For the last decade, southern Massachusetts has witnessed many sightings of a pristine, tire squealing, gear banging, '85 Mustang GT. And now, with a new heart beating between the fenders, this New England stalwart is packing a bigger punch than ever.

Some of you might be getting a case of deejay vu from either looking at these pictures, reading the copy below or both - and there's good reason for that. The Mustang on these pages belongs to one Paul Slaney. That's right ... Paul Slaney as in the twin brother of Pete Slaney, whose magnificent 1979 Mustang Cobra we ran in the April 2007 issue. Both Slaveys are understandably fanatical about their Fox Ponies, as is cousin Craig Gillis, whose '84 SVO you'll be seeing next month. In Paul's case the infatuation began quite some time ago. His first exposure to 5.0 power came when he decided to do a bit of experimenting in high school. "At the time, I had this Ford Pinto wagon. It was one of those with the cruising package so it had the small portholes instead of full side windows. I thought it would be neat to drop in a 302 and an AOD in this car, so that's what I did."

First Foray
Paul works as a machinist, and grew up around machine shops, so performing major surgery on autos is pretty much second nature. Later on, the Pinto received a 351 and a C4, but I think we're straying a little off course here, after all, the magazine you're reading is entitled Modified Mustangs. Slaney's introduction to these cars actually came via a Mustang II, but hit high gear when he bought a 1990 LX hatchback. "That car was my daily driver. I used to run it about 400 miles per week, from my home to my job at Mid Cape Automotive out in Hyannis, MA. I did the usual stuff - bolt-on things like gears, exhaust, heads, cam and intake. I drove that car for nine years straight, every day of the week." However, living in Plymouth, MA, (the same one founded by the pilgrims back in 1620) means that, like New Englanders both past and present, he has to endure cold, snowy winters. And let it be said, driving in such conditions isn't much of a picnic, especially in a front heavy, rear-drive car with ample torque like a Mustang LX 5.0. In order to help remedy the traction situation faced by motorists at that time of year, the local Department of Transportation laces the roads with lots and lots of liquid calcium chloride. And while it may assist in melting the snow to get commuters on their merry way during the colder months, the downside is, that come warmer weather it just loves to chew through sheetmetal at an alarming rate. And that's basically what happened to Paul's LX.

"I racked up about 260,000 miles on this car, but by that stage the body was toast. The motor and driveline were still excellent and the fenders and hatch, but the floors and the inner structure were done, so I yanked the driveline and junked the car. The engine and trans are going into an '88 GT convertible I'm fixing up."

The Prized Possession
The '85 on these pages however, is a keeper. "I bought this car back in 1992. At that time I was looking for something that would be my summer cruiser/show/drag car. I'd originally been thinking about a 1970 Mustang but most of the examples I came across were rotted out. But I also really liked the look of the '85s when they came on the scene and I ended up finding this one locally. It was originally a throttle body injection car with the 180 horsepower engine and automatic. It was sitting in a buddy's back yard, because the motor was shot, but otherwise it was excellent - the body was in good shape and the interior was mint - it was an original owner car. I dragged it home for $1,000."

For the next five years, Paul toiled at every opportunity, building this '85 into his ideal street machine. As originally built, Slaney installed a 302, boring it over .030 thou to result in 306 cubic inches. To the top of that block, he bolted on a set of 1969 351 Windsor heads and a dual quad intake manifold. "It made good power. I beefed up the rear to handle it, replacing the 7.5 with an 8.8 inch assembly and I put in a locker differential and 4.33 gears, along with some 31- spline axles." However and this might come as a surprise, Slaney stuck with a T-5 gearbox for the longest time. "When I originally built the car I put a World Class T-5 in behind the 306. It withstood a lot of abuse from drag launches over the years - it finally let go before last Christmas, not a bad stretch really - it lasted nine years."

Standing Out
Keen observers will notice a few subtle exterior alterations on Paul's car, aside from the Weld Draglite rims 'n' rubber that mirror those on brother Pete's '79. "I've made a few changes. Its got the older 1979-82 style Marchal fog light covers and I added an '82 GT hoodscoop and LX taillights - I like those better." You might also notice the brilliant shade of blue paint. "This '85 was originally that Light Regatta Blue Metallic, but when I had it painted I went with something that stood out more. I picked out a 1994 Ford Ranger Splash color - Lapis Blue and I really like the way it looks." So have a lot of other people in fact, because Paul's GT has bagged more than 30 car show trophies since he first rolled it out of the garage under its own power again some 11 years ago. And there's one event we probably should talk about. "Back in 2000, I took the car to the Fun Ford Weekend event at New England Dragway in Epping, NH. I entered it in both the Street Ford bracket class and also the car show. In between racing rounds I'd drive it over to the car show and pop open the hood. It must have worked because I won both my class in Street Ford and also a trophy on the show field. Mustang Illustrated magazine voted it their editor's choice for the event - I was pretty happy that weekend." (Now here's a bit of useless information - your humble scribe was a budding automotive writer contributing to the now defunct MI at that time and remembers when Paul's car bagged that award).

Although Slaney really makes the most of the time he has to cruise and race the '85, he's also been making further improvements. The biggest of which concerns the engine. "My GT went a quickest of 12.49 at 110 miles per hour with the 306 under the hood, but last year I got the speed itch again, so over the summer I pulled the 306 and dropped in a 337 stroker." This engine uses a 1970 Windsor 302 block, which Paul bored .060 inches over and set up with DSS internal goodies, a Comp Cams 294 solid roller bumpstick and a set of AFR 185 cc aluminum heads, Edlebrock RPM Air gap intake and Holley 650 cfm double pumper four-barrel carburetor. When the T-5 gearbox let go, Slaney swapped it for a Tremec 3550 five-speed manual and since that time he's been more than happy. "When I got it all back together I strapped the car to the dyno. It made a big difference. I gained an extra 80 horsepower and when I took it to New England Dragway, the car went from being a solid mid 12-second runner to deep into the 11s."

But, before you start thinking that he's planning to go the all-out drag car route, Paul had this to say. "As much as I love taking it to the track I think I've just about reached the limit with this car. I like driving it on the street and I don't want to cut it up to put a cage in - so it won't go beyond an 11.60 car. I've had this GT so long that it's special - it's a great, clean car and I just like driving it and taking it to the track. Besides, I've got my hands full with other projects anyway." Said projects include the '88 GT convertible and also building a 347 cube stroker that's going in his brother's car. "I really enjoy doing this stuff, it keeps me busy and myself, along with my brother and cousin just love these cars. When the weather breaks for the spring and summer we enjoy getting together and going to car shows, cruises and the track. We'll be out and about this year, doing the Mustangs Unlimited shows down in Connecticut as well as going to New England Dragway and probably the Fun Ford Weekend event up there in August. There's nothing quite like it." Indeed, and, as well, there's probably nothing like prowling New England streets in a car like this and dispatching a few jokers who think they can take you on.

Specifications
Paul Slaney's 1985 Mustang GT

Engine
Ford 337 ci V8

Engine Modifications
1970 Ford Windsor 302 block bored .060, align honed and decked by Paul Slaney of Mid Cape Auto Machine; ARP main studs; screw-in oil galley plugs; DSS cast steel stroker crankshaft; DSS cast steel 5.315 connecting rods; DSS Pro-Lite forged aluminum fl at top 10.86:1 compression pistons; Comp Cams 294 solid roller camshaft with 250/250* duration and .569/.569" lift; AFR 185cc aluminum heads with 2.02/1.60" valves; Comp Cams chromoly valve retainers; Comp Cams springs; Summit polished aluminum valve covers; Edelbrock Air Gap gasket matched intake; Holley 650 cfm double pumper carburetor; Ford in-tank electric fuel pump: MAC 1 3/4" long-tube headers; MAC 2 1/2" H-pipe; Dynomax 2 1/2" Ultra Flow muffl ers; MSD distributor; MSD 6AL ignition control box; Sears battery; Autolite 3924 spark plugs; Taylor 8mm ignition wires: Milodon oil pan, ARP bolts; FelPro gaskets

Driveline
Borg-Warner World Class T-5 fi ve-speed manual gearbox; CenterForce Dual-Friction clutch; CenterForce pressure plate; Ford Motorsport aluminum driveshaft; Superior 31-spline axles; Richmond 4.33:1 ring and pinion; Detroit Locker differential

Suspension
Competition Engineering 90/10 front struts; Compeition Engineering 50/50 rear shocks; Ford 4-cylinder front sway bar (removed for drag racing)

Wheels And Tires
Weld Draglite 15 x 7" wheels (front); 15 x 8" (rear); BF Goodrich P215/65/R15 tires (front); P295/50R15 tires (rear)

Numbers
390 RWHP; 362 RWTQ

Interior
Autometer 5" tach; Autometer 2 1/16" tachometer; water; oil pressure and voltmeter gauges

Exterior
1982 Mustang GT hoodscoop; 1987 Mustang LX tailight lenses; exterior re-sprayed 1994 Ford Ranger Lapis blue by Scott Lockhard in Bridgewater, MA, black trim accents

Acknowledgements
Thanks to my wife for understanding my obsession and also my boss for letting me use the machine shop equipment.

Focusing on performance automobiles for 25 years takes a great deal of commitment and passion. From his early automotive days spent preparing his personal cars for racing, to his inevitable entrance into the professional racing world, and finally into the domain of the automotive business, automotive icon Steve Saleen has done it all. Steve set the course for his automotive future in his first race on August 19, 1973, at Riverside International Raceway, where he took his GT350 to the Winners' Circle, and he never looked back.

