Where the factory sidescoops don't do much more than look good on production Shelby Mustangs, Kenny ditched the back seat, built a seat delete, and routed the ducting from the scoops, into the car under the delete panel, and back out to the rear Wilwood 12-inch disc brakes. At the front, there's a matching set of Wilwood binders, and slotted and drilled rotors.
To provide adequate cooling for the monstrous powerplant that Kenny had planned, the front radiator support was cut out so that a Ron Davis Monster radiator could be maxed out from framerail to framerail. Kenny explained that he's seen way too many high horsepower cars that tried to make the factory cooling systems work-his was going to be overkill.
Right before the car went to paint, Kenny and his friend Rob Stern hand bent the six-point rollbar for the interior, which includes an X-brace on the rear down bars for added rigidity. In a stroke of true backyard engineer-ing, Rob and Kenny fabricated a mount so that the tubing bender could be installed in the class 3 hitch of his F-350 pickup-Kenny told us that free space in his 1 1/2-car garage is hard to come by. Rob then welded in the bars and tied them into the subframe connectors underneath the car.
A year had gone by at this point, but the Mustang was finally ready for paint. Eddie Gaczek of Eddie's Auto Restorations (Morris Plains, New Jersey) spent countless hours handling the fine bodywork, and with Kenny's inspiration coming from Cage's Eleanor and Shelby's Super Snake, you just know there would be some stripes and some Pepper Gray involved. Eddie first laid down several coats of Jaguar Black, and the single Pepper Grey stripe and accompanying trim stripes were put down next, before several coats of clear sealed the colors in. "To, me, there's nothing tougher than a black car," says Kenny.
After the spray guns were set down, it was time to tackle the wiring. Fellow Garden State Regional Mustang club member Mark Signorelli offered Kenny many great tips and assisted in wiring up the Pony, including hiding the engine harness and fuel lines up under the front fender. An MSD ignition box was installed and mounted under the glove compartment, and inside, Kenny installed a trunk release button. The cigarette lighter made way for an engine start button from a Ford GT, and the radio was sacked in favor of a Painless Performance switch panel that controls the fuel pump, PIA foglights, line lock, and nitrous oxide system.
The interior is laden with such luxuries as deluxe door panels, a custom gauge cluster with a built-in shift light, a 200-mph speedometer with Carroll Shelby's signature, the proper wood-grained Shelby steering wheel, billet pedal covers, and a modified console that houses the control switch for the Halon fire system. The carpet is a factory replacement, but the stiff factory seating was swapped out for a pair of Procar leather buckets with Simpson racing harnesses. Kenny also topped off the Tremec TKO-600 five-speed transmission with a Reen Machine billet aluminum shifter handle, and the requisite "Go Baby Go" shift knob, replete with nitrous button. Kenny says that the McLeod twin-disc clutch makes driving the car quite enjoyable, while being able to harness the power.
After consulting with the folks at Proformance Unlimited in Freehold, Jew Jersey, Kenny opted for a Dove Manufacturing aluminum side-oiler block to support his goal of 1,000 hp. Proformance subsequently bored and stroked the engine to 454 cubic inches using Eagle forged-steel H-beam connecting rods, SRP pistons, and a Scat forged-steel crankshaft. Proformance then milled out the Edelbrock cylinder heads that utilize 2.19-inch intake and 1.73-inch exhaust valves. Actuating said valves is a Comp Cams single-pattern, solid roller camshaft, which features 0.674-inch lift, a duration of 262 degrees at 0.050-inch lift, and a 110-degree lobe separation angle.