears, and 31-spline Strange axles

Electronics
Engine Management
Stock with Racers Edge Tuning SCT tune
Ignition
Stock with MSD coilpacks
Gauges
Stock

Chassis And Suspension
Front Suspension
Shocks
Tokico D-Spec
Springs
Eibach Pro kit
Brakes Baer 14-inch Big Brake kit w/six-piston calipers
Wheels
18x9.5-inch Axis Reverb
Tires
Nitto NT01 275/40-18
Rear Suspension
Shocks
Tokico D-Spec
Springs
Eibach Pro-Kit
Brakes
Baer 14-inch rotors w/stock calipers
Wheels
18x9.5-inch Axis Reverb
Tires
Nitto NT01 275/40-18

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