Steve Saleen moved up through the amateur, then professional, ranks of closed and open-wheel racing during the '70s and '80s, racing and winning against drivers such as Bobby Rahal, Gilles Villeneuve, and Danny Sultan. His racing career eventually intertwined with his USC business degree when, in 1983, he formed Saleen Autosport and produced his first vehicle, an '84 white-and-blue high-performance Saleen Mustang, the first of thousands of vehicles that would eventually be built based on his innovative niche manufacturing, certification, and racing business model.

Steve and his vehicles have dominated the competition wherever they raced around the world, having won nine championships, countless races and set track records from Daytona to Le Mans and every track in between. Steve is still racing, and he is currently testing one of the two European Le Mans Series Championship winning S7Rs in preparation for his return to competition in the American Le Mans Series later this year.

For 25 years, Steve Saleen has been the leading pioneer in lifestyle performance automobiles, with his companies building an amazing array of high-performance sports, race, and collector cars coveted by enthusiasts and celebrities alike from Tim Allen to Tom Cruise. His companies have created everything from the world's fastest production Mustang, the S302 Extreme, to the Saleen S7 and S7R, the most victorious supercar-based racing vehicle ever, with 171 Top Tens, 118 podiums, 84 pole positions, 76 fastest laps, 72 wins, and 9 GT Championships. Amazing cars aren't the only thing associated with Steve Saleen's name and ingenuity. His companies are also credited with an impressive array of patented automotive technological innovations.

As an entrepreneur, his endeavors encompass more than simply delivering the performance hardware. In 2006, he was the driving force behind the opening of his company's first automotive retail experience. With as much visual impact and excitement as one of his supercars, Maxim magazine awarded it "Best Automotive Retail Store."

To celebrate his illustrious automotive career, Steve Saleen and his new company, SMS, have developed a truly innovative and exceptional celebratory vehicle--the '08 SMS 25th Anniversary Mustang concept. To find out more about the 720hp SMS concept car, we talked to its creator, Mr. Steve Saleen.

Comments by Steve Saleen, Chairman and CEO of SMS:"In celebration of my 25 years in the niche manufacturing business, I wanted to create a personal car for myself that appropriately marks this very special anniversary. The functional aesthetic innovations that we have developed are truly exceptional in every way. Though this car is not going to be for sale, it nevertheless demonstrates the technological advances present at SMS.

"With the SSC, SA-10, SA-15 and SA-20, I used those platforms to introduce new technology to the automotive market. In keeping with that tradition, this concept car incorporates many important advances developed by SMS. In particular, our patented SMS Red Butterfly Induction System and SMS Light Blade LED Taillight System are definitely the coolest things that any Anniversary car has ever had! When those butterflies crack open under throttle, people stop and stare. You can be sure you'll see those on our future products. And when you're passed by this car and the full-width sequential turn signals come on, you'll be just as awestruck!

"Along with the main features, the supporting cast of innovation developed by SMS is just as deep, including SMS Side Splitters and Diffuser Fences in carbon fiber, SMS billet aluminum signature elements, a beautiful SMS two-tone leather interior and the unique SMS "Chromosome Silver" paint with the signature Anniversary yellow, white, and black graphic accents.

"My Anniversary cars were always the most powerful of the breed, and this car continues that tradition, as it produces 720 horsepower at the crank and 612 horsepower at the rear wheels! And the exhaust note truly is something else. Topped with 670 lb-ft of torque, it's quite a steed to tame, thus it's equipped with SMS Cross Drilled 15-inch 6-Piston Front Brakes and a completely new SMS Billet Aluminum Watts Link System that is robust, durable, and attractive.

"The performance is astounding. The SMS 25th Anniversary Mustang has reached nearly the same levels of performance as was previously achieved in the S7 Twin Turbo! It's not every day that the word "supercar" is associated with a Mustang, but in this case it's appropriate. The team and I are very excited about the vehicle, as it incorporates an entirely new platform of technological advances by SMS, and it's a testament to what our company is capable of. We look forward to it touring the show circuit this summer to show that we're in the business of power!

"I look forward to the next 25 years!"

Key functional and aesthetic innovations:

• SMS 720 hp supercharged 5.0L aluminum block V-8
• SMS CNC-ported Saleen supercharger
• SMS CNC aluminum heads
• SMS Red Butterfly Induction System
• SMS Light Blade LED Taillight System
• SMS Billet Aluminum Watts Link System
• SMS Cross Drilled 15-inch 6-Piston front brakes
• SMS Cross Drilled 12-inch rear brakes
• SMS Two Piece Billet Aluminum Hood Vents
• SMS Carbon Fiber Side Splitters
• SMS Carbon Fiber Diffuser Fences
• SMS Red Butterfly Quarter Intakes
• SMS Chromosome Silver Paint
• SMS Leather Grip Billet Aluminum Shifter and Shifter Bezel
• SMS Leather dash
• SMS Leather two-tone door inserts
• SMS Leather two-tone seats
• Six-speed Transmissions

Performance:

• 720 hp/612 rwhp
• 667 tq/565 rwtq

It's the quiet ones you have to worry about. You think they're at their desks looking at spreadsheets and being good pencil pushers, then you find out they've really been planning total domination.

In the case of mild-mannered Dale Irwin of Van Buren, Indiana, his plot centered on a certain '65 Mustang fastback and building it into an after-dark street predator. As it turns out, Dale has a talent not only as a desk jockey, but also as an automotive engineer. The real story of his car isn't the long list of trick parts installed on it, but what he did with those parts to set this car off from the rest of the street-machine genre.

Dale began with the look he wanted-a clean exterior highlighted by a set of Maier Racing fender flares to allow big patches of vulcanized Goodyear Eagle F1 rubber to reside inside. From there, he went where most car builds should, chassis and handling. Dale cabbaged on to an independent rear suspension system from the venerable '00 Cobra R racing program, complete with 3.55 Gerodisc posi and 31-spline axles. Up front, a complete Chris Alston coilover tubular front suspension and Stainless Steel Brakes' Force 10 disc conversion were chosen to handle the soon-to-be-added horsepower. That's about as far as the build got before Dale's inner engineer took over.

He started with a DVS Restorations IRS installation kit and heavily modified both the kit and the car to accept the massive 17x11-inch Vintage Wheel Works Vintage 45 rims. With some help from the machining experts at Jennerjahn Machine, he reengineered the mounting and even removed the spring perch from the lower control arms for a much smoother install.

About this time, Dale found a deal on an '03 Mustang GT 4.6 2V engine and 4R70W with less than 10 miles on them. Mounting the wide motor in the '65 chassis meant his TCP goodies wouldn't fit in the front as planned, so he began reengineering the front suspension and moved it out to allow for the wider motor to sit down in the engine bay of the '65. This required Dale to design his own shock towers and weld them in place. At the same time, he custom engineered his own power rack-and-pinion system that not only worked with his original spindles, but also allowed for a better turning radius. Careful engineering allowed Dale to improve the car's roll center and all but eliminate bumpsteer.

Boost Is Good
With the 4.6 engine in place, Dale got to work getting it ready to provide horsepower to the big rear tires. First, an Eaton M90 supercharger was installed on the less-than-10-mile motor. Then there was a trip to Danville, Illinois, to see Brad Edington with Total Performance for an ACCEL Gen 7 computer, dual Walbro electric fuel pumps, a set of 42-lb/hr injectors, and Aeromotive fuel rails. The exhaust is handled by a set of Ford Racing Performance Parts shorty headers, Flowmaster mufflers, and a custom 21/2-inch aluminized exhaust system exiting the original GT trumpet holes.

A Baumann Engineering electronic transmission controller was employed to provide computer shifting duties. The '65's chassis allowed Dale a little engineering convenience as well. He built some custom cages for the torque box area that not only strengthen the chassis, but also hold a pair of Derale coolers with electric fans-one for the transmission and one for the intercooler. McCoarts' Auto in Somerset, Indiana, custom plumbed the late-model hydroboost system and brakes. Dale custom engineered the three-point chassis brace to fit the new go-fast goodies residing underhood.

Interior appointments weren't spared the engineering bug, either. The trap door was customized with a running-horse emblem by utilizing water-jet-cutting technology. The TMI seats were custom embroidered with the running horses as well, and three-point seatbelts keep everyone in place during launches. A JME gauge cluster full of Auto Meter gauges keep an eye on the drivetrain, and a Flaming River tilt column with Grant steering wheel complement the left-side seat. Dale then got in touch with his inner nerd and installed a Sirius satellite radio system and a 110-volt power inverter to run his laptop for tuning the engine computer.

With all of the engineering work done, Dale called on Ross Fones to lay down the '06 Mazda Dark Steel Gray paint job to highlight the smooth lines of the fastback and give it the right night-stalker look. Billet wheel centers and gas caps complement the clean lines of the fastback. The car was finished just in time for the '07 World Ford Challenge, where it took home an award in its first venture into the real world.

So the next time you're walking down the hallway with a stack of TPS reports and a chocolate doughnut, take a look at the quiet guy in the corner cubicle. Chances are he may be planning the next street screamer.

