2005 Roush Stage 1 Mustang - Chevy Killer!
Mark Kauffman Proves That It's Possible To Have A Daily Driver, Race Car, And Show Car All In One While Pushing The Limits Of The S197 Mustang
From the June, 2009 issue of Modified Mustangs & Fords
By Drew Phillips
Photography by Drew Phillips
Like many Mustang owners, Mark Kauffman comes from a family of racers. Unfortunately, they also happen to be diehard GM fans. So when Mark decided to purchase a Pony car sporting the Blue Oval logo, you can imagine the heckling he received from his Bow Tie-loving relatives. "When I said I was going to build a Mustang, they all told me I was crazy and that I should just work with Chevys because I'd never make a car that could hang with any of theirs," Mark tells us. Of course, this just made him more determined to build the ultimate Mustang that he lovingly named ChevyKiller.
Mark's car started life as one of the very first Roush Mustangs built in 2005, delivered in Stage 1 form. While many changes have been done since then, a few of the original Roush components are still on the car including the four-piece body kit, white face gauges, and aluminum pedals. "I had originally planned just to supercharge the car and take the stock motor to about 500 rwhp, which I did for the first year," he says. It didn't take long, however, for the urge to go faster changed his mind. "I quickly became obsessed with more power and began plans to build a street car that I could drive to and from the track in full factory trim and compete with trailered race cars," says Mark, who was more than up for the challenge.
To make the power he was looking for, Mark knew he would have to make some serious changes underneath the hood. He turned to Adam Montague of ST Motorsports in San Bernardino, CA, who cooked up a recipe for some serious horsepower. He started with an order from the Ford Racing Parts catalog, replacing the stock aluminum block with a cast iron Boss 5.0L unit (M-6010-BOSS50) that maintained identical deck height. The new block allowed for an increase in bore, and it eventually yielded a total displacement of 330 ci after Montague was finished with it. The internals went in next including a Kellogg forged steel crankshaft, custom Diamond forged aluminum pistons, and Manley H-beam forged steel connecting rods. A set of Comp Cams XFI SPR cams were installed after that, followed by a set of Livernois ported and polished heads with titanium springs and retainers.
Forced induction was next on the list, but Mark wasn't exactly sure which direction to go. He had previously tried two different turbo setups utilizing a single large turbo and was happy with the power, but found that it wasn't practical for street use. A twin-screw supercharger was needed to achieve more linear power delivery, and Mark began searching for the system that could handle the most horsepower. His answer came in the form of Whipple's W210HPR supercharger capable of compressing 3.4 liters of atmosphere per rotation. The only problem is that kits were only offered for the '03-'04 SVT Cobra and the 5.4-liter V-8 in the Shelby GT500. Unabated, the crew at ST Motorsports fabricated a custom intake tube, intake manifold, and lower manifold to make the Whipple to fit.
At this point Mark determined it was time to start adding some show to the go. "I decided to take the car to Galpin Auto Sports when I committed to make a truly unique show and drag car," says Mark. "Their quality and craftsmanship and ability to help construct my vision of unique features made them the logical choice for doing the work here in Southern California." The crew at Galpin essentially gutted much of the car and built it up from scratch, making sure that everything was done to show car standards. A custom sheetmetal rear seat delete housing a nitrous bottle adds a nice touch to the interior, as does a Momo steering wheel to match the Sparco race seats and Cageworks full rollcage.
Galpin also helped Mark hurdle the toughest part of the built yet, the electrical and wiring. "The stock fuse block, harnesses, and factory wiring positions are great for the stock mustang and bolt-on mods, but they aren't up to the task of supporting the massive amount of electrical additions a build like this creates," he says. "Modifications like Boost-a-Spark, high flow return fuel system, MSD 2-step, a nitrous system, fan-based cooler systems, gauges, trans brake, and more, work great on their own or when a few are combined together, but when you throw all of them together, it's just too much for the factory relays and block to handle without constant challenges and failures. Through trial and error, it was a big challenge to completely rewire the car and utilize additional panels and blocks to route all the current properly while keeping the car accept-able for daily driving conditions." Fortunately, Galpin was not only able to get everything to work reliably and consistently, but the company made it look good as well.
Another big chal-lenge was the drive-train. As you can imagine, building a transmission and rearend that can handle daily driving duties as well as 9-second quarter-mile passes can be a challenge. Mark turned to Larry's Transmission in Corona, CA, which built a custom Art Carr 4R70W full manual transmission with transbrake. Power is fed through an Ultimate 10-inch converter from Ultimate Converter Concepts, as well as a steel one-piece driveshaft, Detroit Locker diff, and Moser 32-spline SFI axles.
As you can imagine, getting all that power to hook up created some necessary upgrades to the suspension, wheels, and tires. Galpin handled installation duties, and put in QA1 front coilovers as well as QA1 rear shocks with Shelby GT500 springs. Other upgrades included Metco upper and lower control arms, Steeda subframe connectors and adjustable Panhard bar, BMR extreme antiroll bar, front sway bar delete, and tubular A-arms and K-member. Eighteen-inch polished Bullitt wheels are wrapped with Nitto NT555 tires in street trim, while Bogart welded RT wheels with Goodyear Dragway special rear tires and MT Sportsman radials up front are fitted for track duty.
