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VOLUME 30 I ISSUE 11

YOUR 4.6 AND 5.0 LITER POWER SOURCE! Follow Us

HORSE POWER P. 96

(SICK BLUE OVAL FEATURES)

14 →NOT SO MELLOW

Following in a winning tradition, Steeda’s № 20 is loud and proud.

32 →GREASED LIGHTNING 52 →A WOLF IN SHEEP’S CLOTHING 72 →PROJECT TERMINATED

2003 hauler by Johnny Lightning Performance.

1,200hp Shelby GT500.

Gus Markou swapped a Terminator combination into his 1987 Mutang LX.

(TURNIN’ WRENCHES)

22 →BIG (2V, 3V, 4V) MOD POWER

You asked for it, and Ford built it: an affordable 5.3L crate modular stroker short-block.

42 →IT’S A DRAG RADIAL WORLD

Taking a look at Mickey Thompson Tires’ line of super-sticky rubber.

60

→CLEARED FOR DEPARTURE Adjustable coilover drag shocks and struts from VariShock enable you to tune the launch and hookup to improve elapsed times.

(EVENT COVERAGE)

80 →SUNNY SUPER NATIONALS

The Super Nationals at National Trail Raceway had just what the NMRA needed.

(DEPARTMENTS) 8 SHOP TALK 94 SNAPSHOTS 96 HORSEPOWER

Steeda Autosports has a long history of competing in the SCCA, which was also a great way to develop the company’s line of performance parts for all Mustang enthusiasts. This month we had a chance to look at the revamped Q500. It really is as impressive as it looks! Big thanks go to John Moore for nailing this month’s cover model.

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SHOPTALK EDITORIAL I BY HENRY DE LOS SANTOS

Week to Wicked, Pony Edition

The days were long, but the results speak for themselves

→Week to Wicked has come and gone, and if you tuned in to our social media channels, you saw the Mustang-360. com crew transform a completely stock 1966 Mustang hardtop with a six-banger into a 500hp street beast—all in just five days.

Our vintage Pony was in excellent shape when we purchased it, but we have big plans for this hardtop, including SEMA and several shows on the East Coast, so we first had it sprayed Axalta 2017 Mustang Competition Orange by Superstition Restoration in Mesa, Arizona.

With the exterior looking pristine and the build week upon us, a team worked relentlessly to complete the build: Rob Kinnan (edi-

tor, Mustang Monthly); Mark Houlahan (technical editor, Mustang Monthly); Michael Johnson (technical editor, Muscle Mustangs & Fast Fords); Jason Scudellari (manager, TEN Tech Center); Christian Arriero (assistant, TEN Tech Center); and a solid crew from Classic Performance Products.

At the end of day five, we knew we were going to do our celebratory burnout, only we didn’t realize it would take until 3 a.m. to make it happen. But hey, we did it, and seeing the monster tire smoke bellowing out of the wheelwell was pretty epic.

Now that our vintage build is complete, that only

FEEDBACK? Email me at finish.line@enthusiastnetwork.com

8 NOVEMBER 2017 WWW.MUSTANG-360.COM

means one thing: It’s time to do a late-model Week to Wicked! I’ve mentioned it before, and several of you have written in with a wide variety of ideas (and great ones at that), but we only have room for one build and we are now in the planning phases of things to come.

While I can’t disclose the platform or which direction we are going in (yet), I just couldn’t wait to say

that we are finally getting our opportunity to build a badass ride. Will it be a corner carver, a dragstrip terror, or something that can do it all? Only time will tell. But I can say this: Our build week is slated for January 2018 and you can expect plenty of coverage on Mustang-360. com, along with Facebook Live sessions, throughout the entire build.

YOUR 4.6 AND 5.0 LITER POWER SOURCE!

EDITORIAL NETWORK CONTENT DIRECTOR Doug Glad NETWORK DIRECTOR, MUSTANG 360° GROUP & EDITOR Henry De Los Santos MANAGING EDITOR Craig Johnson TECHNICAL EDITOR Michael Johnson CONTRIBUTORS Steve Baur, Grant Cox, Edward Maloney, Ro McGonegal, Jim McIlvaine, John Moore, James Smart, Evan J. Smith, Amie Williams ART DIRECTION & DESIGN ART DIRECTOR Michael Belcher MUSTANG 360° NETWORK www.mustang-360.com www.musclemustangfastfords.com ADVERTISING INFORMATION. Please call MUSCLE MUSTANGS & FAST FORDS Advertising Department, (813) 675-3492. Related publications: Vette, Mustang Monthly, Mopar Muscle, Hot Rod, Car Craft, Chevy High Performance, Circle Track, 4-Wheel & Off-Road, Four Wheeler, Jp, and Super Street.

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Contribution must be accompanied by return postage and we assume no responsibility for loss or damage thereto. Manuscripts must be typewritten on white paper, and all photographs must be accompanied by captions. Photo model releases required on all persons in photos. Muscle Mustangs & Fast Fords reserves the right to use material at its discretion, and we reserve the right to edit material to meet our requirements. Upon publication, payment will be made at our current rate, and that said payment will cover author’s and contributor’s rights of the contribution. Contributor’s act of mailing contribution shall constitute an express warranty that the material is original and no infringement on the rights of others.

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10 NOVEMBER 2017 WWW.MUSTANG-360.COM

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TEN: THE ENTHUSIAST NETWORK, LLC CHAIRMAN Peter Englehart CHIEF EXECUTIVE OFFICER Scott P. Dickey CHIEF FINANCIAL OFFICER Bill Sutman PRESIDENT, AUTOMOTIVE Scott Bailey EVP/GM, SPORTS & ENTERTAINMENT Norb Garrett CHIEF COMMERCIAL OFFICER Eric Schwab GENERAL MANAGER, VIDEO PROGRAMMING Bobby Akin MANAGING DIRECTOR, STUDIO TEN Jerry Solomon EVP, OPERATIONS Kevin Mullan SVP, EDITORIAL & ADVERTISING OPERATIONS Amy Diamond SVP/GM, PERFORMANCE AFTERMARKET Matt Boice VP, FINANCIAL PLANNING Mike Cummings SVP, BUSINESS DEVELOPMENT Mark Poggi SVP, BUSINESS INTELLIGENCE Dan Bednar SVP, AUTOMOTIVE DIGITAL Geoff DeFrance SVP, AFTERMARKET AUTOMOTIVE CONTENT David Freiburger SVP, IN-MARKET AUTOMOTIVE CONTENT Ed Loh SVP, DIGITAL ADVERTISING OPERATIONS Elisabeth Murray SVP, MARKETING Ryan Payne VP, HUMAN RESOURCES David Hope CONSUMER MARKETING, ENTHUSIAST MEDIA SUBSCRIPTION COMPANY, INC. SVP, CIRCULATION Tom Slater VP, RETENTION & OPERATIONS FULFILLMENT Donald T. Robinson III

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FEATURE I 2016 STEEDA Q500R

TEXT EVAN J. SMITH

14 NOVEMBER 2017 WWW.MUSTANG-360.COM

PHOTOS JOHN MOORE

FOLLOWING IN A WINNING TRADITION, STEEDA’S NO. 20 IS LOUD AND PROUD

R

acing is a longstanding tradition at Steeda Autosports. Company president Dario Orlando has been burning up road courses on the SCCA trail for decades, which led him to open the doors to Steeda in 1988. In the 1990s, Steeda gained prominence with its popular No. 47 1993

Cobra R, and it gained momentum producing an endless list of Mustang parts and racing a real 1995 R-model Cobra that was campaigned in IMSA. More recently, Orlando, along with VP of Operations Glen Vitale, have been winning in SCCA competition with a 2016 Steeda Q500R that features mostly off-the-shelf parts.

WWW.MUSTANG-360.COM NOVEMBER 2017 15

FEATURE I 2016 STEEDA Q500R

Mustangs have come a long way since the Fox and S197, with more power and precision handling, plus improved safety and durability. Steeda’s parts have progressed as well. In fact, the S550 catalog offerings can get you everything from a dropped stance to a kiss from the trophy girl.

“We are competing in SCCA T1 (Touring 1), which is comprised of BMWs, Vipers, ’Vettes, Nissan 370Zs, and other cars,” said Glen Vitale. “It’s competitive production car racing.

The spirit of the class is that anyone can take a car off the showroom floor, bolt on parts, and race. You can add suspension links, bushing, and alter the setup as long you maintain the stock pick-up points,” he added.

“We race because it’s fun, and there is no better way to develop performance parts

then to go racing. It exposes all the good and bad points.”

MM&FF readers may remember this Q-Series Mustang wearing a supercharger, but the engine was returned to a mostly stock configuration to meet the SCCA requirements. Vitale said, “You can run dead stock, or do bolt-ons and SCCA will penalize you with weight and a restrictor plate.

You can also blueprint the engine to SCCA T1 specs, but that also carries weight and intake restriction penalties.”

Steeda has modded the stock 5.0L engine with a cold-air intake, tune, and Stainless Works long-tube headers with Steeda mufflers. At certain tracks the team will opt for a Boss 302 or Shelby GT350 intake. The better-breathing intakes allow more rpm and better high-rpm power, despite the restrictor plate that must be

16 NOVEMBER 2017 WWW.MUSTANG-360.COM

The Mustang’s Coyote 5.0 is mostly stock except for the induction, headers, and tune. Steeda selects between stock, Boss 302, and GT350 intakes depending on the track configuration.

We are competing in SCCA T1 (Touring 1), which is comprised of BMWs, Vipers, ’Vettes, Nissan 370Zs, and other cars

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FEATURE I 2016 STEEDA Q500R

used in conjunction.

And while the Steeda Q500R looks fantastic, many of the go-fast enhancements are hidden under the skin. Keeping the contact patches flat under corning is the name of the game, so Steeda went into battle with its Pro-Action adjustable dampers and recently released progressive lowering springs. “We are running all equipment from our catalog, but we use spring rates that are way higher than what you’d want on the street,” explained Vitale. “We just introduced the progressive spring (PN 555-842) that’s on our website. It came from what we are doing with the race car, and matches nicely with our Pro-Action shocks, the same ones that we use on our Q-series street cars. It’s a spring that we recommend for track use, but it can absolutely be used on the street. It’s been very popular. You can use it with stock struts, but we recommend using our Steeda Pro-Action or Koni dampers.”

The front utilizes Steeda’s adjustable antiroll bar and billet end links, caster/camber plates, and bumpsteer kit. The rear is

fortified with Steeda’s rear adjustable sway bar, IRS subframe alignment kit, aluminum differential bushings, IRS subframe support braces, rear spherical bearings, adjustable rear toe link, billet aluminum vertical link, rear adjustable camber arm, IRS subframe bushing support system, and billet rear shock mounts.