The Details
Dale Irwin's '65 Mustang Fastback

Engine

Transmission

Rearend

Exhaust

Suspension

Brakes

Wheels

Tires

Interior

Exterior

Let's face it; most of us can only fantasize of being given carte blanche to build our ultimate Mustang. We either fall short in terms of money, resources, time, or all of the above. To actually build your dream Mustang, you either need to have a ton of cash available or a job that somehow allows you to do it for a living. The good news for Steve Carpenter is that he has the latter. Steve is the sales manager for Galpin Auto Sports, the performance division of Galpin Ford, which happens to be the largest Ford dealer in the United States. It's also the same Galpin that modifies vehicles on the Pimp My Ride television show. While Steve's personal car may be void of excess television monitors and spinning wheels, it certainly has no shortage of aftermarket upgrades.

Of course, building this Mustang wasn't only fun for Steve, but part of the job as well. "It gives me a chance to test all of the new bolt-ons out there and see what works," he says. He uses his firsthand experience to help GAS customers decide what's right for their Mustangs, and since Steve has owned two S197 Mustangs before this car, he knew exactly what he wanted to do with this one. "The goal with this project was to build a car that you can drive every day that was reliable, wouldn't overheat, and could go fast, both in a straight line and around corners." From sampling this beauty ourselves, it appears Steve has very much accomplished his mission.

Different Strokes
Given the late-model Mustang movement has been with us for nearly two decades and the technology now available, it has become relatively easy to make big power with the Three-Valve modular found in S197 Mustang GTs. Adding a supercharger or a turbocharger can safely net up to 200 additional ponies without replacing any internal engine components. Going without forced induction, however, makes it quite a bit harder. "Anybody can put a supercharger on a new Mustang, but to make horsepower without one is a lot more difficult," says Steve, who admits he wasn't afraid of a challenge. To achieve the power level he wanted while still keeping the engine normally aspirated, he enlisted the help of Ford specialists JDM Engineering of Freehold, New Jersey, who shipped out a brand-new Three-Valve engine to the West Coast, complete with an eight-bolt JDM stroker crankshaft, Manley forged connecting rods, and Manley forged-aluminum pistons, resulting in an honest 302ci mill. The stronger internals also allowed for Comp Cams Stage 3 camshafts, a JDM cold-air intake, Steeda underdrive pulleys, and Granatelli Motor Sports coil packs. Helping the V-8 to breathe better are ported cylinder heads and a full Bassani exhaust system, including long-tube headers, high-flow cats, and Bassani's street mufflers. The setup is good for 420 hp at the wheels, and Steve also added a 200-shot of Nitrous Pro-Flow giggle gas just for good measure. "The nitrous is fun to use," he says. "Sometimes it's like having somebody lunge a baseball bat in your back while at other times it's like taking the traction control off and all hell breaking loose."

With all that extra power, a beefier driveline was a must. The Galpin crew installed an RPS aluminum flywheel as well as an RPS 10.5-inch carbon-fiber clutch with a billet-aluminum housing. An aluminum one-piece driveshaft from JDM helps keep things spinning quickly while knocking off a bit of mass in the process.

Hunting Exotics
Wanting to make sure his Mustang could take on the curves as well as a straight line, Steve went all-out on the suspension and chassis upgrades. "We set it up for road racing and aggressive street driving," he says. "It's like having your own Ferrari/Porsche/BMW but wrapped in a Mustang body." Tokico adjustable D-Spec shocks and Steeda competition springs both front and rear ensure the car stays flat while cornering, and Ford Racing front and rear sway bars reduce body roll even further. Not one to do anything halfway, the Galpin team added Ford Racing billet lower control arms, Steeda triangle braces to help stiffen the chassis, BMR polyurethane bushings, and a Saleen Gen-2 Watt's-link system. Stopping power is provided by Baer 14-inch front brakes with two-piston calipers.

With a 302 underneath the hood and a suspension set up for the racetrack, it was only natural that the exterior would mimic a classic '69/'70 Boss 302. To start things off, Steve added a Classic Design Concepts front spoiler with a custom carbon-fiber splitter from Automotive Dezignz. The painted billet grille and custom hood are also from CDC, complete with a Shaker system that feeds cool air to the intake. Other exterior pieces include Agent 47 retro race mirrors and rear-quarter window NACA ducts, 3d Carbon headlight splitters, and Cervini's lower sidescoops and pedestal rear wing. To complete the retro look, Steve turned the car over to M&M Autoarts who painted the car Ferrari Rosso Red, a color that looks right at home on a modern musclecar. The red is complemented by low-gloss black paint on the hood and rear wing as well as black Boss striping. The Boss Eagle two-piece aluminum wheels have also been powdercoated to match the car and are wrapped with Nitto Invo tires.

The interior of this Mustang is just as impressive as the rest of the car. A color-matched six-point rollcage from Autopower Industries keeps occupants safe, and custom two-tone leather Cobra seats keep them comfortable as well. Driver controls have a sporty look and feel-the custom Momo steering wheel is handmade with black and red leather, the Hurst T-handle short-throw shifter bangs out gears with ease, and the engine can be ignited by the red starter button in the dash. Keeping tabs on the engine are Auto Meter gauges on the A-pillar and the dash.

So what does Steve think of his ultimate Mustang? "You know, when I think about it, the finished result is exactly what I had in mind," he says. "I was able to bring back the old-school Boss look, yet it drives super nice on the street-no shakes, rattles, or squeaks."

So is he finished with the car? For now, but Steve still has some plans for the future. "I think I'll have a look at installing twin turbos soon, just for fun." So, much like Galpin Auto Sports, it appears things are never static when it comes to Steve Carpenter's own personal Pony.

The Details
Steve Carpenter's '07 "Boss" Mustang

Engine

Transmission

Rearend

Exhaust

Suspension

Brakes

Wheels

Tires

Interior

Exterior

Several months back, we did a special feature entitled "Gear Head Girls." We put the word out to see if we could get any submissions from ladies who own and drive '79-present Mustangs. We received quite a few submissions, and as a result, a number of finalists were picked and we placed their stories and images of their cars in the magazine (Sept. '07).

There was one particular story, however, that knocked us out. One girl, at the age of 25, had built the Mustang she'd always wanted, largely by herself but with a bit of help from her dad; her boyfriend, Jay; and her friend Joe Bellandi. She drove it approximately 2,000 miles from her home in New Hampshire to Mustang Alley and the Woodward Dream Cruise, in Ferndale, Michigan (two years in a row). Talk about being a dyed-in-the-wool enthusiast. Even though her story was amazing and got our vote as the winner of our "Gear Head Girls" story, we figured that wasn't enough, so here is Nicole Belanger's '93 Mustang in all its glory.

Four Cylinders, Five Speeds
Nicole's introduction to the Mustang world began several years ago when she was just 16 years old and living in sunny Florida. She fell in love with the '87-'93 Mustang GTs (sounds a bit like the author), but of course, having just got a driver's license at the time, the idea of piloting a V-8-powered road rocket was beyond her means and likely to give any parent or insurance agent a serious fit. However, Nicole was determined to get a Ford Pony, and she did just that, taking possession of an '89 five-speed, four-cylinder LX hatchback. Her plan was to ultimately convert it into a V-8 GT replica, so she began by installing the GT-specific rocker-panel extensions and added an underbody neon "glow" kit. "Hey, I was just a teenager at the time," she says.

Nicole's next plan was to install the GT front and rear bumper assemblies, but before she could get to that, she had to move to New Hampshire and leave her beloved Pony behind. "Even though I had to get rid of that Mustang, I promised myself that I'd do a V-8 conversion into a Fox-body four-cylinder one day," she says, and she kept that promise. A number of months later, she located yet another four-cylinder LX hatch, this time a '93 model with an A4LD four-speed automatic. "My dad had built an 8-second drag car, and even though he was a Chevy guy, I figured if I decided to do my own project, I'd have some help. I just had to work out exactly what route I wanted to take."

Nicole's first task in her quest to make the ultimate Mustang was to get the car looking like the GT she'd always wanted. "I found a full OEM Ford '87-'93 Mustang GT ground-effects kit--the bumper covers, rocker panel, and side extensions," she says. "These were used parts, and I purchased them without the steel mounting brackets. My dad was a real help in that he made custom aluminum channels so we could install the body pieces onto the LX using the original GT factory mounting screws." Nicole says that the used ground effects went on "almost perfectly," though the driver-side rocker panel extension is slightly warped where it attaches to the front fender. "The previous owner kept the parts in a shed before I got them, and I think the cold and the heat caused the warping," she says. With the body mods completed in November 2003, it was time to move on to the next stage.

"Knowing that I wanted to put a 5.0 engine in the car, I thought it was a good idea to improve the handling first," Nicole says. And she didn't skimp, getting her hands on top-notch Maximum Motorsports control arms and a strut tower brace, Eibach Pro kit springs (front and back), and a set of KYB adjustable front struts and rear shocks. With the suspension taken care of, it was now time to get to the big stuff--turning the mild four-banger into a wild 5.0L car.

"I have to admit," Nicole says, "that before I started, I was afraid the job might be too big to handle. I realized ahead of time that the cost of swapping in a complete 5.0 drivetrain would be costly, not only in parts, but also in labor if I failed trying to do it myself." But she bit her tongue and got to work. The first thing, of course, was getting all the necessary parts to do the conversion. An '87 302 H.O. engine was found in decent shape with just 87,000 miles on the clock. A '93 GT automatic parts car with a blown engine was dragged home to donate the rest of its driveline, including the AOD trans, the EEC IV computer, the wiring harness, and the complete fuel system.

