Steve Baur
Former Editor, Modified Mustangs & Fords
June 29, 2012

Mike had Randy Harshman of Harshman Racing Engines (Smithsburg, Maryland) go through the 427ci Windsor. Despite the aluminum connecting rods and VP C14 race fuel coursing through its induction system, the 785hp mill still propels the fastback on the occasional street cruise--Mike keeps the car registered and insured so he can take it to a couple of local car shows every year.

With the new powerplant, Mike has run a best elapsed time of 9.65 at 140 mph with a 1.30 60-foot time. He's had to make some rear gear changes and is also planning on changing the C4 gearset to calm down the ridiculous wheelstands that have been preventing the Mustang from running closer to the 9.20 times that Mike is expecting.

While he's working on that, Mike has also been finishing up a '68 Mustang convertible 428 GT clone for his wife, Tracy. Sounds like there are a lot of memories to be made for the Barbagallo family.

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The Details

Mike Barbagallo's '68 Mustang GT


  • 427ci Windsor, Ford Racing Performance Parts R351 block, built by Randy Harshman of Harshman Racing Engines
  • 4.125-inch bore
  • 4.00-inch stroke
  • K1 forged steel crankshaft, knife-edged
  • GRP forged aluminum 6.200-inch connecting rods
  • CP forged aluminum pistons
  • Erson solid roller camshaft, 278-degree duration at 0.050, 0.800-inch valve lift
  • Trick Flow aluminum cylinder heads, Ferrera 2.125-inch intake/1.60-inch exhaust valves, T&D shaft-mount 1.8:1 rocker arms, heads ported by Dennis Wheet at Airflow Development (Dillsburg, PA)
  • Edelbrock Victor Sr. aluminum intake manifold ported by Airflow Development
  • Holley Dominator 1,000-cfm carburetor modified by Kim Warehime of RRC Performance (Baltimore, MD)
  • MSD distributor, 7AL ignition and Pertronix Flamethrower coil
  • 15:1 compression ratio
  • 785 hp/615 lb-ft of torque


  • Pro-Formance (Newark, DE) C4 automatic, ATI manual valvebody with transbrake
  • Custom Converters (Hanover, PA) 5,600-rpm stall, 8-inch torque converter
  • Hurst Quarter Stick shifter


  • Moser 9-inch
  • Moser aluminum center section
  • Moser spool
  • Richmond 4.30 gears
  • Moser 35-spline axles
  • Aluminum driveshaft


  • Kooks Custom Headers long-tube stepped headers, 2-inch to 2-1/4-inch primaries, 4-inch collectors
  • 4-inch exhaust with Flowmaster two-chamber mufflers


  • Front: Stock coil spring, QA1 shocks
  • Rear: Cal-Trac leaf springs and traction bars, Rancho shocks


  • Front: Aerospace solid disc, 10.25-inch drilled rotors, four-piston calipers
  • Rear: Aerospace solid disc, 11.375-inch drilled rotors, four-piston calipers


  • Front: Champion Speed Series aluminum, polished with anodized centers, 15x4, 1-3/4-inch offset
  • Rear: Champion Speed Series aluminum, polished with anodized centers, 15x9, 4-1/2-inch offset


  • Front: Nankang CX-668 radial, P165/80R15
  • Rear: Hoosier drag radial, P325/50R15


  • Factory Mustang door panels, carpet, and dash; Kirkey aluminum race seats with red tweed upholstery; Grant GT steering wheel; Sony AM/FM CD receiver; rear seat delete; 10-point chrome-moly rollbar by Steve Drummond of Drummond Race Cars (Laurel, DE); Auto Meter instruments, restored by North Point Glass and Trim (Baltimore, MD)


  • E&G White Marsh Garage (White Marsh, MD) basecoat/clearcoat black paint with red C-stripe, GlassTek fiberglass cowl-induction-style hood

Special Thanks

  • My wife, Tracy, who puts up with my long hours in the garage and my expensive hobby; my daughters, Mikaela and Alexandra; and son, Michael--when he turns 16, he might get the same opportunity that I did; my dad, Mike Barbagallo Sr.; my friends Chris Schaum and Chris Moeller at Air Compressor Services; Mike Armetta and Kim Warehime at Rev Up Race Cars; Tom and Brian from Maryland Performance; John Goldsboro and Mike's Automotive

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