“A lot of our IRS upgrades for S550 customers came from what we learned on track,” said Vitale. “For instance, the stock bushings are rubber and have lots of deflection. They are great for normal driving, but our urethane bushings have far less deflection, so you get better control, improved feel, and increased traction.

For the IRS we use our adjustable camber arms to dial in the suspension. In early testing we had issues with understeer, and we adjusted sway bars and springs accordingly. Then we had overseteer issues.

We learned that we were running too much negative camber, so we developed our adjustable camber arms to dial in camber quickly at the track. And that’s where we are right now. We

18 NOVEMBER 2017 WWW.MUSTANG-360.COM

are constantly developing because everything is fresh; we learn something every time at the track. Ultimately we are designing a Mustang to be predictable when at the limits of adhesion, to allow drivers to extract every bit of handling and speed.”

To improve acceleration, the Mustang was fitted with an aluminum driveshaft and 3.73 cogs, meanwhile G-Force axleshafts ensure durability. Stopping duty is handled by Wilwood brakes.

Vitale said, “We originally used stock brakes, but Wilwood wanted us to test its six-piston front brake kit with two-piece, 14-inch front slotted rotors. It’s something like 7 to 9 pounds lighter per corner, and that’s unsprung weight so it makes a big difference. We are presently testing Wilwood rear brakes and I was floored with how much braking power this car has.”

Also at each corner are lightweight Forgeline WC3 18x11 wheels with either P315/30ZR18 Hoosier DOT slick or Nitto NT01s.

To remain in compliance with the rules, the Steeda Q500R must weigh at least 3,475 pounds with driver, and there is a minimum ride

Steeda’s years of racing and development helped it arrive with a race-winning combo of balance and speed. Here you see the front Pro-Action struts along with the Wilwood brakes and the meaty antiroll bar.

Steeda’s Q500R has been modified for the track with an AIM computer, Sparco race wheel, and removal of nonessential items.

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FEATURE I 2016 STEEDA Q500R

A full cage adds stiffness and driver protection.

Out back is a host of goodies designed to increase traction and driver feel.

The only item not found in the Steeda catalog is the differential cooler system.

Conditions dictate whether the team uses Nitto or Hoosier rubber. Either way, wheels are Forgeline WC3 measuring 18x11 inches.

Long-tube headers and X-pipe are from Stainless Works.

Steeda’s Dario Orlando and Glen Vitale share driving duties. The Corbeau seat keeps them supported, safe, and comfortable.

height as well. “As far as taking it from street to track, we reduced weight with a carbon fiber KOHR hood and a lightweight decklid from our catalog. We also upgraded to a C&R radiator, and we added a differential cooler to maintain proper fluid temps on track,” Vitale said.

The return to the track for Steeda has been good.

Drivers Dario Orlando and Glen Vitale won in their first race in Homestead, Florida, and they nearly swept the next race weekend at Palm Beach International Raceway (Palm Beach, Florida), taking two wins and a Second Place finish in the recent Bud Memorial Double SARRC ECR Challenge. The event included two 20-minute sprint races and a 1 1/2-hour Enduro that included refueling and a driver change.

Orlando, who drove both

sprint races, qualified the yellow and black No. 20 Ford on pole. Admittedly rusty, he struggled at the start of the first race, spinning on the second lap, but despite having not competed in over two years, he gathered the Mustang and fought his way back to grab a Second Place finish. “It was great to get back in competition,” said Orlando. In the second race he was able to maintain the lead and take the victory.

He said, “It was a challenge staying ahead of the supercharged M3. However, the Steeda Mustang prevailed and it was really exciting to take a win.”

The team concluded the weekend running the 1 1/2-hour ECR Enduro, where Orlando took his third pole. Vitale drove the first stint, poured the coals to the Steeda Mustang, and never looked back. He ran clean, leading the race until pitting

20 NOVEMBER 2017 WWW.MUSTANG-360.COM

for refueling and to hand the reigns to Orlando. With 30 minutes to go, Orlando got back in the mix and held off the field for a true flag-toflag victory.

“It was an amazing race weekend,” said Orlando.

“We use this car to develop new Steeda parts, so we are always pushing and learning. And we can’t want to get back, take a look at the Mustang, and then do our job making the best parts for our customers.”

Steeda’s biggest on-track challenge comes from SRT Vipers and Chevy’s Corvette.

“The Viper and ’Vette are lighter and were faster when we started this year,” said Vitale, “but the first event was in the rain; it was the SCCA majors in Miami at Homestead. The rain is an equalizer, so it worked in our benefit. We went with the Nitto NT01 tires and were able to run consistently fast.

We were able to win through strategy. That was the first race, then we won at PBIR, and we recently scored a win in the 1 1/2-hour Armed Forces SCCA ECR Enduro at Homestead.”

With such great success, Vitale stated that they plan to run more SCCA Enduro Championship Racing events, which covers the Southeastern United States.

“We’ve worked diligently to produce a Mustang with greatly enhanced handling performance, but one that’s easy to drive at the limit,” said Dario Orlando. “In fact, one of the reasons we race is to show enthusiasts they can have the very best parts on the street or track. Our engineers have developed the most comprehensive collection of suspension, chassis, and power upgrades that, when taken together, provide power and control that is unsurpassed.”

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SCode: 1711FF • Prices subject to change without notice. Please check SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2017 AUTOSALES, INC.

FIND IT AT

BIG MOD POWER

Big (2V, 3V, 4V) Mod Power!!!

You Asked for It, and Ford Built It: the Affordable 5.3L Crate Modular Stroker Short-Block TEXT JIM SMART PHOTOS AUTHOR

t is really amazing what you can get from the automotive aftermarket these days in your quest to build a really hot Mustang or perhaps just a fresh reliable warmup for the commute. Affordable white-hot Coyote crates ranging from dead stock to psychotic wild, fast-quick drop-in beasts you can install over a weekend.

Ford Performance has done it again, turning its attention back to the overhead cam engine, the 4.6L-based Modular, which has been stroked to a stunning 5.3L for your 2V, 3V, or 4V project. The M-6009-B53 5.3L crate short-block is easily the most common-sense Modular engine package on the market and it is available right now. The 5.3L crate is a nobrainer because Ford Performance has done all the work for you. No machine shop or amassing of parts. Ford cops the BOSS 302 bare block (M-6010BOSS50) and fills it with solid internals that are designed to work with 2V, 3V, or 4V heads. Screw this thing together in your garage, button it up, and go racing. Or fire it up for the commute or a weekend getaway.

Think about it. Ford Performance product planners and engineers have taken care of the toughest part of building a new engine by designing a strong and durable short-block, offering a great range of naturally aspirated or supercharged power possibilities. Our friends at Ford use only the best parts, starting with the Modular BOSS block, Eagle steel forged stroker crankshaft and H-beam connecting rods with floating pins, and Mahle coated and forged pistons. Bored and stroked (3.701 by 3.750 inches) to 5.3L, this BOSS short-block is internally balanced and ready to be assembled to your application.

22 NOVEMBER 2017 WWW.MUSTANG-360.COM

We looked to Eddie Rios at Addiction Motorsports in the heart of the San Fernando Valley of Southern California for his expertise. Rios has a lot of experience with all Modular engines, including the Gen I and Gen II Coyote. He is going to assemble our 5.3L crate using Trick Flow’s new Twisted Wedge 195 heads for Modular engines.

Trick Flow Twisted Wedge 195 series cylinder heads are outstanding pieces for Modular Fords. The power secret is Twisted Wedge combustion

chambers and intake valves moved to the opposite side of the camshaft. The result has been dramatic increases in midlift airflow, piston-to-valve clearance, and valve-to-bore clearance for using higher-lift cams and larger valves without altering bore size or fly-cutting pistons.

Other Twisted Wedge features include OE PI-style intake inlets, Fast As Cast runners that deliver nearCNC-ported airflow, CNC-profiled combustion chambers, 3/4-inch-thick decks, patented replaceable cam bear-

PROUD PARTNER

In addition to performance, the ExtremeContactâ„¢ Sport provides an extra measure of confidence because it is backed by the Total Confidence Plan:

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MILE LIMITED MILEAGE WARRANTY 1 2

60 DAY CUSTOMER SATISFACTION TRIAL2

1 Rear axle of split fitments covered at 15,000 miles.

Coverage is within the stated duration from the date of purchase or the first 2/32nds treadwear, whichever comes first. Restrictions and limitations apply.

VISIT CONTINENTALTIRE.COM FOR COMPLETE DETAILS.

BIG MOD POWER

ing journals, and 3/4-inch-reach spark plugs. These heads fit all 2V Romeo and Windsor engines and accept all OE camshafts, followers, lash adjusters, valve covers, and most factory timing covers. The Trick Flow 195 cylinder heads are available fully assembled or as bare castings. You can order them with a number of different spring pres-

sures depending on cam selection.

We are dropping this 5.3L SOHC into a 1999 New Edge to show you what can be done with a 2V SOHC Modular engine given a pinch of additional displacement and Trick Flow 195 cylinder heads with an aggressive cam profile. We will keep you abreast of this engine’s progress. We are grate-

ful to Ford Performance for a terrific short-block package like this. It is built to Ford’s toughest engineering standards and ready for any application you might have in mind from your daily driver F-150 to a weekend racer New Edge Mustang. Build it mild.

Erect it wild!

2

1 The Modular 5.3L Stroker Short-Block (M-6009-B53) begins with the M-6010-BOSS50 block, Eagle steel forged crankshaft and H-beam rods, and Mahle free-floating forged pistons. This is a short-block ready for any mission from commuting to racing.

3

The 5.3L is fitted with this Melling OEM-style M360 oil pump.

There are three potential Melling pumps you can use if you are going racing with the 5.3L. Melling offers two high-performance pumps, available from Summit Racing Equipment: PN 60176 and PN 10227. Both are hard anodized for durability and fitted with chromoly steel billet internals. The 10176 pump is a standard volume pump, while the 10227 is high volume. Melling also offers the 10340 pump, a high-pressure pump designed specifically for the 3V engine and its VVT system, which depends upon pressure to do its job. The M360 pump installed on these engines is an excellent piece for street and high-performance driving. Call the M360 a vastly improved OEM-style pump.

5

We like Ford Performance’s windage tray for the 5.3L, which will work very well with any aftermarket pan. We have opted for a Moroso pan and pickup, and are staying with the factory windage tray.