The parts car was stripped in Nicole's father's unheated garage, and once out of the way, the four-cylinder machine was dragged in, ready for the transformation to begin. Of course, as with any project that deals with cars between 15 and 20 years old, there were a few issues. "Because the '87 engine hadn't run in quite a while, Jason and I decided it would be a good idea to install a new water pump, but trying to get the old one off proved a little bit tricky," Nicole says. The bolts were so old and seized that they steadfastly refused to budge, and when Jason tried, "all we ended up with were sheared-off bolts that were now loose inside the timing cover. We thought that was it, the V-8 was done. Luckily, Nicole's dad came to the rescue and the engine didn't have to be junked after all.

Coming Together
Other issues included mating the AOD trans to the originally five-speed-backed engine and the fuel system; installing a new throttle cable; and fitting new fuel rails, lines, and pump. "The engine and transmission install was a fun one," says Nicole. "We got the engine in, and here we were in this unheated garage in the middle of winter in New Hampshire trying to mate this V-8 with the AOD from the parts car. The first time we tried, it just wouldn't fit. We spent an agonizing 25 minutes and nothing. My dad was starting to say that Fords suck and I'd gotten the wrong transmission, but then we discovered that because the engine was from a five-speed car, it still had the pilot bearing in place." With that item removed, the torque converter could now mate with the flywheel and the whole transmission could be bolted up without further adieu.

Replacing the throttle cable was another task that Nicole didn't enjoy. "Try pulling an almost-seized throttle cable off the end of the gas pedal with your feet pushed against the headrest," she says. Still, she got there in the end, and with the old cable finally off, its replacement went on fairly easily.

The '93 LX was slowly coming together as a GT replica. Nicole did the wiring and cleaned up the engine before it went in, fitting new gaskets and fuel rails, along with the previously mentioned water pump. Jason helped out with the process, along with friend Joe Bellandi, who provided some knowledgeable info on the driveline swap.

With the engine, transmission, and fuel rails installed, it was time to add the rest of the V-8 fuel system. "Because we were changing the driveline, we needed completely new fuel lines. They run along the right-side floor on a 5.0 car, as opposed to the left side on a four-cylinder." Nicole figured that due to the fiddly nature of this task, it was best farmed out to a shop.

By May 2004, when the weather was warmer, the car was approaching completion. "We were getting there, but I still needed a few things. On Memorial Day weekend, with just odds and ends to finish to be really done, I worked like mad--of course, it rained the entire weekend." So there was Nicole, like a drowned rat, lying on a soaked blanket, working on her car. "I managed to install the instrument cluster, vacuum lines, and radiator. I reinstalled the front fenders and bumper cover, along with plugging all the accessories into the factory harness except the alternator. I found I didn't have a connector--I must've forgotten to take it from the donor car. I managed to find a local Mustang parts dealer, Rick Menards, and he gave me the right harness so I could hook up my alternator. I don't know what I would have done without his help."

All Fired Up
After some issues with her new Holley 255-lph fuel pump, which wouldn't turn on, Nicole finally got it working. Then the car wouldn't start. "I was at a shop getting the transmission TV cable set properly, and when the car wouldn't run, I had it towed home. I thought it must be an electrical problem, so I went through the wiring and found an incorrect ground connection. I asked Jason to bring in the video camera to witness the car starting for the first time. I turned the key and the starter cranked and cranked, and sputtered. I cranked the starter again and the engine fired. It was amazing to finally see the car I had worked so hard on actually come to life."

Unfortunately, another issue reared its ugly head not long afterward. The new fuel lines Nicole had opted for were replacement OEM lines, which use rubber connectors to link them from the hard lines underneath to the fuel rails on the engine. "The shop that installed them routed the rubber sections outside of the sway bar, so every time I turned the front wheels, the right-side front tire would rub against the line extension," she says. "It only took two days before the rubber part failed and gas spewed out all over the place. Luckily, I had the windows down when that happened." Nicole soon addressed the problem, and now with Russell braided lines installed, that issue won't likely surface again.

Nicole has also been busy enjoying her car. She takes it to shows and cruises in the summertime, to Woodward, of course, and even down the dragstrip at Epping. Nicole can proudly boast, just like her license plate says, that 9 years after she got her first 2.3 LX, she's finally driving a "4NOMORE."

We recently had the chance to steal a little seat time in Ford's hot-looking new crossover, the '09 Ford Flex, while attending the Milan, Michigan, NMRA event as a participant in the Ford Racing Invitational 2008. Ford had the Flex on display so spectators could see what the new crossover's all about. While talking with SVT's Patrick Hespen, who was the caretaker of this particular Flex for the weekend, he offered us the keys and said to take it for a spin and get to know the vehicle. With an offer like that, we weren't about to be rude and turn it down, so we snatched the keys from Patrick's hand before he had a chance to think about what just came out of his mouth, and off we went.

If the Flex is anything, it's different. This is a vehicle that at first glance looks like it couldn't possibly come from a Ford design studio. That's a good thing, though, as a fresh design brings new people into the company's dealerships that hadn't thought of purchasing a Ford in the past. It's a very contemporary design, with upgraded materials used inside and out and a long, stretched look that truly gives riders plenty of room, without having to look like a typical large SUV. Park the Flex next to a traditional SUV and the size difference is easily apparent.

Options such as a four-panel glass Vista Roof, two-tone painted roof option, and all black greenhouse (the B and C pillars aren't body color) give the Flex a truly unique exterior appearance that turned heads wherever we drove it. Inside, the Flex continues the head-turning with comfortable seating for up to seven (and even real adults can sit in the third row!), dual air-conditioning systems, Microsoft SYNC hands-free communication, Sony audio system, reverse camera system, middle row refrigerator console, EasyFuel capless fueling system, and ambient interior lighting.

Safety features abound with AdvanceTrac and Roll Stability Control (RSC) to aid the driver in keeping control on all manner of surfaces. Safety Canopy side-curtain airbags for all three rows are also standard. Dual-stage airbags for driver and front passenger, thorax side airbags for front seat occupants, safety belt pretensioners, and Ford's SPACE (Side Protection And Cabin Enhancement) hydroformed cross-car beam are all standard safety features as well. Finally, power comes from Ford's proven 3.5L V-6, which is mated to a six-speed automatic with optional AWD capabilities as well. Check out the exclusive photos from our drive, and see www.fordvehicles.com/flex or your local Ford dealer for more information and a testdrive.

On Sunday, May 27, 1979, hundreds of thousands of racing fans watched as Sir Jackie Stewart, three-time F1 World Driving Champion, drove a specially built Ford Mustang around the oval track at Indianapolis Motor Speedway to begin that year's race. Three '79 pace cars had been built for the event, one of which remains in the Speedway's museum at Indy. Aside from gaining the prestige of pacing this famous race, the '79 Mustang was also the first pace car ever to be used for backing up the field during caution periods. Don Bailey took over the driving chores during the race, which was ultimately won by pole-sitter Rick Mears.

To commemorate the event, Ford offered a pace-car replica option on the '79 Mustang, which included the special paint scheme, interior treatment, and graphics of the original cars. The production cars could be delivered with the 2.3L turbocharged four-cylinder engine, or the 302-cid V-8 with two-barrel carburetor. Around 11,000 were built for the public. These cars were the first special-edition Fox Mustangs and remain collectible to this day. Some have had easier lives than others, and one of the less fortunate ones fell into the hands of Kevin Robinson in 1998.

"I've always loved the pace-car body style, and I found a rust-free car in New York," Kevin says. "I drove the car for a year before it was torn apart." This was far from his first encounter with ponycars. He had previously stabled a '66 Mustang 2+2, an '83 hatch he'd fitted with mini-tubs and a big-block motor, as well as a '93 Mustang that has also received the big-block treatment. (Apparently, he also had a dalliance with a '67 Impala SS, but we won't talk about that.) From his previous experiences, Kevin knew he would need a well thought-out plan for this latest project.

Keeping Pace
For help with that part of things, he got in touch with D&D Automotive Specialties in Whitehall, Pennsylvania, and things began to come together. "Bob and I were able to put a plan in place to build a reliable setup. This car was to be a mid-11-second combo."

The advantage of starting with an early Fox Mustang is that they're relatively light. However, the 302-cid V-8 engine in Kevin's car still suffered from smog control-induced anemia and would need a significant warming over to get into the 11s. The job was begun by removing the engine block and sending it out to Rebel Machine in Columbia, South Carolina, for cleaning, decking, and a 0.030-inch overbore on the cylinders. When it came back, Bob at D&D started the build by balancing a Scat stroker crankshaft that would, in combination with a set of forged SRP pistons, take the total displacement out to 331 cubic inches. The flat-top pistons were riding on a set of forged steel connecting rods, also from Scat.

The original cylinder heads were replaced with a set of Edelbrock Victor Jr. aluminum pieces that feature large-volume, high-flowing 210cc intake ports and 0.130-inch raised 75cc exhaust ports. The heads were built up using Ferrea stainless steel valves (2.05-inch intakes, 1.65-inch exhaust), Comp Cams' double coil valvesprings, and steel retainers. Once a custom-ground camshaft was dropped into the block, the heads were added, along with ARP studs, solid lifters, and 1.6-ratio roller-rocker arms. A Canton 7-quart steel oil pan went on the bottom to hold Kevin's supply of Amsoil 0W30 lubricant.

