Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
May 4, 2013

It's the cusp of a new year as I type these words. Like most, thoughts of another year gone are ever-present. We reflect upon the past year's events, the challenges, the small victories, and defeats in life. Am I a better person than this time last year? A better parent? A better employee? (Don't answer that, Turner!)

For Jacob Lamb, the owner of this car, we're sure he's having those same thoughts, but he's also asking himself if he's a better racer. We would answer that question with a resounding yes, but for 2013 Jacob will need to excel. He looks to have more competition in the NMRA's Coyote Stock ranks and nowhere to go but up.

Jacob initially built this '86 coupe for NMRA Modular Muscle competition with a Lincoln Four-Valve with '04 Cobra heads, and a Jerico four-speed. Typically his index would be around the 11.0 to 11.1 range in this class, though the car's best time in that form was a 10.82 at 2,700 pounds.

Modular Muscle is an index-style class with legions of tough competitors. Jacob started racing the car at the 2010 Columbus race. He then raced all of 2011 in Modular Muscle, winning the Atlanta race and finishing fourth in points for 2011. During that season, Jacob wanted to change over to a heads-up class, but he wasn't sure what suited him. He didn't want to totally redo the car.

After speaking with several racers, rumors started surfacing about a new class dedicated to the modern Coyote engines. A crate motor class, if you will. Jacob worried about reconfiguring the car's rearend, but in talking to Steve Gifford, Tim Matherly, Joe Charles, and most importantly, the NMRA tech department, he would be allowed to keep the mini-tubs. However, he had to reinstall stock tubs, shock brackets, and spring perches. He also had to use a different housing than in Modular Muscle since it was narrowed to tuck the largest wheel and tire combo under the quarters.

These changes, along with a Mickey Thompson ET Drag slicks in each rear quarter, helped make the ex-Modular Muscle racer Coyote Stock legal. That, and Jacob also had to add a matching Kirkey racing seat to match the driver-side Kirkey racing seat.

With the chassis ready for Coyote Stock, Jacob needed the main ingredient. Turning to MV Performance's Tim Matherly, Jacob ordered the required Ford Racing Coyote sealed crate engine (via Gene Evans Ford), along with a Tremec TKO, a Ram clutch, a Pro-5.0 shifter, and a UPR Products tubular K-member. Jacob let his fingers do the walking when it came to the car's exhaust. He hit up Summit Racing for a pair of Kooks long-tube headers, which exit into Flowmaster mufflers.

For those in the dark, Coyote is the code name of the '11-'13 Mustang GT engine. It's a 400-plus-horsepower, Four-Valve 5.0-liter powerhouse that makes the latest Mustangs the modern muscle cars to beat. The Coyote Stock class based on these engines was designed to fill a gap in the NMRA's program when Pure Street was rolled into the NMCA's Mean Street class. Not to mention, the NMRA knew there were racers looking for a more affordable class. That's where Coyote Stock fits in. If a racer has an existing chassis, building a Coyote Stock car is a piece of cake. A Ford Racing sealed crate engine, an alternator kit, a PCM, wiring, headers, and a K-member are all you need for a 10-second heads-up racer.

That's why Jacob made the switch. He actually built a Hot Street car several years ago, but quickly discovered how much just one engine costs. That was pretty much that. He chose Coyote Stock because he still wanted to race heads-up.

"This is the closest I'll ever get to Pro Stock," Jacob said. He loves the naturally aspirated aspect of Coyote Stock—all motor with a stick. He also chose Coyote Stock because: "It's affordable. It's not cheap, but it's affordable."

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"Anything that doesn't cost money, I've done it," Jacob added. "Just in the clutch setup, I don't know how many hours in taking it apart, putting it back together, just to see what works."

Any racer worth a racing suit knows an engine alone doesn't make a winning combination—it's the whole package. These guys don't leave any nut, bolt, or rotating component alone. Of course in Coyote Stock, racers can't touch the engine or the tune. However, everything else is fair game. And since he's a production manager/machinist by trade, he has the wherewithal to explore all performance options, and he will, to eek out every little hundreth.

To that end, for 2013, Jacob has changed over from the TKO to a g-Force T5. Again, in searching for every little hundreth, he heard the T5 is worth at least a tenth so that's the move he's gotta explore. The reason he made the transmission swap, and other performance enhancements is he wants to better his points finishing position from 2012. Of the five Coyote Stock racers in 2012, Jacob finished fifth in points.

Reconfiguring the '86 took half of 2012, so if he's able to make every race in 2013, there's no doubt he'll improve his finishing position. He wants to make every race to shoot for a championship, but being a one-man band, he's gotta take it one race at a time. He doesn't have an official sponsor, but he has someone willing to help out a bit with funding.

So 2013 is all about winning the money to make the next race, and earning the points to improve upon that fifth place finish. 5.0

Horse Sense: We've known Jacob Lamb for a few years now. We first met him when he competed in the ‘06 King of the Street competition ("Royal Rumble," May '07, p. 40).

Jacob and his friend Squeak Gay installed the car’s 12-point cage with Wolfe Racecraft through-the-floor frame connectors, and Jacob has to replace the dash panel you see here with a factory dash, per NMRA requirements, The NMRA gave him a waiver for a couple races, but that has run out so a factory dash will be in the car when you see it at an NMRA race in 2013 and beyond. Rob Hartness and Brian McFarland are Jacob’s primary help at the track.

5.0 Tech Specs
Engine and Drivetrain
Block
Aluminum
Crankshaft
Forged steel
Rods
Forged steel
Pistons
Hypereutectic
Camshafts
Twin Independent Variable
Cylinder heads
Aluminum DOHC w/ four valves per cylinder, variable intake and exhaust camshaft timing
Intake manifold
Tuned composite w/ stock 80mm throttle body, and C&L Performance air intake
Fuel system
Aeromotive A1000 fuel pump w/ Aeromotive regulator, -10 feed, -8 return fuel lines, and stock rails
Exhaust
Kooks long-tube headers w/ Flowmaster mufflers
Transmission
G-Force T5 w/ Quiktime bellhousing, Ram clutch, Long shifter, and Ford Racing aluminum driveshaft
Rearend
8.8-in w/ Moser 35-spline axles, Moser spool (Lightened by Jacob), and Richmond 4.56 gears (Lightened by Jacob)
Electronics
Engine management
Ford Racing Control Pack w/ Ford Racing calibration
Ignition
Stock, MSD 2-Step
Gauges
Auto Meter Ultra-Lite
Suspension and Chassis
Front suspension
K-member
UPR Products
A-arms
Anthony Jones Engineering
Struts
Anthony Jones Engineering
Springs
Anthony Jones Engineering
Brakes
Strange Engineering
Wheels
Mickey Thompson
Tires
Mickey Thompson ET
Rear suspension
Shocks
Strange Engineering single-adjustable
Springs
Stock V-8
Control Arms
Anthony Jones Engineering
Brakes
Strange Engineering
Wheels
Mickey Thompson 15x10-in
Tires
Mickey Thompson ET Drag slicks, 26x10-in