4

We are going racing with this 5.3L powerhouse in a New Edge. Rios has chosen to stud the block with ARP studs (PN 256-4001) and the supplied Fel-Pro head gaskets. Studs are threaded but not bottomed out. SAE 30 weight oil is used on the threads to get an accurate torque reading.

24 NOVEMBER 2017 WWW.MUSTANG-360.COM

The heavy-duty M-6010-BOSS50 block sports this M6015-BOSS 5.0 casting number. The “W” indicates casting at the Windsor, Ontario, iron foundry. Windsor has traditionally been a truck casting and engine plant—with those first Modular 4.6L and 5.4L engines being produced for the new F-Series trucks in 1997-1998.

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BIG MOD POWER

6

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11

We like these CNC-ported D-ports on the exhaust side. Exhaust valves are 1.450 inches on both the 185 and 195 heads.

12

The Trick Flow Twisted Wedge 195 series cylinder head (TFS-52910002-C01) does the factory head one better with a complete redesign of the SOHC Modular cylinder head.

Twisted Wedge Race 195 cylinder heads are perfect for big bore engine builds like the 5.3L, superchargers, turbos, high compression, big shot of nitrous oxide, and other mega-power combinations. Where they differ from the standard 185 head is they use fully CNC-ported runners with a premium high-resolution surface finish for top-drawer performance.

What’s more, larger valves and race-duty valvetrain components give these heads 8,000plus rpm capability. These heads are available fully assembled or as bare castings.

7

Trick Flow revisited the Modular cylinder head’s oil galleys, improving oil distribution.

9

An overhead view of the Twisted Wedge 195 head demonstrates revised cam and valve positioning, resulting in dramatically improved flow.

10

Twisted Wedge heads glide over the ARP studs. Studs are the better choice if you are planning to race, use nitrous, or opt for supercharging.

13

Rios stresses oil galley plug installation in all the right places. If you get this one wrong, count on low to no oil pressure and one heck of a mess on the garage floor. Because SOHC heads are reversible, this is an easy step to overlook—but don’t. Oil galleys get plugged at the back of the cylinder head. In front, they get the chain tensioners.

26 NOVEMBER 2017 WWW.MUSTANG-360.COM

Look at these CNC-massaged intake ports, each 195 cc in volume. Buttery smooth walls lead to extra-large 1.900inch valves and 44cc chambers. Chamber size for the 185 head is offered in your choice of 44cc or 38cc.

Rios torques the heads in proper order per Ford specifications. Always best to torque heads crisscross in one-third values for uniform head and gasket compression. Then check torque readings again a fourth time.

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The Eibach Pro-Street-S is designed, tested and manufactured in-house by our suspension engineers and ride control experts. Spring rates are vehicle specific and perfectly matched to the performance damping of our 46mm monotube shock system.

Immediately experience more-precise turn-in response, improved handling and enhanced cornering grip on the street—or lower lap times on the track.

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BIG MOD POWER

Trick Flow has done cam selection for us with the TFS-51802001 camshaft kit with 0.550/0.550 intake/exhaust valve lift with the stock Modular rockers and 228/230 degrees of duration intake and exhaust on 112-degree lobe centers.

Despite the aggressive nature of these cams, you get a civilized idle and a power band of 1,500-5,000 rpm.

14

THE STRONGEST DRIVELINE COMPONENTS PERIOD S550 Driveshafts Half-Shaft Axles Complete Bolt-In 9” IRS Kits

15 Trick Flow really knows how to dress up the otherwise lackluster SOHC Modular V-8 with these cast aluminum wrinkle finish valve covers (PN TFS-51811802) for Windsor Modulars.

Romeo engines get the 11-bolt covers (PN TFS-51811801). These covers look sharp and quiets down the Modular valvetrain.

16

Photo Courtesey of: Through My Lenz Photography

Look at the cam support the Trick Flow heads provide with liberal journal surface area and improved lubrication qualities.

17

• Half-shaft Axle Upgrades • 1-Piece Driveshafts

S5 g fS f half-shafts carry the same Lifetime Warranty all GForce axles carry and are available through Ford Performance dealers.

• Complete Bolt-In 9” IRS Kits • Driveline & Suspension Components see more LI

Rios has given cam journals generous amounts of Comp Cams engine assembly lube. Cams are seated and prepared for permanent installation. Some builders choose to install rocker arms first, then seat the cams in proper time with the № 1 piston at top dead center. Rios installs cams first, then rocker arms. He checks cams for freedom of rotation with journal caps torqued to specifications before rockers go on.

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Cam journal bolts are torqued in a speciďŹ c order to prevent distortion. Be advised: You must follow the order exactly as Ford dictates. Bolts are gradually run down in order like you would torque a cylinder head or main bearing caps. If you get in a hurry, you will not be able to turn the cams.

19 A word about Ford Modular timing chain guides. There are two types of chain guides for two subfamilies of Modular engines. Steel guides are Romeo only. Plastic guides are Windsor only. Because we have Trick Flow heads on a Windsor block, this application calls for Romeo guides. You must also be mindful of the chain tensioner guides. Romeo and Windsor are also different. This has to do with chain to tensioner guide offset. The tensioner guide must line up with the chain perfectly.

These are hydraulic chain tensioners, which function from engine oil pressure. Once chains are installed and properly timed, tensioners are installed with pins in place. Once you are conďŹ dent timing is spot on, pull the pins.

BIG (2V, 3V, 4V) MOD POWER!!!

21

22

Once each chain is installed and properly timed, tensioners are installed and pins pulled. When pins are pulled, tensioners provide static tension. However, you must have pressurized tensioners (oil pressure) with heavy tension on the chains prior to startup.

23

Trick Flow provides this cam degreeing kit, which enables you to remove the hydraulic cam follower and go to this solid follower for pinpoint accuracy. Rios degrees each camshaft and ďŹ nds that both are spot on and do not req0uire advance or retard. Retard for more power at high rpm. Advance for better low- to midrange torque.

24

Rios has the cams properly located and the â„– 1 piston at top dead center. Chain master links are located with timing marks on the cam and crank sprockets. This is how you time both cams. Never rotate the cams independently of the crank. You risk valve-to-piston contact and serious engine damage. Our Trick Flow application has an adjustable crank sprocket to advance and retard valve timing.

28 We have opted for this Moroso road-race pan with big capacity for high-revving Modulars. This is a class-act piece that is precision welded with thick pan rails for durability and will keep our Modular well fed at high rpm. We are currently ďŹ nishing up the fuel system to support the new powerplant, but we are planning to add the Trick Flow Track Heat upper and lower manifold once we swap out the timing cover from the original 4.6L.

We have degreed the left-hand camshaft. Installation of the right-hand chain is next, along with degreeing. Because the Modular has two cams there is twice the amount of work.

25

This is how the dial indicator is set up on the SOHC Modular. You may choose any cylinder as long as you are in proper time at the beginning of intake stroke. Run the engine through at least twice and record your findings.

26 Right-hand timing chain

and sprockets are installed and properly timed. Rios has chosen zero, with the “0” at the keyway. Note the master link and timing mark at the crank sprocket.

Timing the Ford Modular doesn’t have to be complex.

27 Check out this Innovators Wests 10 percent underdrive harmonic damper (PN 803) for Modular engines. This is SFI 18.1 rated for 2V, 3V, and 4V Mustang GT and Cobra with eightrib drive and 10 percent underdrive pulley. This guy is designed to fit 4.6L and 5.4L 2V, 3V, and 4V engines. For engine s making over 500 hp, a standard-diameter damper is recommended.

You also have the option of dual keyway or a super hub option when power goes skyward.

SOURCES ›Addiction Motorsports ›Summit Racing 818.313.8863 Equipment addictionmotorsports.com 800.230.3030 summitracing.com ›Ford Performance Parts 800.241.3673 ›Trick Flow fordperformance.com 888.841.6556 trickflow.com ›Innovators West 785.825.6166 innovatorswest.com

Comfort, Support & Style

FEATURE I 2003 FORD SVT LIGHTNING

GREASED LIGHTNING TEXT RO MCGONEGAL

PHOTOS DOMINICK DAMATO

32 NOVEMBER 2017 WWW.MUSTANG-360.COM

BUILT TO HAUL IN MORE WAYS THAN ONE

L

ong-distance relationships are sometimes unavoidable, but they always suck. As we know, such estrangement happens all the time

between car owners and car builders.

Bad enough you are in New Jersey and your car is in San Francisco. Or how about you are Nathan Findlay working as an executive sports manager in

Qatar and your roller is in Pennsylvania—or maybe Illinois? Might as well be on the moon. So having boots on the ground is critical.

Since Findlay was in the desert

WWW.MUSTANG-360.COM NOVEMBER 2017 33

FEATURE I 2003 FORD SVT LIGHTNING

and a million miles away, his surrogates were wife Narelle Brooke; Brett Lemenager (Jokerz Performance, Ashkum Village, Illinois), who arranged the shipping nightmare to Qatar; Joel Buchanan (FH Customs, Jacksonville, Illinois); and Johnny and Susie Wiker (Johnny Lightning Performance, New Providence, Pennsylvania). Johnny Wiker’s responsibility was the high-torque motor. He pulled the long-block and gave the bores a 0.020-inch cleanup that increased displacement to 333 ci. Since the motor was all the way down, Wiker spec’d out a new rotating assembly made up of a Cobra Jet crankshaft, Manley H-beam connecting rods, and JLP/Manley 9.4:1 pistons. In real life the stock engine produced more torque than horsepower (380/450, hp/lb-ft) at the fly-

wheel. Wiker’s ministrations have simply amplified that imperative in the new motor.

At the time of writing, the engine still had not been broken in, but Findlay claims that at 17.4 psi it produced 575 lb-ft to the wheels; there was no power rating available. With that parameter in mind, plus a projected positive manifold pressure of 22 psi, Wiker is alluding to 710 hp and 790 lb-ft torque.

Johnny Lightning Performance buttoned up the lower end with a Moroso oil pump. Wiker swapped in a JLP Stage II hydraulic roller camshaft (specs proprietary) but maintained the original rockers. For this application, Wiker broke out a set of his JLP R cylinder heads, which are CNC-ported and fitted with JLP-spec Manley stainless steel valves.

Though the original

34 NOVEMBER 2017 WWW.MUSTANG-360.COM

Johnny Lightning Performance went after the suspension, tailoring it more for appearance than practicality.

The control arms in front and rear are stock; the coil springs and leaf springs have a 3- and 5-inch drop, respectively, and operate with QA1 adjustable dampers.