With everything installed and in place, Galpin sent the car over to Racer's Edge Tuning in Downey, CA, for a final tune and dyno testing. The result: 851 rwhp and 782 lb-ft torque on just 18 pounds of boost and a 100-shot of nitrous. With the car dialed in, Mark was anxious to take his Mustang to the track and he soon enough had some real numbers to brag about. His best time at the local 1?8-mile track is 6.17 at 110 mph and he easily broke the 9s in the -mile with a best of 9.67 at 141 mph.
While Mark no doubt loves the performance of his Mustang, his favorite part of the car has nothing to do at all with how fast it is. "Though I'm a big performance guy and love track E.T.'s, I have to admit my favorite part of the car is the custom airbrushing by Bill Coogle throughout the car. It's so unique and draws the attention of everyone who sees the car immediately. The car speaks volumes when it's in action, but the custom airbrushing sets the car apart if it's just sitting in a parking lot." The custom paint can be seen in the engine bay on the custom intake tube and the radiator support cover, as well as the Pony logo on the side and front grille and the faux gas cap at the rear.
As with any project car, especially one that pushes the limits of what's been done before, Mark's Mustang wasn't without problems. Ask him if it was worth the time and frustrations, though, and he'll tell you that it was most definitely worth it. "During the build, there were many times I wanted to quit, but now that it's all finished, the car is a masterpiece and I am very pleased with it," he says. "I would like to give special thanks to Steve Carpenter and the entire GAS (Galpin Auto Sports) team for sharing my commitment to build this car. I would also like to thank Tony at Larry's Transmissions for all the development and time put into this car, and last, but certainly not least, Greg at RET (Racer's Edge Tuning) for his tuning efforts on the car."
Mark Kauffman's '05 Roush Stage 1 Mustang
- Ford Racing cast iron 5.0L block bored to 330ci
- Custom Diamond forged aluminum pistons
- Kellogg forged steel crankshaft
- Manley H-beam forged steel connecting rods
- Custom motor mounts
- Custom Whipple 3.4L HO supercharger
- Custom 8-rib serpentine belt system
- Custom intercooler reservoir
- Moroso Eliminator 7qt oil pan
- AFCO dual-pass heat exchanger
- Fluidyne radiator
- Whipple Racing intercooler pump
- Meziere electric water pump
- 72 lb/hr fuel injectors
- Custom pulley tensioner
- Custom Magnaflow return fuel system with trunk mount polished fuel cell, -8 lines throughout, and hi-flow race pump
- Livernois custom cylinder heads with 1mm oversize inconel intake and exhaust valves, bronze guides, titanium springs and retainers
- Comp Cams XFI SPR camshafts
- Custom Metco fuel rails
- SCT Xcal 3 with street and race tunes
- Custom mass air meter
- Custom intake tube, intake manifold, and lower manifold
- Custom wet shot Nytrex Nitrous system
- AFCO dual pass heat exchanger
- Custom Art Carr 4R70 full manual transmission with transbrake
- B&M ratchet shifter and dipstick kit
- Custom deep transmission pan
- Canton windage tray
- Custom one-piece steel driveshaft
- Dual B&M trans coolers
- Ultimate Converter Concepts Ultimate 10-inch converter
- Detroit Locker
- Moser 32-spline gun drilled SFI axles
- LPW low profile girdle
- JBA ceramic coated long-tube headers
- Custom mandrel-bent 3-in exhaust with resonators
- Basaani GT500 3-in off-road mufflers, and dump tubes
- Front: QA1 coilovers, BMR radiator support/sway bar delete, BMR Tubular A-arms, BMR Tubular K-Member
- Rear: GT500 springs & QA1 Shocks, Metco upper and lower control arms with spherical bushings and custom upper support race mount, BMR Extreme antiroll bar, Steeda adjustable Panhard bar
- Steeda Subframe connectors
- Front: Drilled and slotted Rotorpro rotors, Hawk brake pads, Steel braided lines, stock two-piston calipers
- Rear: stock rotors, stock single-piston calipers
- Steet: Polished Bullitt, 18x10
- Race: Bogart Welded RT's, 15x10
- Street: Nitto NT555 P295/35R18 front, Nitto NT555R P305/45R18 rear
- Race: Goodyear Dragway Specials 29x12.5-15 rear, MT ET Sportsman radials 28x6.5-15 front
- Cageworks full rollcage, NHRA 8.60 certified, custom sheetmetal rear seat delete, Sparco race seats with 5-point harnesses, Momo steering wheel, custom blue carbon-fiber dash signed by Jack Roush, battery relocation to trunk, Auto Meter gauges, Auto Meter electronic shift light, MSD tach adapter, Roush white face gauges, Roush pedals, custom shift boot, Steeda billet radio knobs, Ford Racing acc. Plug, chrome-plated nitrous bottles with custom bracket
- Factory Sonic Blue basecoat/clearcoat, Cervini's ram air hood, Agent 47 mirrors, Agent 47 quarter window NACA ducts, painted stripes, custom airbrushed badges and engine bay, Roush front fascia, Roush rear fascia, Roush side skirts, Roush high-flow grille, clear covers with stealth bulbs, sequential turn signals, Steeda hood struts, shorty antenna