Don Roy
April 1, 2009

"The only way to make it work was to use the front engine dress/belt system for the '03-'04 Cobras," Scott explained. "I just needed to gather some parts that were factory Ford to make it work along with a Whipple for the Cobra. The nice thing is that many Cobra owners are going turbo, so you can get the parts from them."

Additional pieces had to be brought in to support the polished supercharger, including 60 lb/hr fuel injectors from Siemens-Deka, an SCT 2400 mass airflow sensor, an Accufab Big Oval throttle body, and a JLT cold-air intake with 12-inch air filter. The job, however, was far from done. An SVT Cobra fuel tank with dual fuel pumps to feed those ravenous injectors was sourced. On the exhaust side, a set of Kooks 1¾-inch long-tube headers feed into a 2½-inch Bassani exhaust for the kind of sound that makes every other driver on the road turn his or her head.

Anticipating that handling the new power levels wasn't going to be easy, the call went out for a Viper-spec Tremec T-56 six-speed transmission and the rearend was rebuilt with a new Ford Racing Traction-Lok differential and a set of 3.73 gears. The final portion of the power delivery equation is left to a set of black chrome AFS Mach 1-styled wheels. The staggered fitment puts a pair of 9-inch wide rims up front, shod with BFGoodrich P275/40ZR17 g-Force KDW tires, while the load-bearing rear setup uses 10 1/2-inch-wide wheels and BFGoodrich P315/35R17 drag radials.

There simply is no soft underbelly to this car. Scott has made sure of that. Keeping those big tires on the road required attention to the structure and suspension of the Mach. A pair of weld-in subframe connectors removed any flexi-flyer tendencies. A Performance Solutions Racing (PSR) replacement K-member and lower front control arms were coupled with a coilover conversion and Tokico adjustable front struts. This combination serves well to both keep the front wheels under control and reduce some of the front end weight that builds up with an intercooled power-adder.

Attention paid to the rear suspension included installing Steeda's adjustable upper and lower control arms, along with Tokico Blue shocks and Vogtland springs. While the Mach 1 was shipped from the Dearborn Assembly Plant with upgraded braking hardware, Scott upgraded the brake rotors with a set from Rotorpros and changed out the dull, gray Mach 1 calipers for a bright red set of Bullitt hardware. Out of all that was done to this car, the only bit of custom fabrication needed was a set of brackets to mount Scott's revered shaker scoop onto the hood. It isn't functional at the moment, but that could change in the future.

Having all that power on tap is nice, and having the information you need to keep it under control is even better. For that task, Scott relied on industry-stalwart gauges from Auto Meter, including a Monster tach, boost pressure, oil pressure, water temperature, and voltage displays. How much power do these units report? Well, that was the big question after all the work was done, in what certainly amounted to a complete rebuild of this Mustang.

Without a doubt, this Mach 1 is approaching Mach 2, because when they strapped the car onto a Mustang dyno the results that came back were about enough to hit low earth orbit-718 rwhp and 735 rwtq. That prodigious output was accomplished at 25 psi of boost, while running on a combination of pump gas and Torco that yielded a 101-octane mix. From start to finish, the conversion of this Mach 1 has taken more than a couple of years. What started out as a snarling street squabbler has become a pavement-ripping dominator that leaves others seeing red-the Torch Red paint on Scott's rear bumper.