To null any traction issues, JLP retained the original antisway bars and installed its long traction bars. With the correct offset and backspace, Johnny Wiker was able to include 22-inch-diameter Boze Acute rims (8.5and 10.5-inch widths) shod with 255/35 and 305/30 Pirelli P Nero Zero GT rubber.

The Only R2650 For 2015-17 Mustangs Is Here!

Get 690 crank hp and 588 ft-lbs. torque with our Stage 1 system #15865* or 731 crank hp and 588 ft-lbs. of torque with our Stage 2 system #15864* • Eaton® TVS R2650 is 15% larger and offers more power potential over a R2300 series equipped system • R2650 features larger bearings and thicker timing gears for improved performance • Features our new DP-3C intercooler design for 45% more surface area for cooler intake air temperatures • Includes 3 year/36,000 mile powertrain warranty • Not legal for sale or use in California or other states adopting the California emissions standards

FOLLOW US ON:

EDELBROCK.COM Free Catalogs: 800-386-8326 • Tech Line: 800-416-8628, 7am-5pm PST. M-F

©2017 EDELBROCK, LLC

® Eaton and TVS are registered trademarks of Eaton Incorporated *Results obtained with 93 octane fuel

PASSION FOR PERFORMANCE

FEATURE I 2003 FORD SVT LIGHTNING

plant had an Eaton Gen IV pufďŹ ng (at 8 psi) between its banks, Wiker swapped it for a Kenne-Bell 2.6 supercharger pushing air through a Jokerz Performance polished and ported lower manifold and midplate. The charge travels through a JLP Thunder Tube, thence to a single-blade throttlebody and an SCT BA-2600 mass air meter. The temp of the supercharged air

is reduced via an LFP intercooler that works in conjunction with an AFCO dual pass heat exchanger equipped with dual fans.

Fuel delivery and dispersion is based on a Magnafuel pump and Deatschwerks 78-lb/hr injectors and pressure regulator. Waste is voided through Bassani/ JLP long-tube headers, an X-pipe, and a pair of 3-inch Bassani mufers.

36 NOVEMBER 2017 WWW.MUSTANG-360.COM

STREET OR STRIP - UNDISPUTED PERFORMANCE...

On the street or on the strip, Mickey Thompson Tires are engineered with UNCOMPROMISED construction resulting in UNDISPUTED performance. Our tires are engineered to WIN. We NEVER stop innovating, you NEVER stop winning.

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FEATURE I 2003 FORD SVT LIGHTNING

After torque channels through the 4R100, it rolls down an oversize aluminum driveshaft to the original 9 3/4-inch axle, a Truetrac differential, and 3.73:1 gears.

Findlay’s transmission is fixed with a Precision Industries 2,600-stall torque converter, a Summit auxiliary fluid cooler, and a JLP shift kit. The shifter is a modified unit out of a 2007 HarleyDavidson Edition F-150.

Findlay is especially proud of the conversion, a story in itself, completed by Joel Buchanan, who put 60 hours

in the creation of a fiberglass surround for the shifter that melds perfectly with the custom console sourced and refinished by Lightninglover Chris Conrad.

Before they touched a single component, the cats at FH Customs gutted the cab.

In anticipation of a sound system composed of JL Audio head, a five-channel amplifier, and 10-inch subwoofers in a handbuilt rack, they treated it roof-to-floor with Dynamat sound deadener. Since the Lightning will probably not be coming

back to the states again, the speedometer was converted from miles-per-hour to kilometers. A three-gauge cluster on the A-pillar set with a carbon overlay by Black Cat Customs holds Auto Meter Pro Comp Ultra Lite Carbon Fiber Series dials. Bet you noticed the chrome door pulls from a 2003 Harley Davidson edition, too.

So Findlay, before you leave Qatar for Australia or Jakarta or wherever, be sure to show the locals the benefits of American engineering!

From Pennsylvania, the Lightning was shuffled off to FH Customs in Illinois for the body tweaks. Since the Dark Shadow Grey paint was still in nine-tenths condition, it required nothing. FH detailed the exterior with a modicum of understated pieces. Cervini’s provided the smooth side steps, the rolled pan, and the 3-inch cowl hood. FH inserted polished billet upper and lower grille inserts, smoothed the lower tailgate molding, shaved the lock, and then finished off the modifications with a small lip on the back of the tonneau cover.

WWW.MUSTANG-360.COM NOVEMBER 2017 39

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SUPER-STICKY RUBBER

It’s a Drag Radial World Taking a Look at Mickey Thompson Tires’ Line of Super-Sticky Rubber

TEXT STEVE BAUR PHOTOS AUTHOR

ars continue to get quicker and faster—there’s no denying it. Whether they are straight off the assembly line or heavily modified for track use, today’s automobiles have more horsepower and torque than ever before. Mickey Thompson Tires has stepped up to provide the street and race rubber that

42 NOVEMBER 2017 WWW.MUSTANG-360.COM

enthusiasts need to take advantage of the extra ponies under the hood. In 2014, Mickey Thompson unveiled a revamped lineup of high-performance tires. As the various product lines have rolled out to masses since then, we thought it best to take a look at the changes to M/T’s offerings and sort out the various applications that these tires may be useful for.

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SUPER-STICKY RUBBER

1

Stellar Street Tires Before we get into the drag radial shoes, it is important to point out that M/T debuted a new Street Comp tire in 2014, and the tire line has steadily gained traction, no pun intended, in the late-model performance market.

The M/T Street Comp is a conventional but ultrahigh-performance tire with an asymmetric tread design that provides great dry and wet weather traction. With a UTQG treadwear of 300, it should last plenty long on your daily or weekend driver. For those OCD types, the Street Comp allows you to have one brand of tire on the car should you have your daily equipped with Mickey’s drag radial tires out back.

Sizing for the Street Comp starts with 17-inch diameters and runs all the way up to 20 inches, which are especially popular and sometimes standard with S197 and S550 Mustangs.

This is where it started for many a street and race enthusiast. The Gen 1 Mickey Thompson drag radial was a formidable tire in its day, but technology has advanced.

A broader product line today allows enthusiasts to pick a drag radial that better suits their individual needs.

2

The new ET Street S/S offers an improvement in wet-weather traction, making it better suited to the daily driver who needs additional traction on the street, as well as grip at the track when the power is turned up for quick elapsed times.

44 NOVEMBER 2017 WWW.MUSTANG-360.COM

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SUPER-STICKY RUBBER

Gobs of Grip!

Here Come the Drag Radials

3

Moving to the drag radial line of tires, it is important to note that the original Mickey Thompson drag radial, commonly referred to as the Gen 1 in racing circles, has been retired. When its racier sibling, the 275 Pro, debuted in 2010, M/T took a lot of what it learned from that tire and put it into two new offerings: the ET Street S/S and the ET Street R. If there was one drawback to the original M/T drag radial, it’s that it didn’t offer much in the way of wet-weather traction compared to its main competition at the time. The new ET Street S/S design offered a remedy for that. The ET Street S/S is a DOT-approved tire that uses the same R2 compound from the 275 Pro and features a redistributed tread pattern that, according to Mickey Thompson’s Jason Moulton, provides 30 percent better wet-weather traction than the Gen 1 tire. This is the tire for the guys who find it hard to maintain traction most anywhere due to improved engine performance, but who also spend most of their time wheeling their hot ride on the street while occasionally hitting the track. Bear in mind that the ET Street S/S is an improvement over the original M/T drag radial, so its on-track performance can pretty much handle anything you can throw at it.

Just how quick can you go on it, you may be wondering. Well, Louie Filippides and George Farkouh compete in the NMCA’s Edelbrock Xtreme Street A more track-oriented but still streetable tire, the ET Street R gives up a bit in wetclass where the S/S is one of the spec weather performance for better straight-line grip on and off the track. tires. As of this writing, the team holds the class record at 7.50 in the quarter4 mile and has gone as quick as 7.44 in the off season in better air—how’s that for an improved wet-weather, drag radial tire? The ET Street S/S offers one of the company’s widest ranging product lines, offering sizes from 15-inch diameters all the way to 20. More sizes are on the way in late 2017, early 2018.

For enthusiasts who have a more track-focused machine in their garage, but who still need a DOT-approved, street-legal tire, Mickey Thompson offers the ET Street R. This tire gives up a wet-weather tread pattern in favor of a more track-oriented design with smaller voids and less grooves than the S/S. This, in turn, creates a better contact patch for increased straight-line traction. The ET Street R shares the R2 rubber compound

Fiscus/Klugger Racing set the world on edge when it muscled its Racecraft-built, twinturbo machine to a record-setting 5.92-second quarter-mile time at over 250 mph.

46 NOVEMBER 2017 WWW.MUSTANG-360.COM

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SUPER-STICKY RUBBER Florida’s Bart Tobener 5 competes in NMCA Edelbrock Xtreme Street and NMRA Street Renegade with his 2015 Mustang. On the ET Street S/S, Tobener piloted the pony to a 7.99 to make it the first S550 Mustang in the 7s.

He later improved on that time, running the ET Street Radial Pro in Renegade competition and clocking a 7.92 at over 170 mph.

6

The ET Street Radial Pro, easily identified by its minimalist grooves, has been the tire setting all of the radial-tire records for several years now. It is designated for competition use only, and though it uses the same R2 compound, it features a much softer sidewall than the S/S and R tires.

7

The Mickey Thomson Pro Drag Radial is a competition tire with a slick contact patch. Not DOT-approved, it features lighter construction for less rotational weight. The radial construction means that there is less rolling resistance and the tire will not grow in diameter as speed increases, which allows you to predict your gear ratios more easily.

with the S/S, but its construction is different and incorporates much of the 275 Pro technology. Sizes continue to roll out for the ET Street R, and currently the company offers 15-inch through 18-inch diameters in the most popular tread widths.

It’s also notable to point out that within the ET Street R product line is an offering of bias-ply tires. Indeed, these are revamped versions of the original Mickey Thompson ET Street tire that 5.0L Mustang stick drivers used all through the 90s and even now.

One look at the 15- to 17-inch sizes and you will see the similarity, but these tires utilize the latest in ET Drag technology and share the minimal tread pattern with their radial ET Street R siblings. For many stick-shifted cars, a bias-ply tire is still the way to go for optimum elapsed times—but the radial is closing in on it for sure.

The 275 Pro, which kicked off this major shift in product development for Mickey Thompson, has been officially branded as the ET Street Radial

Pro. This tire was built for competition use only, and thus its DOT approval is for sanctioning body purposes only.

