Where Mark's 460 differs from the average stump puller is its Jon Kaase Racing-developed P51 Super Cobra Jet heads from Ford Racing Performance Parts. Please understand these heads are the result of six years of research and development work. The result has been in excess of 350 cfm airflow through generous intake ports. Heart-shaped chambers take advantage of the latest technology, with 72cc of volume and 2.250/1.760-inch valves. When you combine these heads with the right cam profile, induction, and scavenging, you have an unbeatable powerhouse of an engine. Ford Racing's Victor single-plane manifold, coupled with an 870-cfm AED carburetor, infuses solid logic into an already-terrific, street-muscle package.
This is Ford Racing's 460...
This is Ford Racing's 460 Super Cobra Jet big-block-an affordable budget crate engine you can buy for less than $7,000 complete. If you want solid, affordable horsepower and torque you can drop between the towers, this is an excellent value as a Saturday night special. Talk about a weekend getaway!
One header brand we don't hear about enough is Ford Powertrain Applications (FPA). Mark's 460 enjoys the benefit of FPA headers that are ceramic-coated and engineered to work handsomely with the 385-series Ford fat-block. Because these headers are designed for the perfect fit of engine swaps like this, there's no hassle. They're easy to install and unaffected by speed bumps. MAC 2 1/2-inch mufflers afford Mark excellent scavenging while keeping plenty of low and mid-range torque.
Whenever you're building a big-block Mustang, it's challenging to choose just the right driveline. What do you want from your big-block powerhouse, and how are you going to get it? A big-shaft Top Loader will channel a 460's torque cleanly and reliably, and it feels good via a Hurst Competition Plus shifter. However, when you want to cruise the drag without wear and tear on your left leg and right wrist, the fluid smoothness of Ford's C6 transmission makes more sense, especially as you get older. This isn't about creature comforts, but more about how to cruise without having to shift. And when you want to shift, you can do it manually with a 1-2 upshift, barking Second, and getting attention. That's what people like to hear as you motor away from the Sonic drive-in.
Although Mark didn't have a say in axle selection, this Mustang's mission specialist fitted the car with exactly what's needed for Saturday night fun-a 3.70 Detroit Locker with 31-spline axles. When you flank these three-seven cogs with P275/40ZR18 Kumho skins wrapped around Eagle alloy 18-inch wheels, hookup is easy. Competition Engineering traction bars and Aldan coilovers prevent wheelhop.
In front, that same mission specialist dialed in a Total Control suspension system from Chris Alston's Chassisworks, also an Aldan adjustable coilover design that thrusts a classic rapid-transit machine into the 21st century. Behind the Eagle alloy wheels are Force 10 binders from Stainless Steel Brakes. Force 10s give you the option of both caliper color and rotor size, depending on need.
When it's time to take the wheel, Mark is surrounded by a wealth of imagination-a mix of factory box stock and raw fabrication skill. Those are Auto Meter Sport Comp instruments, as informational as a Boeing 747 flight deck. They're large, easy to read, and good-looking. Scat Pro Car bucket seats, with the rear seat upholstered to match, keep passengers cradled when the going gets rough.
It's easy to like and respect Mark and Anita Baxter's '67 Mustang street machine. It's a nice trip back to the displacement-crazed '60s and '70s, with an eye on modern technology that will keep this ride on a fast track for years to come.