Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
September 17, 2010

With Joe Charles' New Edge body-in-white sitting in the corner and Joe unable to finish the car, Tim capitalized on the opportunity and built that car into his first Real Street ride. Packing a ProCharger-urged Two-Valve under the hood, Tim won the Real Street championship in 2004, 2007, and 2009-not bad considering his first Real Street race was the 2003 Bowling Green, Kentucky finals. Tim and Lisa haven't missed a race since. With Tim in the class, Real Street took on a more serious, professional persona. What had been a regular-guy class all of a sudden turned into a class of drivers and tuners-a racer's class.

Since coming into the Real Street class, Tim has been a force to be reckoned with, but as with most good racers, he wasn't about to rest on his laurels. He knew it would take an updated car to stay on top of the class, so Tim set out to build this car.

His old Bullitt-themed Real Street car had done its job, and he was approached with the idea of putting together a '10 Mustang body-in-white. Tim jumped at the opportunity. As you've been able to read in the last couple issues, Tim had to get the car together in a hurry, but the finished product is both stunning in appearance and performance.

It wasn't without its challenges, though. Tim had hoped to use a Three-Valve engine, but he doesn't have enough experience with that combination, so he swapped in his proven Two-Valve combination. Tim says the Trick Flow Two-Valve heads he uses flow better than the factory Three-Valve heads, therefore that combo makes more power. Obviously, the optimum combination will get the nod every time. For now, that combo is the Two-Valve with the Trick Flow heads and intake. Additionally, the S197 chassis brought with it a three-link suspension, which differs greatly from its four-link predecessors.

Tim says a lot has been learned since Robin Lawrence first raced his '05 Mustang in Real Street, but Tim is also working with Racecraft's Mark Wilkinson, just like Robin did with his car. The experience from Robin's car has helped Mark and Tim with adjusting the new chassis. So far, 60-foot times have been comparable to his previous car, which shows the new chassis is working properly, but Mark and Tim are still sorting it out. Plus, the car has already run in the 9.40s in competition. If 60-foot times drop even more, 9.30s are well within reach.

New race cars are always a challenge, but just like in life, Tim will keep going till it's all worked out.

'10 Mustang GT
5.0 Tech Specs

Engine and Drivetrain
Block Ford Racing Aluminator 4.6
Crankshaft Cobra
Rods ModMax
Pistons Ross
Camshafts MV Performance-custom
Cylinder Heads Trick Flow Two-Valve
Intake Manifold Trick Flow
Throttle Body Ford
Mass Air Anderson Ford Motorsport
Power Adder ProCharger P-1SC-2
Fuel System Weldon 2035 fuel pump w/custom lines, Trick Flow injectors, and UPR Products fuel rails
Exhaust Ford Racing short-tube headers, Bassani Xhaust X-shape crossover, and Flowmaster mufflers
Transmission Liberty-prepped Tremec TKO w/RAM clutch, RAM flywheel, and Hurst shifter
Rearend Strange Engineering 9-inch w/4.71 gears, Strange Engineering axles, and center section

Electronics
Engine Management Stock Two-Valve computer, DiabloSport tune
Ignition Coil-on plug w/MSD DIS-4 and NGK spark plugs
Gauges Auto Meter

Suspension And Chassis
Front Suspension
K-Member Racecraft
Control Arms Racecraft
Caster/Camber Racecraft
Struts Strange Engineering
Springs Racecraft coil-over
Brakes Strange Engineering
Wheels Holeshot Racing Wheels Revolver, 15x31/2-in
Tires Mickey Thompson E/T Front
Rear Suspension
Shocks Strange Engineering
Springs Stock
Control Arms Racecraft
Brakes Strange Engineering
Wheels Holeshot Racing Wheels Revolver, 15x10-in
Tires Mickey Thompson E/T Drag slicks
Chassis Stiffening Jim Bremer-built 25.2 rollcage