As mentioned, the Street Radial Pro shares the same rubber compound and construction with the R model, but the tread pattern gives way to the bare minimum required for DOT approval. The 275/60-15 size is what started the Pro line, and this tire (as of this writing) has propelled Ziff Hudson and his Fox-Body Mustang to a 4.01-second, eighth-mile elapsed

time. The 315 version came out in late 2015. In fall 2016, Kevin Fiscus and Josh Klugger used it to run 5.92 at over 250 mph in the quarter-mile on their twin-turbo 481X-powered, Fox-body notchback. Then Stevie “Fast” Jackson set the eighth-mile record with the 315 mounted on Phil Shuler’s blown Pro Mod, at 3.73 seconds.

As you can see, Mickey Thompson’s DOT-approved tires can provide the traction for the quickest of street and track cars, but it also has race-

SUPER-STICKY RUBBER

8

The advent of the drag-radial tire has made street cars faster than ever. Cars like Justin Jordan’s twin-turbo, Coyote-powered Mustang use M/T drag radials to run into the 7s in the quarter-mile.

oriented offerings in its Pro Drag Radial and Pro Bracket Radial tires.

The Pro Bracket Radial tire was designed for the sportsman racer who needs a long-lasting tire that is consistent across many track conditions.

The compound allows the tire to recover better after wheel spin, and radial construction offers improved performance over traditional bias-ply options.

“When radial tires were introduced in drag racing, they were fast, but they often proved to be unforgiving at the starting line,” says Jason Moulton, a product development manager at Mickey Thompson. “We are closing this gap in radial-tire technology with the new Pro Bracket Radial.”

The tire’s radial construction also means that racers don’t have to worry about checking and adjusting for rollout. Just another added feature of the radial design.

The Pro Drag Radial is aimed squarely at the Outlaw 8.5, Outlaw 10.5, and NHRA Super Stock racers.

The tire features a lighter construction and is designed for well-prepped tracks that you will usually find at Outlaw races and NHRA national events.

While other companies have made little to no advancements in the drag-radial market, Mickey Thompson has forged ahead. Rumor is that Nitto is working on a trackoriented drag radial, and Continental Tire’s acquisition of Hoosier Tire in 2016 could provide an influx of R&D, so there might be some competition coming, but that’s a good thing because, as they say, competition breeds innovation.

How Are Radials Quicker Than Bias-Ply Tires?

Bias-ply drag tires, like the traditional slick tires that racers have used since the beginning, have been a mainstay for racing, mostly because of their contact patch—there’s simply more rubber to grab the ground.

The other reason is because the soft sidewall construction allows the tire to absorb the power coming from the engine so it doesn’t hit the tires so aggressively at launch. This provides more time for the car to transfer weight to the rear, which in turn pushes down on the tires for added traction when the sidewall reaches its limit and must rotate the tire.

That power-absorbing sidewall is a trade-off, however, as you are not using that power to propell the car.

This not only happens at launch but during every shift, too. If you can stick the power you have without twisting up the sidewall, the car will be quicker and faster every time because you are not wasting the energy, and the rolling resistance all the way down track is lessened because of the stiffer sidewall.

Over the last decade, rubber compounds and tire construction have allowed the drag radial to gain ground on the bias-ply when it comes to ultimate traction. We aren’t far from seeing a takeover.

There are still some times when a bias-ply tire is the go-to shoe, and some racing sanctions and/or classes still require such tires.

SOURCE ›Mickey Thompson Tires 330.928.9092 mickeythompsontires.com

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FEATURE I 2012 SHELBY GT500

WOLF IN SHEEP’S CLOTHING

1,200HP SHELBY GT500 TEXT EDDIE MALONEY

PHOTOS AUTHOR

52 NOVEMBER 2017 WWW.MUSTANG-360.COM

WWW.MUSTANG-360.COM NOVEMBER 2017 53

FEATURE I 2012 SHELBY GT500

A

wolf in sheep’s clothing is exactly how Perry Tipton describes his Kona Blue 2012 Shelby GT500. If you take a look at Roxxy, the name given for the car, you may just see a bone-stock GT500 with a Cervini’s hood. That’s exactly what Tipton would want you to think, but there are more than a few surprises lurking under the skin.

When Tipton retired from two decades of service in the off-shore oil drilling industry, he established a couple of goals. One was to move out of Texas and live in

beautiful Lake Havasu City, Arizona. The other was to find and build a Kona Blue Shelby GT500. After nearly six months of searching for his exact car, Tipton found it at Tommy Vaughn Ford in Houston, Texas. With plans to make the Shelby a versatile machine, he immediately dropped the car off with Josh Hoker and Mitchell Wright of Kinetik Motorport, also in Houston.

The final product was a car destined to run SCCA, the Texas/Colorado Mile, and even hit up a few dragstrips, all while remaining street legal.

Tipton recruited Dennis

54 NOVEMBER 2017 WWW.MUSTANG-360.COM

Faerman Racing Engines to machine and customize the Shelby’s Four-Valve DOHC 5.4L engine, which was set at a compression ratio of 8.5:1 in order to handle the 3.6L Kenne Bell twin-screw supercharger that was to be installed.

To fight back against the more than 26 pounds of boost running through the engine, Manley Rods were installed, along with JE Pistons. L&M Engines sent over custom-ground blower cams to complement the ported and polished heads. A full return-style fuel system was installed with Injector Dynamics 1300cc injectors,

all while running the stock ECM. The responsibility of tuning this bullet landed on Jon Lund II from Lund Racing. On a race tune this car has put down over 1,200 hp on the dyno. At this point the stock ECU has had all it can handle and Tipton is considering aftermarket options.

Perry Tipton chose to keep the Shelby GT500 with a stock appearance, with the exception of the Cervini’s hood.

FEATURE I 2012 SHELBY GT500

The exhaust was upgraded with American Racing long-tube headers with stock mufers to reduce the decibel level.

However, electric cutouts were installed for when Tipton feels the need to make a little more noise.

The stock transmission was removed and replaced with

a Tremec Magnum XL, Spec ST clutch, and full SFI scattershield. The factory 8.8inch rearend was beefed up with welded axletubes and 9-inch housing ends, Moser axles, and Strange yokes on both sides of the one-piece aluminum driveshaft.

Due to diversity of competitions in which this

56 NOVEMBER 2017 WWW.MUSTANG-360.COM

car participates, particular attention needed to be given to the suspension. Adjustability was everything.

Eibach adjustable coilovers were mounted on all four corners. BMR supplied the K-member, A-arms, upper and lower control arms, and several other components. With only a

Under the hood sits the massive twinscrew, liquid-cooled Mammoth Kenne Bell supercharger.

The Dennis Faerman Racing Engines’ powerplant produced over 1,200 hp on the stock ECU at 26 pounds of boost.

FEATURE I 2012 SHELBY GT500

few adjustments, Tipton is able to bounce between cutting the corners on the road course and ripping off some nine-second passes down the quarter-mile.

The interior of the GT500 is no different. You will find just a few tasteful upgrades in order to keep the factory styling of a true sleeper yet provide what is required for a vehicle of this performance level, such as a Watson Racing rollbar with rear seat delete, a triple pillar gauge pod for keeping an eye on the vital signs, and five-point harnesses wrapped around the factory Recaro seats. The rest of the interior remains beautifully stock.

To date, with Tipton behind the wheel the car has made multiple runs over 206 mph in the Texas Mile and competed in several SCCA and road course events. His best quarter-mile run to date was a 9.54 at over 140 mph with no suspension adjustments from the previous road races. He plans to continue to run the Texas Mile events as

well as the Colorado Mile, where he will shoot for the Shelby records in each location. But more important, the car’s a driver—and a fun one at that. No garage or shop queen, this car is a regular cruiser across the popular London Bridge at Lake Havasu.

The Shelby isn’t Tipton’s only Ford street machine seen around the lake either.

Hidden away in his garage

58 NOVEMBER 2017 WWW.MUSTANG-360.COM

you will find a pro street 1967 Ford Fairlane GTA. Not a bad way to spend your retirement.

A short but prestigious list of people Tipton wants to thank: Mark Duber, Kinetik Motorsport (Josh Hoker and Mitchell Wright), Dennis Faerman Racing Engines, John Lund II of Lund Racing, L&M Engines, and Tommie Vaughn Ford for finding the car.

Tipton kept the inside of the car mostly stock but added a rear seat delete for the extra rollcage support bars. A G-Force five-point harness was added when Tipton lets her rip on the dragstrip or the road course, including a full Watson racing rollbar with swingout bars for easy daily driver accessibility.

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TEXT JIM SM MART PHOTOS AUT THOR

ooking up has long been the challenge for drag racers everywhere. Lost contact patch at launch translates to disappointing 60-foot and quarter-mile times.

Weight distribution and transfer at launch are everything to hooking up and feeling good about yourself when you get the timeslip at the end of the return road. So what to do?

VariShock has a solution in its QuickSet 2 coilover shocks for Fox

60 NOVEMBER 2017 WWW.MUSTANG-360.COM

Mustang racers who seek better weight transfer and better eighth- and quarter-mile elapsed times. QuickSet 2 is a quick solution for weight transfer issues, and we are going to show you how.

One avid Fox Mustang drag racer told us, “We had old-school nonadjustable shocks and struts on our Foxbody Mustang and still managed 1.23 short-times on 26x8.5 slicks and 1.22 on 28x10.5s. However, we needed the ability to adjust the suspension to help

balance the power and varying track conditions, which is why we chose VariShock QuickSet 2 coilovers.”

What VariShock QuickSet 2 performance means for you are 16 different settings each for rebound and compression, with 256 potential combinations to micro-tune suspension dynamics. For now, we have the install handled, but expect to see a full update once we get back on the track and shake it down.

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Assembly begins with the coil spring adjustment ring. Thread it down to the bottom of the shock.

2

4

Coil spring installation is next. Position the spring onto the spring adjustment ring.

Installation is a cakewalk, with a single bolt at each end.

3

5

The rod end is installed at the end of the shaft as shown, along with the spring retainer.

Next, the rod end stop nut is tightened, which secures the rod end. It is suggested you use a thread locker.

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7

The double-adjustable QuickSet 2 from VariShock allows you to dial in rebound (red) and compression (black).

8

The front VariShock QuickSet 2 struts for Fox Mustangs allow you to tune the front suspension for the same reasons we tune the rear—good weight transfer and hookup by allowing the front end to rise and shift weight.

9

As you can see, installation is straightforward.

Grade 8 bolts secure the installation.

64 NOVEMBER 2017 WWW.MUSTANG-360.COM

Begin front strut installation with this spacer, which slides over the shaft.

The spring adjustor is also threaded onto the strut body.

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10

11

These adjustable camber/caster plates from Maximum Motorsports afford you complete alignment tuning capability with an easy installation.