Nobody's Fuel
Next in was an Edelbrock Victor Jr. aluminum intake manifold, to take advantage of the CNC gasket-matched ports in the heads. Just before dropping on the Holley carburetor, the plate for a Compucar wet nitrous system was added, jetted for a 75-shot of booster juice. Once you go with a wet nitrous system, you'll need to ensure that the fuel system has the capacity to keep up with your demands of the engine. To do this, a Holley 140-gph fuel pump draws street gas from the 8-gallon RCI fuel cell out back, and a Mallory return-style fuel-pressure regulator handles the control functions. When Kevin decides to let the nitrous flow, an MSD window switch and a wide-open-throttle switch make sure conditions are just right. On the sparky side of things, an MSD Ignition 6T controller box and Blaster ignition coil begin the process to deliver a high-voltage signal to the Autolite 3724 spark plugs.

As built, this motor was going to put out some respectable numbers, so attention also needed to be paid to the car's driveline. The original factory output of 140 flywheel horsepower, and 240 lb-ft of torque just couldn't be depended on to hold everything together, so the C4 automatic transmission was the first part to be rebuilt. After fitting with a new Torque Converter Services' 8-inch, 3800-rpm stall converter, a new steel flexplate from JW Wheel and a Trans Specialties' transbrake, a TCI aluminum trans blanket finished the job nicely. Moser Engineering axleshafts and a spool looked after the rearend needs.

Setting up the rest of the chassis came down to Strange Engineering's front struts and rear shocks, Eibach front springs, and a set of UPR's chromoly steel control arms. These act together in a supporting role for the Centerline Convo Pro rolling stock in big-and-little configuration. Mickey Thompson 24x3.5-inch front tires are mounted on the 15x3.5-inch-wide alloy wheels, while the stern end shows a set of Mickey's best in the 28x10.5 size on 15x8.5 rims.

As shipped from the Dearborn Assembly Plant, the '79 Mustang had some cutting-edge lines that still look sharp today. For Kevin's car, these were augmented by installing a 4-inch cowl hood and laying on some PPG Zinc Yellow paint. Streamline Autobody, from Blythewood, South Carolina, did the exterior work. Inside, the major change is the addition of an eight-point rollcage, along with poly race seats and a five-point safety harness.

With everything back together, it was time to strap this Fox onto the dyno and see what the results were. At the end, Kevin walked away with a dyno sheet that documented 358 rwhp and 348 rwtq, all on 93-octane pump gas. Those results were pretty gratifying for Kevin, who wanted to pass on a message to our readers.

"The biggest thing I learned from this car is to get a plan and stick with it. Don't try to build beyond your budget." Kevin's original plan for the car was to run in the mid-11-second range. Now, he tells us, "After four years of running and tweaking, it has proven to be a solid 10.80 car on motor, with high 9s on a small shot of gas." Indeed, Kevin reports his best run as a 9.96 at 135 mph at Carolina Dragway.

Specifications
Kevin Robinson's '79 Mustang

Engine

Driveline

Suspension

Numbers

Exterior

Interior

Chassis

Wheels And Tires

Acknowledgements
I'd like to thank Bob from D&D Automotive Specialties for a great engine combo, as well as my wife, Dan Tyner, Mark Spencer, Mike Howard, and my friends and family in Great Neck, New York, for their help in building this car.

Al and Trudi Dufek of Largo Vista, Texas, have had a long and colorful history with this '63 Falcon Sprint. As a matter of fact, the car was in Trudi's driveway when Al stopped by to pick her up for their first date. When he asked about the Falcon, she replied that it was an original '631/2 Sprint with a 260ci, factory four-speed, and Rotunda tach. The car was a little rough on the inside and needed a fair amount of bodywork, but it was all original and complete. Al told his new girl the car could be fixed up nicely for not much money.

Fast-forward and we find that Al and Trudi got married, and that's when she gave her blessing to go forward on the Falcon project. To begin with, Al wanted more power than the original 260 could offer. After finding a suitable block, he had Joe Jill at Superior Automotive in Anaheim, California, construct a stout 302 engine. Al had the tunnel-ram intake on hand since he knew from the beginning he wanted one sticking out of the hood, and he equipped it with dual quads.

After the installation of the engine but before work began on the body, Al and Trudi took the car to the Fabulous Fords Forever show at Knott's Berry Farm in Buena Park, California. While there, fellow automotive enthusiast and comedian Jay Leno walked over and became interested in the car. Among other things, Jay told them that "the engine was looking good and to go forward with the rest of the job." Surely both Al and Trudi felt encouraged in their project by Leno's interest and kind words.

When the time came to address the paint and body issues, Loy Auto Perfections of La Habra, California, was chosen to do the bodywork and orange paint. Cleaning up the car was the plan, and toward that end the door handles, trunk entry, side mirrors, cowl vent, gas cap, and windshield-wiper holes were all shaved off or filled in. The result is a super-clean body and a sleek look.

Al decided way back in the beginning of the project that he would give the car his best effort and produce something extraordinary. He also said his ultimate goal was to get his car featured in Mustang & Fords magazine. We're glad to say he achieved both.

The Details
'63 Falcon Sprint
Owner: Al and Trudi Dufek, Largo Vista, TX

Engine

• 306ci small-block V-8
• 4.030-inch bore
• 3.00-inch stroke
• Ford forged-steel crank
• Eagle connecting rods
• JE pistons
• Chet Herbert cam 0.536/0.536 lift, 256/266 duration
• Ford cast-iron cylinder heads
• 1.94-inch intake valves, 1.60-inch exhaust valves
• Crane 1.6:1 roller rocker arms
• Weiand tunnel-ram aluminum intake manifold
• Twin Holley 450-cfm four-barrel carburetors
• K&N Air filters
• Crane Fireball Hi-6 Ignition
• 298 hp, 282.09 torque at rear wheels

Transmission

• Top Loader four-speed
• Centerforce clutch
• Hurst Competition Plus shifter

Rearend

• Currie-built 8.8 late-model Ford
• 4.10 gears

Exhaust

• Custom-built Tri-Y headers
• 3-inch-diameter stainless steel exhaust
• Flowmaster 40 Series mufflers

Suspension

• Front: Rebuilt stock, lowered 3 inches, KYB 90/10 Drag shocks
• Rear: Rebuilt stock, lowered 3 inches, Cal Trac traction bars, KYB shocks

Brakes

• Front: Factory drum
• Rear: Factory drum

Wheels

• Front: Boyd Coddington Sting Ray, 15x6
• Rear: Boyd Coddington Sting Ray, 15x6

Tires

• Front: Toyo Proxes 4, P195/50R15
• Rear: Hoosier Quick Time Slicks, P245/60D-15

Interior

• Custom tan and orange leather interior by Westminster Upholstery of Anaheim, California; Lexus carpeting; '95 Thunderbird power front seats; LeCarra Mark 4 steering wheel; custom instrument panel with Auto Meter Street Rod gauges; Auto Meter 5-inch tach with shift light

Exterior

• Chrome Orange paint by Loy Auto Perfections, La Habra, California
• All custom bodywork done by Greg Williams at Loy

Through the years, there have been those determined to divide the many Mustang generations and those just as determined to meld them together. Whether you love the classics or get lost in late-model, fast-steppin' steeds, one thing connects them all--the hot Mustang fun-car mindset. These cars were all about affordable, sporty fun in 1964, and they remain the same today. This is one car Ford didn't mess with, not wanting to get away from the Mustang's original market segment. It has always been a sporty, four-place, bucket seat, snappy, powerful, fun car. No matter what you do with a Mustang old or new, you'll always have fun with it.

Larry Payne sees 44 years and 9 million Mustangs as the same basic idea. They were all designed and built to accomplish the same thing, even in the toughest of times. In the lean '70s when a convertible top and powerful V-8 couldn't be found in Ford showrooms, the Mustang was still a fun car to drive. The '74-'78 Mustang II brought us better quality, quieter operation, and terrific handling. The redesigned '79 Mustang brought us even better quality and extraordinary handling for the period. In the years to follow, the Mustang only got better.

Larry owns an '04 Mustang Mach 1, the end of a generation of Fox/SN-95 chassis Mustangs that kept the breed alive--and hot. Mach 1 returned for just two years, 2003-2004. It was a punctuation mark and a flash in the pan--a Mustang powerhouse chock full of 4.6L DOHC power and a Shaker hoodscoop like its ancestors had 35 years earlier. Inside, Mach 1 had the knitted vinyl Sports Interior all over again with instrumentation borrowed from the '01 Bullitt Mustang--another retro Mustang winner. Larry liked the familiarity, a deja vu experience that left him feeling like he'd been there before.

Larry's cousin owns a '70 Mach 1. When Larry drove it, what struck him most was how familiar it was as well--like the '03-'04 Mach rockers. The more he drove each car, the more alike they seemed to him. Then, he got out his measuring tape and went to work. He was stunned at the dimensions on both. They were virtually identical in every respect. He wondered about putting an '03-'04 Mach 1 interior inside a '69 Mach 1. As he thought more about the idea, it took on a life of its own.

First, Larry had to find a '69 Mach 1. He spotted a '69 SportsRoof hidden under a tarp in Knoxville, Tennessee. It took a little negotiating, but Larry managed to talk the owner into selling. Larry was shocked when the car started and actually allowed him to drive it home. He drove it right into his shop and began disassembly. All he needed to do was find an '03-'04 Mach 1 parts car, and he could get started. His son, David, located a totaled '04 Mach 1 online in Rockingham, North Carolina.

