Jerry Heasley
August 3, 2012

Kevin was very enthusiastic about the flow numbers of the off-the-shelf Airflow Research Windsor heads, comparing them to the Brodix heads in his TCP car that "have really been worked and are no better." He also chose a Hogan sheetmetal manifold for long runners to get the horsepower figures they wanted.

"We used long runners and a bigger plenum," Kevin recalls. Of course, fitting the engine under the hood of a '66 fastback was another issue. The 2-inch-higher cowl hood combined with the short deck height offered just enough clearance.

Achieving 1,000 horsepower also required a power adder, Kevin went with an ATI F-1R ProCharger that delivers a massive 20 pounds of boost to the 9:1-compression-ratio engine. They hit the magic 1,000 horsepower at the flywheel--mission accomplished. To handle this much power, Kevin chose a Viper-spec Tremec six-speed manual transmission that houses a McLeod Street Twin clutch.

At any one time, it's not uncommon for Precision Machines to have 20 to 30 high-end Ford products at the shop. On the day we called, Kevin had six Shelby Mustangs in the garage waiting modifications. What we're saying is, Precision knows the high-performance Ford industry. It has been there, and done that. So how difficult is achieving 1,000 horsepower these days? Kevin said, "All the stuff's available. It just takes deep pockets, and power adders." Then Kevin explained that 15-20 years ago, the Ford world didn't have the hardware to produce 1,000 horsepower.

"We used to not be able to buy parts to build these things. We were using truck cams and Windsor cams and 302s and things like that. And today, we can go out and buy everything off the shelf."

Then Kevin hit a high note when he said, "I'm sitting here now looking at two sets of Roush Yates racing cylinder heads--NASCAR stuff. You put a power adder on one of them and you've really got something there. You bolt those on and you could probably build 1,500 horsepower. Pretty civil? We'll just have to see how the next one turns out for Kevin.

Kevin says the chassis upgrading to handle 1,000 horsepower in a '66 Mustang was just as difficult as hitting 1,000 horsepower

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The Details

Kevin Sittner's '66 Mustang fastback

Engine

  • Ford Racing RDI aluminum 9.2-inch deck engine block, machined and balanced by Grose Racing (Lodi, CA)
  • 427ci built by Kevin Sittner and Neil Ferguson
  • 4.125-inch bore
  • 4.00-inch stroke
  • Scat forged steel crankshaft
  • Manley forged steel connecting rods
  • JE forged aluminum pistons
  • Crane solid roller camshaft, 254/262 duration at 0.050, 0.598/0.598-inch lift, 114-degree lobe center, Crane shaft rocker arms, Smith Brothers pushrods
  • Airflow Research 225 aluminum cylinder heads, 2.08-inch intake/1.60-inch exhaust valves, cleaned up bowls and upgraded springs
  • Roush Yates timing beltdrive
  • Custom-made Hogan sheetmetal intake manifold
  • Custom C&R radiator with integrated oil cooler and dual Spal electric fans, remote-located electric pump
  • Accessible Technologies Inc F-1R ProCharger centrifugal supercharger
  • Turbonetics air-to-water intercooler
  • Accufab 95mm throttle body
  • Precision Auto 85-lb/hr fuel injectors
  • SVT Lightning heat exchanger and water pump, Canton reservoirs
  • Aviad road race oil pan
  • 9:1 compression ratio
  • 91-octane pump gas
  • Fuel Safe 22-gallon fuel cell
  • 15-20 psi of boost
  • F.A.S.T. XFI electronic fuel injection system, Tuned by Troy Nunes

Transmission

  • Viper-spec Tremec T-56
  • Billet 10-spline input shaft by Precision Machines
  • McLeod Street Twin clutch and flywheel, shifter and modular bellhousing
  • Inland Empire 3-1/2-inch aluminum driveshaft

Rearend

  • Chassisworks Fab9 9-inch housing
  • SVO Daytona-spec aluminum carrier, yoke and 3.50 gears
  • Detroit Locker differential
  • Dutchman axles

Exhaust

  • Hooker Super Comp 351W modified headers, 1-3/4-inch primaries, 3-inch collectors
  • 2-1/2-inch exhaust by The Muffler Man (Lodi, CA)
  • Hooker Aerochamber mufflers
  • X-pipe

Suspension

  • Front: TCP Coilover system, Vari-Shock double-adjustable shocks, coilover springs
  • Rear: TCP pushrod coilover three-link suspension with Watt's Link

Brakes

  • Front: Baer Extreme disc, six-piston 6S calipers, 14-inch rotors
  • Rear: Baer Extreme disc, six-piston 6S calipers, 14-inch rotors

Wheels

  • Front: Budnik Spark, billet aluminum, 18x8
  • Rear: Budnik Spark, billet aluminum, 18x10

Tires

  • Front: Nitto NT555, P235/40ZR18
  • Rear: Nitto NT555, P285/40ZR18

Interior

  • JME brushed aluminum gauge cluster, Auto Meter Cobalt instruments, Moto-Lita steering wheel, Scat Rave 1600 front seats, Ultra-Shield Racing Products five-point harnesses, Total Control Products brake and clutch pedal covers, Lokar gas pedal, Vintage Air HVAC, six-point rollbar

Exterior

  • Custom Blue Pearl tri-coat paint by Brian Gilbreath of Precision Machines, body work by Abel Bramasco of Precision Machine, custom rear valance by Brian Gilbreth, Maier carbon-fiber cowl-induction-style hood, Ringbrothers billet aluminum hood hinges and hoodpins, Scott Drake front spoiler