The top spring mount and thrust bearing are installed next.

WWW.MUSTANG-360.COM NOVEMBER 2017 67

ADJUSTABLE COILOVERS

12

13

The studded camber/caster plate mount is positioned in the strut tower along with spacers and washers.

The Maximum Motorsports camber/caster plate is mounted and secured. Do not completely tighten the self-locking nuts until you are ready for strut installation and static alignment.

14

The strut is secured at the camber/ caster plate and tightened.

68 NOVEMBER 2017 WWW.MUSTANG-360.COM

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Our VariShock fully adjustable QuickSet 2 strut is installed and ready for ride height adjustment. Proof positive is when we take this small-tire ride to the track for a workout.

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WWW.MUSTANG-360.COM NOVEMBER 2017 71

FEATURE I 1987 MUSTANG LX

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C

US

TEXT MICHAEL JOHNSON

PHOTOS AUTHOR

O MUSTANG LX

Mallet Motorsports applied a fresh coat of PPG black paint to the LX back in 1996 to accentuate the car’s Cervini’s cowl hood and 1993 Cobra rear spoiler. To really make the most of the Fox lines, Gus Markou added LMR SVE Series 2 wheels in 18x9 up front and 18x10 out back.

Nitto 255/35 tires are in the front, while 285/35s reside in the back. Inside the SVE wheels are the brakes from the 2003 Cobra donor car.

WWW.MUSTANG-360.COM NOVEMBER 2017 73

FEATURE I 1987 MUSTANG LX

R

emember the first time you drove a Fox Mustang? If you hadn’t owned a fast car before you drove one, you probably thought the Fox was the fastest thing on the planet.

The good ol’ 5.0L pushrod had an abundance of torque on the lower side of the tach, which made it feel fast. Of course, we never left them alone, so we became more and more jaded as mods came on board.

However, once you step into a modern Mustang and feel its performance, stepping back into a relatively stock Fox pushrod combination leaves you wanting. You wonder if something is wrong with the car. Don’t misunderstand—we love Fox Mustangs, and pushrod

engines, but a proper Terminator or Coyote powerplant is tough to beat in any Mustang these days.

That’s exactly the spot in which North Ridgeville, Ohio’s Gus Markou found himself. Let’s back up a second, though. First, Markou has had the car since the ripe old age of 15. How he was lucky enough to own a Fox Mustang at that age came about from his dad ordering the car for Markou’s older brother Nick.

However, Nick went into the USAF, and the car sat in the garage. When Nick was out of the service, he moved to Greece, and left the car behind.

Next up on the driving list was Markou, so the car was passed on to him. As with most dads, Markou’s dad knew what

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he was doing. The car was ordered minus the creature comforts of the day, like power windows, mirrors, and locks. “Just an FM radio and roll down windows for my brother,” says Markou.

Maybe his dad wanted to keep the gadgets to a minimum—less stuff to go wrong, perhaps.

His wisdom probably saved Markou from changing out faulty door lock solenoids, power window motors, and more, but that was also the way to order the quickest Mustang. With less weight from actuators and motors, Fox Mustangs devoid of the power options were amongst the quickest out of the box. Whatever line of thinking Markou’s dad subscribed to, we aren’t sure how wise it was to turn a 15-year-old loose with

Markou’s friend Matt Gross spent a lot of time on the car’s interior, converting it from red to black and covering the dash, center console, and kick panels in leather. The door panels were modified to accept the manual window cranks, and a pair of Corbeau seats was upholstered to match.

The interior also sports dual Aeroforce gauges. The speakers are all JL Audio with a 12-inch sub and amp.

The gauge cluster and pedals were the only components making the transition from the Cobra to the Fox.

FEATURE I 1987 MUSTANG LX

the quickest Fox Mustang available. But that’s what happened.

Besides his dad and brother, Markou wasn’t the only Fox fan in the family.

His other older brother, Alex, also had a 1989 LX 5.0L at the time. With both brothers having Fox Mustangs, a passion was born.

Markou says, “As I grew up with the car it got different combos from the usual bolt-ons to a built 306 with nitrous.”

However, as life happened, he wasn’t using the car very often, much less taking it to the track. To have a more comfortable street car, Markou added a 2003 10th Anniversary Cobra convertible to the

stable in 2004. “That’s when I met the love of a DOHC supercharged 4.6L,” he says.

“As I still had the ’87 sitting in mostly street/strip trim, I figured why not take the best of both worlds and collide them?”

Markou purchased a wrecked, low-mile Cobra out of California and had it shipped to his home in Ohio.

“With the help of my friend Brandon Phifer we worked endless nights to achieve what we ended up as Project Terminated.”

The boys went to work transferring everything over from the Cobra to the Fox. But in order to get the engine into the Fox, they first had to add an Anthony Jones Engineering tubular

76 NOVEMBER 2017 WWW.MUSTANG-360.COM

K-member and front control arms with Steeda X2 ball joints and Maximum Motorsports caster/camber plates. Strange Engineering 10-way adjustable coilover struts with Eibach springs round out the front suspension.

The most important part of the swap, the engine itself, is all stock. However, everything around it has been modified for increased performance and horsepower. Markou added a 2.9L supercharger, an SCT BA3000 mass air meter, an Accufab throttle-body, and a JLT Performance cold air intake. Dan “The Man” Watts did the fuel system, which consists of a pair of Aeromotive Stealth 340 fuel

Dan “The Man” Watts gets credit for Project Terminated’s wire tuck, while Jimmy at North Coast Powder Coating worked his magic on basically everything under the hood, the exhaust, brake calipers and brackets, and many suspension components, including the rearend housing. The Terminator swap is good for 650 rwhp and 630 rear-wheel torque thanks to a Rick Trunkett (Big 3 Racing) tune.

As I still had the ’87 sitting in mostly street/strip trim, I figured why not take the best of both worlds and collide them?

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FEATURE I 1987 MUSTANG LX

pumps, a Fore Innovations regulator and fuel rails, and 80-lb/hr fuel injectors.

Boost is at 20 pounds, while the supercharger is cooled via a stock intercooler teamed with a Lightning Force Performance heat exchanger. The combination is good for 650 rwhp and 630 rear-wheel torque.

Behind the supercharged engine is the same 2003 Cobra transmission out of the donor car, but it was upgraded with a 26-spline input shaft, a Spec Stage 3 clutch, and a Pro-5.0 shifter. Behind the T-56 is

the donor Cobra’s driveshaft along with a Lakewood driveshaft safety loop. A solid-axle 8.8 lives out back with 3.73 gears, Strange Engineering 31-spline axles, and a Ford Performance differential. Markou upgraded the rear control arms to Team Z Motorsports items with Strange Engineering 10-way adjustable coilover springs. Tying everything together is a Competition Engineering eight-point rollcage and Maximum Motorsports subframe connectors.

All this work has trans-

78 NOVEMBER 2017 WWW.MUSTANG-360.COM

lated to a best quarter-mile time of 10.80 at 135 mph, traction limited, obviously.

However, with a proper suspension now under the car, Markou plans to add slicks to the car this summer and see what the car can really do. He tried slicks at the end of 2016, only to rip the upper torque boxes, which sent him all over the track.

With the LMR-sourced big ’n’ littles, and revamped suspension, Markou hopes that translates into low-10s.

Nothing wrong with that.

All this work has translated to a best quarter-mile time of 10.80 at 135 mph To build a car of this magnitude takes a lot of help from friends and neighbors, but also a lot of patience from the significant other and family.

Besides those mentioned in this article, Markou owes a lot of patience and understanding to his wife Melissa and children Evan and Ava.

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EVENT I NMRA SUPER NATIONALS

SUNNY SUPER NATIONALS THE SUPER NATIONALS AT NATIONAL TRAIL

TEXT MICHAEL JOHNSON PHOTOS AUTHOR

RACEWAY HAD JUST WHAT THE NMRA NEEDED

80 NOVEMBER 2017 WWW.MUSTANG-360.COM

W

hen it comes to drag racing, it’s up to Mother Nature whether or not an event starts and finishes on the same weekend. Most of the time we know she’s a fan of drag racing because she allows for blue skies, and sometimes she even blesses us with cool temps.

Other times, though, she’s not in the mood, and she lets us know by opening up the clouds and raining on our parade.

The latter is exactly how she felt about the NMRA Ford Motorsport Nationals at Maple Grove Raceway back on May 4-7. The NMRA tried its best to make the event happen, but every time the track was nearly dry, it would start raining again.

It rained so much, in fact, that the event was postponed to be concluded at the next event, the NMRA Ford Super Nationals at National Trail Raceway in Hebron, Ohio.

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1. Our photos of Raymond Naegele’s Coyote Stock ride unveiled a couple issues. First, perhaps he needed a pound or more air pressure in the slicks, and that his left front had a flat spot. To make his weekend even more eventful, he decided to change out his sealed Coyote Stock engine’s oil pump and gears. Coyote Stock rules dictate that you can change out the oil pump and gears, but only under NMRA Tech supervision at an event. You also must use Ford Performance’s M-6600A50PKIT oil pump install kit and M-6600-50CJ oil pump with billet gears. For all of his trouble, Nate Stymiest put Naegele on the trailer in the first round.

WWW.MUSTANG-360.COM NOVEMBER 2017 81

EVENT I NMRA SUPER NATIONALS

4

Peep the captions to catch up on all the action from both the Ford Motorsport Nationals and the Super Nationals.

Competitors were basically able to get through the first round of qualifying, and that was about it.

Therefore, all eliminations had to be run at the Super Nationals, and then the actual Super Nationals race had to be run, as well. Yeah, it was an action-packed weekend at the Super Nationals, for sure. Ford Motorsport Nationals competitors were allowed a test hit the Friday morning of the Super Nationals, and then allowed to go through eliminations.

Thankfully, Mother Nature wanted to see some drag racing the weekend of the Super Nationals since there was a lot of racing to get through. Peep the captions to catch up on all the action from both the Ford Motorsport Nationals and the Super Nationals.

3

82 NOVEMBER 2017 WWW.MUSTANG-360.COM

2 2. Coyote Stock racer Carlos Sobrino had a habit of looking over at his competition, causing him to lose concentration on his own run. In Coyote Stock, hitting your shift points is key, so he borrowed a practice many NHRA drivers do, which is add tape to the side of the helmet to keep him from wanting to peek over into the other lane. Sobrino hopes that adding the tape will keep his concentration at a professional level, at least until he hits Fourth gear. Then he can look over all he wants.