It wasn't long before two generations of Paynes had two Mach 1s in various states of disassembly. And make no mistake, this was not an easy undertaking for Larry; his wife, Connie; David; and his grandson, Austin.

It's one thing to envision a car like this and quite another to build it. Because Larry is a mechanical contractor by trade, he has a solid grasp of what it takes to both conceive an idea and propel it into something with function and style.

Weaving '04 Mach 1 genetic tissue into a '69 Mach 1 took a lot of imagination and fabrication skills. First, the '69 had to be trimmed down to a shell. Floorpans came out, as did the firewall. Quarter-panels and other rusted sheetmetal had to be replaced. Larry set ride height using wooden blocks, then built a tube chassis using 3 x 2 x 3/16-inch steel tubing. The '04 Mach 1's firewall and floorpan had to be grafted into the '69 body, which was no small feat either. The '04 dashpanel had to be modified to accommodate the '69 windshield. Because the '04 windshield has a greater radius, it was easy to trim for a perfect fit, enabling Larry to keep the correct defroster outlets. "We were amazed at how close the '04 and '69 dimensions were," Larry says. "The dashpanel from the '04 was exactly the same width as the '69."

There were times when Larry was certain he was home free, only to discover a new set of challenges to work through. When you build an unusual car like this, it's like building a street rod--you do lots of mock-up work before body massaging and painting. You assemble a steel body clad in DP-90 primer and find all of the flaws; then you make adjustments. Larry's last challenge was the hood, which wouldn't close properly. "We ended up with a tear-drop-shaped opening in the hood," he says. "I installed the Shaker hoodscoop and made a wire frame around the opening. David then welded metal panels to form the raised portion of our hood." Larry says they even had to fabricate a special 16-gallon fuel tank using '04 components. They hit pay dirt on steering issues, however, using the '04 power rack, which fit perfectly.

Because Larry wanted this car to be 1969 on the outside and 2004 on the inside, there was a lot to consider, including how to accommodate the 4.6L DOHC V-8, the Tremec T-45 five-speed, and the infrastructure necessary to make it all work together. When it was time to fire the engine, no combustion was heard. That's when Larry turned to a Ford service technician buddy of his, Michael Smith. Michael examined the electrical system and found the problem--a wire to the electric fan was improperly connected. Once that was fixed, the engine fired and ran just as expected.

Body and paint duties were handed over to Terry Cummins of Maryville, Tennessee. Terry had his work cut out for him. A lot of massaging was required for a most unusual Mustang body, including working '69 sidescoops into '70 quarter-panels Larry cut from another Mustang.

When you sit inside Larry's retro, high-tech Mach 1, it's a dizzying experience because it encompasses worlds that are generations apart. Inside, it's an '04 Mach 1 in every respect. Looking out over the hood, it's 1969 all over again with a teardrop twist and a shaky demeanor. Driving this car isn't like driving any '69 Mach 1 you've ever experienced. Gone is the familiar rumble of a 351W or 428 Cobra Jet pushrod V-8. Instead, there's the throaty burble of a double-overhead cam modular V-8 with its unprecedented smoothness. Grab the T-45 shifter, modulate the throttle and clutch, and let's get after it.

Because David is a former go-cart champion, he got first crack at the Mach 1. Performance and handling wound up better than Larry and David ever imagined, and that's the big payoff when you've worked hard on a project this extensive. Now that the car is clad in Dodge Viper Pearl Blue Metallic, careful execution and exceptional engineering work together to complete the dream Larry, Connie, David, and Austin are ready to realize.

Boyd Coddington polished aluminum Smoothie II wheels are sized for handling and good looks--17 x 7-1/2 inches in front and 18 x 10-1/2 in back. Through the spokes are Baer discs in all four corners. Stopping power complements a sophisticated suspension system devised by Larry and David. Power rack-and-pinion offers precision steering with minimal effort. Mustang II-design front suspension with some of Larry's own efforts keeps this ride on course. In back, we like his four-link, adjustable Aldan coilover system. It works hand in hand with a 9-inch Ford sporting 3.73s, wrapped around a Traction-Lok diff driving 28-spline axles.

Those who build gutsy rides like this one serve as incentive for those of us who wouldn't have the nerve to. When you're tempted to ask Larry why such a bizarre combination of '69 and '04, he'll tell you "because it was there to do."

The Details
'69 Mustang Mach 1
Owner: Larry Payne, Knoxville, TN

Engine

Transmission

Rearend

Exhaust

Suspension

Brakes

Wheels

Tires

Interior

Exterior

The FR500S, the latest in a growing collection of special-edition Mustangs, has hit the track. The first event in the Ford Racing Mustang Challenge for the Miller Cup will have run at Georgia's famed Road Atlanta racetrack by the time you read this. You can read more about the development of the FR500S and the series in this month's In the Spotlight interview (see page 92) with Alden Rix from Miller Motorsports Park and Andy Slankard from Ford Racing.

In general, a "spec" series is intended to provide lots of excitement by keeping the competing cars as closely matched as possible. This means driving skill is the distinguishing factor among competitors. Compared to Grand Am Racing's Koni Challenge series, where performance leveling is accomplished through the use of intake restrictors and weight additions, the Mustang Challenge series restricts the use of vehicle components. For example, all cars must run on BFGoodrich g-Force R1 racing tires, as provided with the car. All of the 4.6L V-8 engines are dyno tested by Ford after assembly and sealed to prevent any further modification. FR500S is the first race car in Ford Motor Company's history to be built at a production facility and then made available to racers through the Ford Racing Performance Parts catalog and at authorized Ford dealers.

According to Dan Davis, director of Ford Racing Technology, "This new car gives customers and racers a chance to get into a high-performing vehicle that is durable, reliable and competitive." The 325hp FR500S Mustang was codeveloped by Ford Racing and Miller Motorsports Park, based on the Mustang GT used by the track's high-performance driving school. With a 4.6L, Three-Valve, fuel-injected V-8 production engine, featuring a Ford Racing cold-air intake and Borla long-tube headers, the FR500S also includes a six-speed transmission with an upgraded clutch and a Ford Racing short-throw shifter. The FR500S uses the same braking as the Mustang FR500C Koni Challenge car, along with unique, two-way adjustable front dampers with coil springs and an adjustable antiroll bar in both the front and rear suspension.

Professional Racing
Ford has been building the FR500C race car for three years now, and all of the lessons learned during that time have been applied to the new car. This was aptly demonstrated when two of the prototypes finished First and Second in their class at the 25 Hours of Thunderhill race last fall.

"We ran the cars hard," says Lynda Randall, series director for the Mustang Challenge, "and they never skipped a beat. We wanted to really put our systems and components to the toughest possible validation test, and we had no problems at all. The BFGoodrich R1 tires far exceeded our expectations for speed, durability, and wear, and all of our driveline components supplied by Ford Racing were flawless." That kind of reliability will let individual and team owners concentrate on driver development and team logistics. It's expected that some of the current Koni Challenge teams will participate in this series, and Rehagen Racing, out of Livonia, Michigan, was the first to sign on.

"Given our experience with the new Mustang in other Grand Am-sanctioned road-racing events, it only seemed natural that we contest for the Miller Cup with our current car owners and drivers, Jim Click, Mike McGovern, and Jamie Slone," says Rehagen Racing's Dean Martin. "Completing our four-car team will be car owner and driver Mike Harvison, a participant in both Porsche Club of America and Koni Challenge events. Our goal is to set the standard of performance in the series. Considering this is a spec series, we will rely on our preparation and chassis setup expertise to give our drivers every opportunity to win races."

Experienced teams may have a slight initial advantage, but that's likely to be short-lived. The Sporting and Technical Regulations that have been issued for the series are very clear in explaining that "in any 'spec' class, technical infractions are viewed with particular disdain." Since allowing the car to fall out of spec runs against both the spirit of the series and its regulations, the sanctioning body clearly states that "the more deliberate the infraction, the more severe the penalties will be." Penalties can include disqualification, loss of race or series points and monetary fines.

Production Built
The FR500S racer is built on the regular production line at the AutoAlliance International assembly plant in Flat Rock, Michigan. But the process is quite different from a standard build. For example, no sound deadening or body seam sealer materials are used. If you end up racing in the rain, you might get a little wet. Oh well. A special wiring harness was also developed for the car that removes all nonessential circuits for reduced weight and cost. Engines for the cars are built in Ford's Romeo Engine Plant, sealed and sent to Roush Industries, in Livonia, Michigan, for output verifi-cation. It's reported that a variation of only 3-4 hp has been seen among the engines.

After the assembly work is completed in Flat Rock, cars are shipped to Watson Engineering in Taylor, Michigan, where interior work and rollcage installation are completed. Watson also does the 'cage construction for the other Mustang racers, including the FR500C. The last leg of their journey takes the FR500S cars to Miller Motorsports Park in Utah, where all of the remaining equipment is installed and verified.

Driver safety is a top priority in the FR500S Mustang. The car comes with a complete suite of safety features, including an integral side head-restraint seat, a six-point HANS-compatible restraint harness, a steering wheel with a quick-release hub, a fire-suppression system and window net, as well as a master electrical cutoff switch.

