5.0 Mustang & Super FordsProject Vehicles
1989 Ford Mustang Project Shocker - Back To Life
After a long hibernation, this project comes roaring back.
The Dynamic Mighty Mite X6 transmission is based on Ford’s popular C4 transmission, but it’s packed with features such as a 2.20 gear set; six-clutch, direct-drum Power Pack; a lightened drive shell; a sheetmetal aluminum pan; a Pro-Brake; a six-pinion, fully rollerized front planetary; and a modified C-6 Vasco shaft and its precision machine work. That work includes the re-bored and -bushed pump; bored out and resplined forward drum; and the special input-to-output system, which utilizes Teflon to give previously unavailable lateral support. Additionally, every Dynamic Racing Transmission is dyno tested before it ships to the customer. In plain English, this means that Dynamic’s M2-X6 can easily handle all of the horsepower we plan to throw at it. Dynamic shipped our C4 with the JW Ultra-Bell installed because the bellhousing on a C4 is actually a structural part of the transmission. If you remove the bellhousing of an assembled C4, you run the risk of dislodging the internal components which would require a
Our next stop was Segura Automotive in Fort Myers, Florida, where Owner, Lead Tech, and accomplished True Street racer Chris Segura assembled our braking system. In the process of upgrading to Strange Engineering Pro Race brakes, we replaced every component of the braking system. Here, Chris has already fabricated the rear brake lines and he is connecting the front lines.
This Racecraft Inc. manual brake conversion kit includes a Strange Engineering master cylinder and offers the correct pedal pressure for our manual brake setup. The front brake line is directly connected to a TCI RollStop Kit. TCI’s RollStop Kit, which is activated by a button on the TCI Outlaw Shifter, will allow the driver to hold the car in place while doing a burnout to heat up the tires. It is a breeze to operate, and the solenoid valve only uses 1 amp of current.
Speaking of the TCI Outlaw Shifter, it comes with the shifter cable and transmission bracket which Chris installed here. According to JR Miller at Dynamic, “...experienced racers often compromise the longevity of their transmissions when their shifter is installed improperly. Make sure the shifter is mounted solidly so that any movement at the handle is directly transmitted to transmission. It’s important that you do your main adjustment with the tranny and shifter in third gear.” JR also mentioned that Dynamic offers custom powdercoated transmissions and bellhousings, but gloss black seemed fitting for Project Shocker’s subdued theme. From this angle, you can see the Strange Engineering chrome-moly driveshaft. It was custom built and shipped to our door within one week of our order, and it is more than capable of handling the power we have in mind.
Switching from an 8-inch to our new 10-inch wide HoleShot rear wheels placed the sidewalls of our 275/60-15 Mickey Thompson ET Street Radials close to the inner wheel wells. Many people overlook this clearance issue, but we believed it was too close for comfort. As such, we brought Project Shocker to Tig-Vision Welding & Fabrication in West Palm Beach, Florida, for a set of mini-tubs. Installing mini-tubs with our stock-style bolt-in Aeromotive fuel tank was not a simple task as space underneath the car is at a premium, however Tig-Vision was up to the task. Tig-Vision’s Owner and Lead Fabricator Dave Dodge relocated our Chassisworks coilovers toward the center of our Strange 9-inch rearend and installed the mini-tubs which gave us the tire clearance we needed and enough room to try much larger radials, should we so choose in the future.
Dave at Tig-Vision is a bit of a perfectionist. After installing the mini-tubs and relocating the coilovers, he painted the wheelwells black, painted the axle housing silver, he even powdercoated the parachute mount. Tig-Vision custom fabricated this parachute mount to bolt right onto the factory bumper mounts, and the upright portion is completely removable if we choose to roll incognito.
Project Shocker has been full of surprises. Initially, we tried to use bolt-on Windsor-swap exhaust, but it was not meant to be. Once we determined that we could not convince the Windsor-swap headers to fit, we asked Dave at Tig-Vision to bail us out, so he custom fabricated these stainless steel 17⁄8- to 2-inch stepped headers with thick one-piece flanges. Race Part Solutions came through with O2 sensor bungs and stainless steel V-band clamps, and Dave brought it all together with these beauties. As nicely as they came out, the headers looked even prettier once they picked up some color after their first few heat cycles.
Running a Street Outlaw-style drivetrain gives us a solid chance at hitting our goals of 1,000 horsepower and 8-second e.t.’s, but one of our biggest concerns about driving Project Shocker on the street is the fear of overheating. We talked to Gary Johnson at Fluidyne about his new Tri-Flow Direct-Fit radiators which are available for all Mustangs. These Triple-Pass radiators utilize the latest NASCAR cooling technology to keep even the most radical street cars running cool. Gary assured us that if his radiators can keep racecars cool for hours of wide-open throttle, they can definitely cool Project Shocker’s boosted Windsor. So he shipped us this great-looking Direct-Fit Fluidyne radiator with rounded and polished end tanks, along with a large-by-huge double-pass, three-row heat exchanger for use as an oversized transmission cooler. Fluidyne custom-built this transmission cooler to bolt directly to the radiator, along with Fluidyne’s high-flow, 16-inch electric fan.
The Fluidyne radiator was a direct bolt-in, as advertised. We used a small radiator support panel from UPR Products for a more stylish installation. Ford Racing Performance Parts sent us a High Temperature Blue Silicone Radiator Hose Kit to deliver the coolant to and from the radiator, while Lyons Performance supplied the high-quality, -6AN, Teflon-lined, stainless steel hose kit to connect the Fluidyne transmission cooler. FRPP also supplied a high-torque mini-starter. Barely visible in this photo is the remote oil filter mount from Summit Racing Equipment. The FRPP engine block (PN M-6010-W351) we used is an older-style NASCAR wet-sump block which predated the current FRPP Boss 351 block. Unlike the Boss block, the W351 block requires a remote-mount oil filter. Thankfully, this inexpensive mount was readily available at Summit Racing, and it makes oil changes a breeze.
Knowing Project Shocker would spend a considerable amount of time at car shows and the racetrack with its doors and hatchback open and the interior lights draining the battery, we chose this deep-cycle Optima Yellow battery to provide ample power with or without the engine running. As before, a 200-amp 3G alternator from PA Performance is relied upon to charge the electrical system while the engine is running.