Mark Houlahan
Tech Editor, Mustang Monthly
May 1, 2011
Photos By: Jeff Ford

"The car handles the same at 90 mph as it does at 60. It handles very well, and you don’t feel any crosswind; it just sticks to the road. I got the look I wanted--the early Shelby looks--with the performance and handling of today," Steve commented.

Steve’s Porsche mechanic offered to build the stroker engine for the Mustang, but the machinist didn’t follow the builder’s specs, and as such, the engine had issues right from the start. GCM fought the issue for a while, and with Steve’s blessing, opted to pull the engine and start over. It kept the Dart block and Scat reciprocating assembly and started anew with Roush parts. Since GCM usually builds its cars with Roush crate engines, it built Steve’s replacement 347 with crate-spec parts--parts GCM knew would work and make good power. The 347 was topped off with Roush CNC-ported AFR cylinder heads, a Roush-spec roller cam, and a full ACCEL DFI Gen 7 fuel injection system with Roush calibration.

"It was an expensive mistake and I don’t blame my Porsche mechanic. I’d take any of my Porsches to him in a heartbeat, and hold no ill will," Steve tells us.

While GCM was wrapping up Steve’s Mustang and getting it ready for its debut (the Mustang has been to SEMA and all of the major anniversary Mustang shows, MCA nationals, and others), he found out his car pal Wayne had been diagnosed with cancer. Even though his own Mustang was finished and ready for him to enjoy, Steve banded together with several friends to see to it that Wayne’s ’37 Ford five-window coupe would be finished in time for the annual Street Rod Nationals in Kentucky.

Through the two-month thrash, Wayne did his treatments, while his friends put his car back together and saw to it that Wayne could drive his own car through the front gates at the Kentucky Expo Center. Sadly, Wayne passed shortly before he could see his friend’s Mustang on these pages. "Wayne knew everyone in town and helped me locate parts and sources for my Mustang build," Steve explained.

Steve hasn’t had too much time to drive it since he’s not retired yet (there are some more of those best laid plans). But he stops in to the GCM shop and visits from time to time to see what the guys are building next.

"I really like their Bullitt Mustang they’re building now. If I ever sell my ’66, I think I want them to build me one of those." There are more of Steve’s best laid plans in action. Only time will tell if they work out again for this car enthusiast.

The Details

Steve Kreiger’s ’66 Mustang fastback R-Model Clone


  • 347ci stroker
  • 4.030-inch bore
  • 3.400-inch stroke
  • Dart iron block
  • Scat billet steel crankshaft
  • Scat 4340 steel forged H-beam connect- ing rods
  • Wiseco forged pistons
  • Wiseco plasma-moly rings
  • Roush/AFR aluminum cylinder heads, CNC ported
  • 2.02-inch intake, 1.60-inch exhaust valves
  • Roush profile hydraulic roller camshaft
  • Scorpion 1.6:1 roller rockers
  • 716-inch studs with Comp Cams guideplates
  • ACCEL aluminum intake
  • ACCEL DFI Gen 7 EFI system
  • ACCEL 750-cfm throttle body
  • Billet Specialties oval air cleaner
  • Ford Racing aluminum valve covers
  • ACCEL DFI dual sync distributor and E-coil
  • ACCEL 300+ plug wires
  • Be Cool aluminum radiator
  • Billet Specialties serpentine system
  • Engine built by McLain’s Automotive, Cuba, Missouri


  • Tremec TKO-500 five-speed manual
  • Keisler conversion kit
  • Hydraulic release bearing
  • Hurst shifter with Keisler knob


  • Ford 9-inch housing, narrowed 1 inch per side
  • Traction-Lok differential
  • 3.50 gears
  • 28-spline axles


  • JBA mid-length headers, 158-inch primaries, 2-inch collectors
  • MagnaFlow mufflers
  • MagnaFlow 2-inch axle-back system


  • Front: Gateway Performance Suspension Street Performer strut kit, Koni single adjustable coilover struts, Gateway Performance Suspension power rack-and-pinion steering
  • Rear: Gateway Performance Suspension 3-Link with Watts Link, Afco coilover shocks


  • Front: Baer Racing disc, 13-inch slotted rotors, two-piston calipers
  • Rear: Baer Racing disc, 10.5-inch slotted rotors, single-piston calipers


  • Front: Billet Specialties Dagger, 17x8, 4-inch offset
  • Rear: Billet Specialties Dagger, 17x8, 4-inch offset


  • Front: BFGoodrich g-Force T/A KDW, P245/40R17
  • Rear: BFGoodrich g-Force T/A KDW, P255/40R17


  • Black interior with Scat Procar bucket seats, Billet Specialties Indy steering wheel, JME instrument cluster with Auto Meter gauges, Custom Autosound stereo, Teamtech five-point restraints, rear seat delete, R-model rollbar, dashpad delete, Vintage Air A/C system


  • Wimbledon White basecoat/clearcoat finish with Guardsman Blue stripes using DuPont Chroma paint system; paint by Gateway Classic Mustang, Bourbon, Missouri; Shelby-style fiberglass hood; R-model front valance; Shelby-style quarter-windows; Shelby-style lower quarter scoops; custom GT 347 rocker stripes