3. Bryan Gardner looks like he’s on the pass of his life in this shot.

The Evansville, Indiana, resident brings this 1979 Mustang into Factory Stock competition with a Coyote/C4 combination. He beat Mark Anderson in Round 1, but eventual winner Bart Welte put Gardner on the trailer in Round 2. After seeing this picture, Gardner said he would probably be buying a full-face helmet.

VP Racing Fuels Street Outlaw 4. Manny Buginga’s crew likes to have a good time, and they are never shy about giving him a hard time. For the Columbus race, the subject was Buginga’s reaction times. In Round 1, he was a little tardy out of the gate with a 0.153 light, but he was still able to get around Brian Devilbiss and onto Round 2, where he was tree’d again by John Urist. However, as in Round 1, Buginga was able to gather up the win by the narrowest of margins in a pedalfest against the Fireball. In the final round against Dwayne Barbaree, the crew must have put a reaction time in the tune-up because Buginga was out with a muchimproved 0.037 reaction time.

Fortunately, he didn’t need the quick reaction time since Barbaree went -0.012 red, handing Buginga the event win.

EVENT I NMRA SUPER NATIONALS

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10

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5. Dwayne Barbaree and Russell Stone now campaign one of the most dominant Mustangs not only in the NMRA ranks but in heads-up racing in general. This car was originally owned by Joel Greathouse, but it may be more known as the car in which John Kolivas won three NMRA championships. After Kolivas sold the car to Daniel Pharris, the car continued to keep competitors up at night in X275 and Pro Drag Radial competition. With Barbaree at the wheel, the car has returned to its roots in NMRA’s Street Outlaw class, running a Kuntz and Company 360ci combo with a single turbo, and an M&M Transmission Turbo 400 with a ProTorque EV1 converter. The combination put the NMRA Street Outlaw class on notice after qualifying № 1 at the Super Nationals with a 4.392. Knowing he had a game competitor in the other lane, Dwayne Barbaree pushed the tree just a bit too hard with a red light start, handing the win to Manny Buginga.

Edelbrock Renegade 6. Speaking of dominance, Alton Clements worked over the Renegade class at the Super Nationals with his Vortechsupercharged Fox coupe. He qualified at the top with a 7.45 at 185 mph, and perhaps his competitors were trying to put down too much power in order to keep up. Clements basically ran unchallenged at the Super Nationals, as each of his competitors struggled to get down the track. Even perennial Renegade winner Brian Mitchell fell short in the final, as Clements took the win.

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7. Brian Mitchell is at the wheel of Adam Arndt’s Fox for 2017 while Arndt is busy working and Mitchell is rebuilding his own car. Arndt’s ride utilizes a ProCharger supercharger so it was Vortech versus ProCharger in the final. Mitchell will have to regroup for the next event because it was all Clements at the Super Nationals.

ProCharger Coyote Modified 8. John Kauderer races his 2014 Cobra Jet out of the JPC Racing stable, and already he has had quite a year in 2017. He won the Bradenton opener and then the All-Star Nationals at Atlanta Dragway. He was hoping make it four-in-a-row with a Ford Motorsport Nationals win, but he fell short of that goal. However, he rebounded to take the Super Nationals win, setting the low elapsed time with a 7.874 in the process.

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9. Haley James-Schneider has struggled at times in 2017, but it looked like the Hellion Power Systems’ racer had it all together at the Super Nationals. She took out Joe Cram in Round 1 and then Tommy Annunziata in Round 2, for a bout with John Kauderer’s Cobra Jet in the final. Although she lost that battle, she went to the final round of the rainpostponed Ford Motorsport Nationals as well, so maybe things are about to turn around for her.

G-Force Coyote Stock 10. Shane Stymiest (Shiftin Shane) is a veteran of the Coyote Stock class, and so is his engine. He is still utilizing a 20112014 sealed Coyote engine and controls pack combination.

Unlike a few other racers at the Super Nationals, Stymiest battled wheelie issues, but he was able to calm down the car enough to run consistent 10.30s and get the win.

84 NOVEMBER 2017 WWW.MUSTANG-360.COM

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EVENT I NMRA SUPER NATIONALS

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11. We are not surprised Charlie Booze Jr. has already prospered in Coyote Stock. His background plays right into the class requirements. Plus, he has had his hands on several Coyote Stock cars, so he knows how to make them go.

Booze ran consistent 10.30s at the Super Nationals, but he didn’t have quite enough to take out Shiftin Shane Stymiest in the final.

Richmond Gear Factory Stock

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12. Traction was not an issue at the Super Nationals for Bart Welte. The Factory Stock racer spends much of the first 60 feet in the air at every race. Back at the All-Star Nationals at Atlanta Dragway, the 8.8 in his 1989 LX hatch ate itself of the line, but thanks to a trip to Summit Racing Equipment, Welte and his crew fixed it in time for eliminations. At the Super Nationals, he didn’t have any rearend issues, running solidly in the 10.80s. In the final round against Matt Amrine, Welte enjoyed a starting line advantage and was able to stay out front for the win.

13. At times, racers fought a tricky track at the Super Nationals. Factory Stock racer Matt Amrine is a case in point.

During qualifying and eliminations, his car was on a rail, running consistent 10.60s at 125 mph leading up to the finals. However, being one of the very few stick cars left in the class, the traction wasn’t there when Amrine let out the clutch in the final against Bart Welte.

14

Aerospace Components Open Comp 14. Michael Lewandowski had a lot of luck on his side at the Super Nationals. There were a couple times when he should have been on the trailer during eliminations, but each time he somehow came out victorious. That luck continued in the final round when his opponent Terry Haynal broke out to give Lewandowski the win.

Race Pages Ford Muscle 15

Photo courtesy of the NMRA

15. Mike Roup made the long haul from Lockhart, Texas, to do battle in Ford Muscle, and he was lined up with another long hauler in the final against Tampa resident David Mormann’s 1970 Mustang. Fortunately for Roup, Mormann was in a hurry to get home and red-lit, which gave the event win to Roup and his 1966 Mustang.

Detroit Locker Truck and Lightning 16. One of the toughest matchups in Truck and Lightning, Gerry Van Veen was on his game at the Super Nationals.

When it counted, his reaction times were spot-on, and in the final round against Bob Dill, he didn’t need a quick reaction time. Dill red-lit, which meant an automatic win for Van Veen.

86 NOVEMBER 2017 WWW.MUSTANG-360.COM

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EVENT I NMRA SUPER NATIONALS

FORD MOTORSPORT NATIONALS FINISH

W

ith heavy rainfall during the Ford Motorsports Nationals, the event was postponed and concluded at the Super Nationals. Fortunately, the weather cooperated, and the Ford Motorsport Nationals finished during the qualifying rounds of the Super Nationals. The Ford Motorsport Nationals and Super Nationals at the same event meant for a busy weekend, but everyone worked together to make it work. Ford Motorsport Nationals eliminations went off without a hitch.

The winner of Street Outlaw is below. Other heads-up winners were Clements (Renegage), Polivka (Coyote Modified), Stymiest (Coyota Stock), and Amrine (Factory Stock).

Index class winners include White (Open Comp), Parker (Ford Muscle), Trammell (Truck and Lightning), Henson (Modular Muscle), and Firestone (Super Stang).

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Street Outlaw 17. Charlie Cooper has made big waves in Super Street since making the switch to the NMRA’s premier class. For the Ford Motorsport Nationals, he once again put his 1990 LX coupe in the Aerospace Components Winners Circle after making his way through eliminations. He cut a perfect light in the semifinal round against Manny Buginga, and he needed every bit of it to make it to the final round against Ronnie Reynolds in the JPC Racing entry. Reynolds knew he was slightly outmatched, so he had to push the tree to give it his best shot, but he lit the red bulb, handing the win to Cooper.

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→Darren Davidson from the United Kingdom has owned this 2013 V-6 Mustang for over a year now. The matte orange is Plasti Dip, and Davidson also added BBK shorty headers, BMR red rear control arms, UMI red front and rear sway bars, and an Airaid cold air intake. Plans call for a JM Performance single turbo kit to help this pony push 470 hp or more out of the 3.7L on 97-octane fuel. Building the motor with forged internals may be on the future to-do list, too, but he wants to do something different, something nobody in the U.K. has done yet. Davidson says that most enthusiasts over there buy a V-8 and throw on a supercharger, and he feels like the V-6 is extremely underrated. Good luck!

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KENNY NIELUBOWICZ • MEDFORD, NJ • 1990 MUSTANG LX

→Kenny Nielubowicz of Medford, New Jersey, built a beast of a Fox-body. This 10-second street car was given the heart of a Coyote from a 2014 F-150 with stock cams, a Boss intake, a Big Mouth LT throttle-body, and a Liberty faceplated TKO. Other modifications include 4.56 gears, a five-lug conversion, Strange Engineering 35-spline axles, line lock, Holley EFI fuel injection, a six-point roll bar, a Cervinis 4-inch cowl hood, BBK long tube headers, and Strange fully adjustable suspension all tied together with a tune by Shoemaker Performance. The Fox rides on 26-inch Mickey Thompson slicks with Wilwood disc brakes in the front and Strange discs in the rear. Nielubowicz hopes to pass this down to his son one day and gives big thanks to his wife Michelle for allowing him to get the car and to his friends Rob and Roy for helping him get the car to this point.

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Sniper Carbureted Nitrous Plate Kits →Holley/MSD is pleased to announce the release of Nitrous Oxide Systems’ budget-friendly, big-power Sniper 250 nitrous kits. Single-stage Sniper 250 wet nitrous kits come complete with everything you need to easily boost horsepower. They include 10-pound Sniper orange nitrous bottles, 14-foot AN-4 feed lines, stainless steel nitrous plates, all-new large-body Sniper solenoids, jetting for an additional 150, 175, 200, and 250 hp, and all the hardware for a quick, hassle-free installation.

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Flex-a-lite Extruded Aluminum Expansion & Overflow Tanks →The Flex-a-lite expansion and overflow tank is designed as either an expansion tank or an overflow canister. When used as an expansion tank, coolant can be drawn from the tank back into the radiator as the system cools. When used as an overflow, the tank simply contains any fluid that escapes the pressurized radiator cap when high temperatures are encountered. The expansion/overflow tank is readily removed with a wing-nut mount, making it very easy to raise the tank during radiator filling.

By using the Flex-a-lite expansion tank as the high-point in the cooling system, you can purge all of the air out of the cooling system. And, of course, it’s made in the USA. WEB FLEX-A-LITE.COM PHONE 800.851.1510

96 NOVEMBER 2017 WWW.MUSTANG-360.COM

YOUR MUSTANG PARTS SPECIALISTS!