As a Ford Racing catalog item, the FR500S can be ordered through Miller Motorsports Park or from your Ford dealer. The car sells for $75,000, which is about $50,000 less than an FR500C Grand-Am racer. Production is currently capped at 77 units. While the initial emphasis for the car is the Mustang Challenge series, it can be used in other road-racing series. The FR500S Mustang is eligible to compete in the Sports Car Club of America (B-Prepared National class, ITE Regional class), the National Auto Sport Association (American Iron class, Super Touring class, Super Unlimited class), and in the Miller Park Racing Association (MPRA) at Miller Motorsports Park.

Show Me The Cash
The Ford Racing Mustang Challenge for the Miller Cup will feature 45-minute sprint races and run as a support series for the main event. Each race weekend will include two 30-minute practice sessions, a 25-minute qualifying session, and the 45-minute race. Entry fees for the series will total $1,300 per competitor per race, including a paddock hospitality package for up to four people.

According to the organizers, the prize for the Ford Racing Mustang Challenge will exceed $300,000 and pay out through 20th Place. Each individual race purse will total $27,000, with $5,000 going to the winner. Championship bonuses will total $69,000 and will be paid through 10th Place, with the season champion receiving $15,000. There will also be a Champion's Reward, which is a guaranteed drive in a Ford Mustang FR500C in the '09 season opener for the Grand-Am KONI Challenge Series at Daytona International Speedway.

Now, if committing to the entire series isn't in your game plan, either because of timing or funds, there will be a number of "arrive and drive" options available. One company has already committed to supplying multiple cars for this purpose, and other rides may become available as the season progresses. TC Motorsports (www.tcmotorsports.net) out of Auburn, Washington, provides race-car preparation, maintenance, and transportation, as well as full arrive-and-drive support.

Whether your road-racing aspirations are modest or magnificent, there's a Mustang for every stage. You could start in SCCA T2-class competition with a Shelby GT, or head to Europe and dash around the famous circuits such as Silverstone with an FR500GT3 in FIA GT competition. If, like many of us, your budget or ability tempers your aspirations, many options are still available. You just have to go out and find the level that has championship potential for you.

At A Glance
Ford Racing FR500S Spec Racer

Engine

Engine Modifications

Driveline

Chassis

Exterior

Interior

Suspension

Wheels And Tires

Numbers

Ford Racing Mustang Challenge For The Milller Cup
2008 Series Schedule

May 3, 2008

June 15, 2008

June 22, 2008

July 20, 2008

August 16, 2008

August 31, 2008

September 21, 2008

Jerry Boles from Port St. John, Florida, has enjoyed the automotive hobby almost all of his life. Shortly after learning to walk, he was rolling in the coolest customized wagons on the block, and the four-wheeled fun hasn't stopped yet.

Jerry built several trucks over the years and owned a great collection of high-performance cars. All had one thing in common: None were trailer queens. His previous custom pickup transported him and his wife, Jean, to Pigeon Forge five years in a row, with the drive becoming a big part of the fun.

When it came time for a new project, Jerry had a few essentials on his wish list. Style was important, along with a leather interior, air conditioning, a stereo, and a distinctive engine. The new truck would also follow in the footsteps of his past trucks and be a solid, dependable driver that could handle long distances in comfort.

He found this '63 F-100 Styleside pickup with the "integral cab" (Unibody) about 2-1/2 years ago at a show in Knoxville, Tennessee. It had the sought-after big back window and short bed that he was looking for. The chassis was fairly stock except for a C-notch in the rear and a Volare front clip with disc brakes that the previous owner had installed. The rear uses leaf springs, air shocks, and a strong 9-inch Ford with 3.70 gears, although Jerry has plans to install a new independent rearend in the future.

Body mods began with shaving the door handles, adding a new rear pan, smoothing the tailgate, and hiding the gas-filler cap behind the license plate. Jerry added a fiberglass scoop to the metal hood and fitted the '63 with a rechromed '65 Ford grille, chosen so he could eliminate the parking lights. Subtle Harley units replace the originals. Classic lines flow from the Unibody rear fenders and wrap inside the doors, accented with a pair of Escort side mirrors that blend in perfectly. The unique bed floor, covered in polished pecan wood with stainless steel strips, is protected by a Checkmate fiberglass tonneau cover. Chrome Cragar wheels--15x8 all around with P275/60R15 Firestone Firehawk Indy 500s--give the truck a classic look. For extra tire clearance, Jerry added 4-inch tubs to the rear.

That big back window on the Ford was one of the reasons Jerry bought the truck, as it gives spectators a clear view of the custom interior. Chrysler seats and an unusual folding center console from a Taurus work together to create a comfortable, stylish environment inside. All the pieces were upholstered to match in Charcoal leather. With a little help from his friend, Rob Simpson, Jerry installed the '77 Ford adjustable steering column, topped with a Grant wheel. To keep track of all the underhood activity, Jerry uses a set of VDO gauges housed in an engine-turned panel on the dash. Power door locks, power windows, the Sony stereo, and the Southern Air A/C unit were the perfect options for long distance cruising.

With most of the elements checked off on Jerry's list, the powerplant was next, but not just any engine would do. Keeping with the Blue Oval lineage, Jerry bought a totaled '94 Lincoln Mark VIII. The 4.6 DOHC V-8, fitted with an Overdrive four-speed auto trans, was just the right combination of horsepower and aggressive good looks. In addition to easily powering the truck down the road, the 281ci/290hp motor had a distinctive appearance that creates lots of attention when the hood is open (car-show attendees think it's a Hemi).

Jerry is a self-taught welder and began the installation by fabricating new motor mounts and transmission supports. He smiles when he says putting the motor in was fairly easy. "The biggest hassle was getting the engine to run and connecting all the high-tech Lincoln computers," he says. "With help from Dave Smart, we took out each wire, figured out what it did, marked it, and then routed it so it was out of sight. I learned my lesson. Next time it will be an aftermarket wiring harness."

All the tedious work, however, was worth the effort. A visual delight occurs when you pop the hood. The huge 4.6 DOHC V-8 spans the width of the engine bay, giving you the first hint of the power in this motor. The firewall and fenders were smoothed, with many subtle changes added to the motor. The coil packs were moved to the rear of the engine, and the intake manifold was polished to a mirror-like shine. Cam covers were chromed, as was the radiator degas tank. Ford Racing Performance Parts headers were ceramic-coated to minimize heat in the engine room, and the pair of rumbling Turbo mufflers creates an unmistakable performance sound. To ensure free breathing, Jerry custom-built the side-mounted air intake, topping it with a high-flow K&N filter. The truck is air-conditioned, but the low-mounted compressor is hidden from view. Ensuring the engine keeps its cool, the stock Lincoln radiator and electric fan were retained. Once the engine and transmission were in place, Jerry trimmed the Lincoln aluminum driveshaft to fit.

As part of the final phase, Jerry put his three-car garage to good use, hanging plastic curtains when it was time to spray the truck. Self-taught, he handled the spray gun himself, shooting his favorite Ford shade of Rio Red. His friend Randy Johnson accomplished the detail work, buffing the finished paint job to a mirror-like shine.

Jerry says the completed truck was worth every minute of the 2-1/2-year build time, and it has already proven itself a winner in its first two outings, capturing Gold at the Palm Bay Ford show and Best Ford at the NPD/Silver Springs Mustang & Ford Roundup, both in 2007. Naturally, Jerry and Jean are eager to take their first long trip in their latest family ride.

The Details
'63 F-100 Short-Bed Integral-Cab Pickup
Owner: Jerry and Jean Boles, Port St. John, FL

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Throughout the 20th century, Ford power has been at the center of progress in all aspects of the mechanical age. On land, at sea, and in the air, advancements with the Ford name on them were the norm. Henry Ford gave us the modern automobile, as we know it, in the form of the model T. The "Tin Lizzie" was the first car available to everyone at a price that many could afford. Before the Model T, the automobile was a novelty exclusive to the wealthy. The model T cars and pickups soon became a central transportation tool, essential to farm and family.

Henry Ford was a gigantic figure in early aviation, delivering the first viable passenger airliner. The Ford Tri Motor aircraft, also known as the "Tin Goose," was in regular passenger service by 1927. It was a rugged and reliable airplane, and some are still flying today.

At sea, Ford power has taken many forms. In 1966, Chris-Craft selected the Ford FE 427 engine for conversion to marine service. It was used to power high-performance versions of many of the company's classics, including the '68 Chris-Craft Grand Prix. Big-block Ford engines were also used to power many of their heavier vessels.

In the Second World War years, Ford shared responsibility with Willys for production of the venerable Jeep military vehicle. Ford assembly lines were converted to the production of military aircraft. Also during World War II, Ford manufactured the famous Sherman battle tank, with the Ford-produced versions equipped with a four-valve-per-cylinder, all-aluminum V-8 engine. We recently had a chance to see a running example of a Ford-produced and -powered Sherman M4A3 Medium tank at Guiette Manufacturing in Santee, California. Owner Bill Guiette was a gracious host as we toured and rode in the battlewagon. Join us as we look firsthand at this fine example of Ford-powered history.

Of all the cars in the "Total Performance" era, it would be tough to find one more overlooked than the '65 Fairlane. Contributing to the situation is a surprising, one-year-only body style, sandwiched by the '64 and its legendary Thunderbolt racers, and the stylish '66-'67s with their regular-production big-block 390s. In stark contrast, the '65s have little race history and were maxed out on the production line with the Hi-Po 289, of which precious few were built. Sealing the odd-man-out deal was the timing of the '65-simultaneous to the frenzy over the brand-new Mustang, for which most two-door buyers fell head over heels.

As for the particular '65 spread before you, we know nothing of its early history other than originally being a six-cylinder/automatic-equipped Fairlane 500 hardtop-one notch down from the top-of-the-line Sports Coupe model. Rather, our story begins in the early '80s when Silverdale, Washington's Bill Miller traded a VW bus engine to a coworker for the veritable basketcase. That Bill was willing to part with such a lowly prize for any Ford of the era is hardly a surprise, having been raised in a blue-blood FoMoCo family and counting a '64 Falcon as his first set of wheels. It wasn't long before Bill had the Dynasty Green machine up and running, and the accumulation of parts became a wrecking yard (and later eBay) obsession. Various incarnations followed, but we'll fast forward to 2001, when he became serious and tore down the '65 to the shell for a ground-up resto effort.

Bill is fortunate to count Bob Burris in his circle of close-knit car buddies, and Bob would be the guy to lead the effort of prepping the body for the gorgeous, two-stage DuPont topcoat. Bill says the long hours of bodywork were split fairly evenly between the two men, but it was Bob who deftly laid down the factory color. Though the car wasn't originally two-toned, the white top was an available color scheme in 1965, and Bill opted for it during the repaint. Of course, the bumpers and countless trim pieces were either rechromed, refinished, or replaced, and contribute mightily to the overall stellar appearance.

Beautiful as the results may be, Bill chuckles when explaining that unless the hood is raised, his car doesn't draw the kind of attention you might expect-such is the continuing plight of this overlooked intermediate. However, the story changes considerably when the powerplant is revealed, for most enthusiasts have never laid eyes on a '65 Fairlane that delved this deep into restomod territory. It's not just that the car sports an EFI 5.0L as its motivation, it's the fact that it's loaded with some of the best bits and pieces the aftermarket has to offer. The basis for the whole affair is a long-rod, 306-cube, short-block from D.S.S. Competition Products, perhaps best known as a big player in the world of late-model Mustangs. Based on a fully prepped production roller-cam block, the internals feature lightweight forged pistons, H-beam rods, and D.S.S.' own main-cap support system. An Anderson Ford Motorsport N91 hydraulic roller cam pops the valves in the aluminum AFR 185s, while the inductionside features a Victor 5.0 manifold with 30-pound injectors, a 75mm Edelbrock throttle body, and a C&L 85mm mass air meter.

Backing the potent powerplant is the expected stick-shift transmission thanks to an '89 spec T-5 five-speed, while farther arrears lies a stout 9-inch assembly pulled from a late-'70s Lincoln. The housing was narrowed by Jantz Engineering and filled with such goodies as a nodular iron case, a Traction-Lok differential, 3.70 gears, and Moser axles. The factory Lincoln rear discs were freshened and teamed with Granada fronts, a Wilwood proportioning valve, and Mustang SVO master cylinder, while the suspension was treated to a thorough overhaul including all-new bushings, springs, and KYB gas shocks.

Bill spends plenty of sunny day miles behind the wheel of his Fairlane, so updating the interior was an important part of the equation from the start. Sharp eyes will notice the dash is fitted with a rare radio-delete panel found in a wrecking-yard four-door, but that doesn't mean Bill is satisfied to hit the road with just the sound of the stout small-block up front. No, a Pioneer CD head unit is housed in the custom center console, supported by a 300-watt JBL amp and a quartet of JBL speakers. The power front buckets were sourced from an '84 T-bird and rebuilt/recovered in black tweed by A-Tech Auto Restyling of Columbus, Ohio-along with the door panels and original rear seat.

In the end, we love that Bill has taken a decidedly different approach to classic Ford performance-supported in a big way by his wife, Nanci, and his daughter, Caiti. Sure, the '65 may not be the pinnacle of Fairlane styling, but it's still an excellent example of mid-'60s design, and arguably every bit as attractive as the competition (think '65 Malibu).

Those who seek a unique angle to our hobby ought to be particularly inspired by the content of this story, evidenced in part by the fact that it's been more than four years since we encountered our last feature-worthy '65 (Dec. '02). Bill Miller's example brings well-deserved attention to this historically ignored hot-rod option, and we give him a big thumbs-up for a job well done.

The Details
'65 Fairlane 500 Hardtop
Owner: Bill Miller, Silverdale, WA

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I can't recall who said fire in the hearth fades with time, but it certainly wasn't Rosemary and Daryl Nichols. They've been in love for 32 years and have four grown children, 12 grandchildren, and two great grandchildren--and they managed to have a wonderful time along the way.

So, how do you improve a winning scenario right out of a storybook? You do it behind the wheel of a Dusk Rose '57 Thunderbird with the person you're deeply nuts about. Rosemary was born on the brink of that bizarre baby-boom phenomenon everyone likes to talk about--1945, before our troops came home from Europe and the Pacific--yet she's not ready for a rocking chair and retirement. She's a radiant, youthful woman with a refreshing spirit. Rosemary's vision for greatness began with a Dusk Rose '57 Thunderbird poster. That, coupled with a gentle cattle prod in Daryl's ribcage, set her field of dreams in motion. After all, could you say no to Rosemary? We didn't think so.

As the Nichols walked a Portland, Oregon, swap meet looking for a project car, they found a disassembled T-bird for $14,000. Daryl asked Jerry Sharp of Bird Brains if the car was worth 14 grand. That's when Jerry suggested Daryl purchase one already completed. When Daryl asked Jerry if he had one in Dusk Rose, he responded with a resounding, "Yes--ripe for the picking."

"We drove it home, intending for it to be a driver," Daryl says. "Rosie handed Ed Hubbs of Full Blown Customs a pink pearl earring and told him that's the color she wanted." Ed painted the T-bird with three coats of pearl and three coats of clear. A local artist--inspired by the car's youthful, sport-luxury theme, handcrafted those stained, rose-clad glass portholes. The interior was done in Cadillac White leather at Stan's Upholstery in Eugene, Oregon. Because Daryl wanted Rosemary to have all the comforts of modern transportation, he had the car outfitted with an awe-inspiring sound system from Evolution Car Audio, also in Eugene. Daryl says it dims the lights and runs the battery stone dead in about 11 minutes. Open the trunk and it's JBL from quarter to quarter--rich, powerful sound unheard of in 1957. In the main cabin is a Kenwood disc system with DVD screens and global-positioning navigation.

Ford's Thunderbird for 1957 wasn't just sporty, open-air transportation; it was a lifestyle, much like the Mustang to come seven years later. Although it's easy to think of the T-bird as a sports car, it's nothing of the sort. It's a personal luxury car with room for two--and later, room for four when Ford's marketing people concluded they could sell more Thunderbirds if they added a rear seat (they were right). This makes Rosemary's two-seat 'Bird exceptional because it's the symbolic end of a short, romantic chapter in automotive history.

Conceiving Rosemary's dream ride was never easy, Daryl says. He had Les Schwab Tire Stores order him a set of American 120 knock-off, wire wheels and Toyo Proxes tires. They checked wheel offset and backspacing, and it looked like a perfect fit. When Daryl brought them home, he discovered his 18-inch rear wheels would not fit inside the fender skirts. That's when he had Messler Products narrow the car's 9-inch rearend by 2 inches on each side to achieve proper wheel and tire fitment. Disc brakes were installed in all four corners for safe, reliable operation.

The cool thing about Rosemary's '57 is its restomod, yet wonderfully classic, demeanor. Under the forward opening bonnet is this car's original 312-inch Y-block. Nothing radical here--just a smooth, mild stocker yielding the beat of 16 iron shaft-mounted rocker arms riding the wave of mechanical tappets in soft chatter. Inside, cast pistons and skinny I-beam rods beat a smooth tempo on the American road. Because the Holley 4V Teapot carburetor was problematic in 1955-'56, Holley developed the more advanced 4150 series carburetor for 1957. This is the more traditional Holley four-bore we're familiar with today. In fact, the venerable Holley design became legendary and remains in production today in all its various forms. The Holley 4150 employed an easy-to-adjust automatic choke and accelerator pump system that provided flat-spot free performance during cold-start operation. It became the basis for a lot of imitations to come later on.

Although Ford's Y-block V-8 was ultimately replaced with the FE-series big-block, the 90-degree Fairlane small-block, and the Cleveland/Midland engine family, there's no substitute for the way these classic V-8s sound and function. They make a soft burble coupled with the sweet sound of solid tappets. Ford has come full circle, by the way, with a Y-block design known to most of us as the overhead cam Modular V-8--a skirted-block V-8 engine that returns to the tried-and-proven Y-shape employed by the 312 and FE-series engines of long ago.

Although we don't associate the 9-inch Ford rear axle with classic two-seat Thunderbirds, it debuted in 1957 along with the Holley just mentioned. Because Rosemary's Thunderbird was factory fitted with the Borg-Warner two-speed Ford-O-Matic transmission, it has 3.10 cogs--a nice compromise yielding both acceleration and cruise.

Despite all of the modifications performed on Rosemary's two-seat Thunderbird, the car never lost its original charm. It remains Dusk Rose with a smattering of pearl and plenty of clear--with rich leather unlike anything available in 1957. The Nichols have taken an American favorite and made it better than anyone could have imagined 50 years ago. Think of it as a metaphor for an extraordinary relationship that has lasted a lifetime.

The Details

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