ED HOSNI - 2012 AMERICAN SEDAN CHAMPION

2014 STEEDA Q 650

SPEED MATTERS!

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FOXBODY ‘79 – ‘04 Steeda Mustang Performance Springs '79 -'04

Easily and quickly improve vehicle handling by upgrading to Steeda rear and front swaybars!

LIFETIME warranty!

Improved Vehicle Handling ‘79-’04 Rear . . . . . . From $129.95 ‘79-’04 Front . . . . . From $189.95

Mustang Control Arms Steeda control arms dramatically improve your Mustang’s handling while reducing wheel hop.

Excellent for daily driving or performance use.

BEST RIDING SPRINGS AVAILABLE Steeda Competition & Drag Springs Starting at . . . . . . . . . . . . . . . . . $199.95

BEST RIDING SPRINGS AVAILABLE Steeda Competition & Drag Springs Starting at . . . . . . . . . . . . . . . . $199.95

Easily dial in your Mustang’s caster and camber. These track tested kits are fully made in the USA! We designed specific plates which have different, unique strut towers. Comes with a LIFETIME warranty!

Steeda Rear Lower Control Arms '05 - '15 These lightweight yet super strong arms reduce un-sprung weight and eliminate wheel hop. Ensures smooth, quiet operation combined with performance.

- Improves traction - Super strong billet construction - Lighter than stock and competitors arms - Used on the fastest production built Mustangs!

Starting at . . . . . . . . $179.95

Steeda Bumpsteer Kits

‘94-’04 . . . . . . . . . . . . . . . . . .$167.95 ‘79-’93 . . . . . . . . . . . . . . . . . .$167.95

Tri-Ax® Short Throw Shifters by Steeda The most trusted name in Mustang shifters, the Steeda Tri-Ax®!

Never miss 3rd gear again!

LIFETIME warranty!

TESTED OVER 1 MILLION SHIFTS! ‘82-’01 T5/T45 . . . . . . . . . . . .$189.95 Other ‘79-’04. . . . . . . . From $179.95

Steeda Logo ................................. $274.95 No Logo ....................................... $269.95 w/ Spherical Bearing ................ $319.95 Race Only ..................................... $399.95

Steeda X5 Balljoint Designed to raise the roll center of your Mustang as a result of lowering springs.

Improved braking and vehicle control under extreme driving conditions. Better handling for more stable cornering.

Dramatically improve your vehicle’s handling and steering response on your lowered Mustang.

LIFETIME warranty!

‘79 -‘04 Lowers . . . . . . From $199.95 ‘79 -‘04 Uppers. . . . . . . From $157.95

Steeda Mustang Sport Springs '05 -'14 - Improved vehicle handling - Great ride quality - Improved vehicle stance - Comes with a LIFETIME warranty!

4-Bolt Camber Plates ‘94-’04

Front & Rear Swaybars

S197 ‘05 – ‘14

Dramatically improve vehicle handling while maintaining the best ride quality available on the market today. All springs come with a LIFETIME warranty!

Steeda Mustang Caster Camber Plates

‘79-’93 Aluminum

1-800-950-0774

‘05 -’10....................................$157.95

Steeda HD Mustang Upper Strut Mounts Better handling, stable cornering. Maintain factory ride quality. Precision Tolerance and Fit with the Highest Grade Materials available. Allows adjustment of up to 1 degree positive or negative of camber.

‘05-’10 GT & ‘07-’14 GT500. . . . . .$249.95

Steeda Mustang Adjustable Rear Swaybar - GT Better handling with more stable cornering, while maintaining factory ride quality. Excellent bang-for-the-buck suspension piece.

Made in USA in House by Steeda!

Improve steering response, reduce understeer and improve overall handling balance. 50% increase in rear roll stiffness.

Machined out of billet steel round stock, in-house, on our multi-axis CNC lathes and go through hundreds of computer simulations to ensure the ultimate in strength and performance - this provides greater resistance to bending stresses.

7/8” ‘05-‘10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $152.95

THOUSANDS OF MORE PARTS, VISIT WWW.STEEDA.COM

Steeda stocks THOUSANDS OF MUSTANG PARTS by other manufacturers!

FREE SHIPPING! SAME DAY! Building American Made Performance Parts For an American Icon, For Over 29 Years! © 2017 All Rights Reserved. Not responsible for typographical errors within ad. Parts may differ from photos shown. All prices are subject to change. * Free Shipping offer applies to most non-truck freight items.

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HORSEPOWER 6 Speed Coyote Street Smart Transmission →Performance Automatic is excited to present its new Ford 6 Speed Coyote Street Smart Transmission Packages with the all-new 6600 Stand Alone Transmission Controller. The controller comes preprogrammed and features full paddle shift capabilities. It allows the end user to install the most up-todate and modern drivetrains into any project. This package comes complete with everything you need, including the 6 Speed Street Smart Transmission, 11 1/2-inch Factory Spec Torque Converter, flexplate, block plate, inspection cover, 6600 controller, wiring harness, and all required hardware.

WEB PERFORMANCEAUTOMATIC.COM PHONE 240.439.4650

1979-2014 SVE S3 Sport Seat Kit →SVE has teamed up with TMI to revolutionize the seats in your 1979-2004 Mustang. SVE’s S3 Sport seats combine everything you love about racing seats with the comfort you expect from luxury-style seating. This seat focuses on the three areas that your factory seats lack support in.

Increased shoulder, kidney, and thigh bolsters have been strategically placed to keep you planted in your seat without sacrificing comfort. Utilizing a dial reclining mechanism, you can pinpoint-adjust the S3 seat forward or backward to find the optimized seating position you prefer. Harness slots are placed high in the backrest to further support your shoulders with the addition of harness belts.

WEB LMR.COM PHONE 866.507.3786

Muscle Mustangs & Fast Fords (ISSN 1054-8912) November 2017; Vol. 30, № 11. Copyright 2017 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to Muscle Mustangs & Fast Fords, P.O. Box 420235, Palm Coast, FL 32142-0235. SUBSCRIPTIONS. U.S. and U.S. possessions $34.97 for 12 issues. Canada add $12 postage, and all other countries add $24 (for surface mail postage). Payment in advance, U.S. funds only. First issues will be delivered within 8 weeks for U.S. and 12 weeks for Canada/International orders. This magazine is purchased by the buyer with the understanding that the information presented is from various sources from which there can be no warranty or responsibility by TEN: The Enthusiast Network, LLC, or the publisher as to legality, completeness and accuracy.

98 NOVEMBER 2017 WWW.MUSTANG-360.COM

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OWN A 1994-2017 MUSTANG? SHOP THE FULL MMD STYLING COLLECTION AT: AMERIC ANMUSCLE.COM/MODERNMUSCLEDESIGN Modern Muscle Design is an industry-leading appearance brand, designing and manufacturing some of the most popular styling parts on the market. Using the highest quality standards and Ford OEM CAD data, our engineers design and test all of our parts in house, allowing us to guarantee they will fit, and guarantee they will last. Taking inspiration from Mustangs both classic and modern, our mission is to offer a full line of products that will make your ride turn heads and win trophies.

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B. MMD ABS REAR WINDOW LOUVERS

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299.99

MMD ROOF SPOILER - MATTE BLACK

199.99

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A. MMD V-SERIES REAR SPOILER

249.99

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MMD TAIL LIGHT TRIM - PRE-PAINTED

149.99

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MMD GT350 STYLE CHIN SPOILER (15-17 GT, EcoBoost, V6) Item #:394207 $

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YOUR 1979-2018 MUSTANG PARTS SPECIALISTS!

Steeda stocks THOUSANDS OF MUSTANG PARTS by other manufacturers!

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1-800-950-0774

Steeda Front and Rear Sway Bar Kit

Steeda Sport Springs - Progressive

Steeda Rear Spherical Bearings

- Improved handling - More stable cornering - Reduces body roll - Sway bar adjustability

- 1.125” front drop 1” rear drop - Great ride quality - Sharpen steering response - Increased spring rate as roll increases

- Reduces rear lower control arm deflection and wheel hop - Decreases vehicle reaction times - Eliminates alignment changes under power - No NVH increase

555-1017 (All) ........................................................... $459.95

555-8210 (GT / V6) 555-8212 (EcoBoost) ...........................................$279.95

555-4117 (All) .......................................................$164.95

Steeda Mustang Camber Plates

Steeda Ultimate IRS ‘Stop the Hop’ Package '15 -'17

Steeda Billet Aluminum Vertical Links

- Improves vehicle handling - On-car toe adjustability - Improves suspension compliance - Increases traction - Aligns subframe to chassis - No added NVH - Limits IRS sub frame movement - Reduces wheel hop

- Will not flex under load - No increase in NVH - High-quality billet - Reduces wheel hop - Increased handling characteristics

555-2129...........$899.95

555-4121 (All) ............................................$279.95

- Adjust camber angle from -0.3° to -2.8° - Reduces uneven tire wear for lowered cars - Increases cornering grip

555-8139 (All) ............................................................$269.95

Steeda ProFlow Ultimate Induction Power Pack

Steeda ProFlow Ultimate Induction Power Pack

- 30 RWHP and 23 ft/lb tq - GT - Includes Steeda Tunes for Life

- 48 RWHP and 78 ft/lb tq - EcoBoost - Includes Steeda Tunes for Life

555-3202 – ‘15-’17 GT...................$769.95

Steeda Billet Idler Pulleys

Steeda Water Pump Pulley

- Made from Aerospace grade aluminum - Stronger than OEM pulleys - Double sealed for a long, trouble-free life

- Light weight design using aerospace grade 6061 aluminum - Simple to install - Made in the USA

555-3205 (EcoBoost) .................... $789.95

555-3366 (GT)....................................$119.95

555-3367 13-17...............................$119.95

Steeda Hood Strut Kit

Steeda Tri-Ax Street Shifter

Steeda Tri-Ax Race Shifter

Steeda 2-Pt G-Trac Brace

- Big support brackets prevent hood flex - Neoprene backing to avoid abrasion - More room to work on your engine

- 30% throw reduction - Shift knob sits lower - Completely replace OE reverse lockout - Reduces NVH from stock shifter rattle

- 30% throw reduction Adjustable springs - 20% lighter than others - Lifetime warranty - Eliminates slop & shifter deflection

- Improves chassis stiffness - Only 5.5 lbs, 50% lighter than competition - Compatible w/other aftermarket components (headers, etc.)

- Improves response & predictability - Installs in minutes

555-0687 (All)............................... $134.95

555-7316 (All).......................................$129.95

555-7317 (GT) 555-7318 (EcoBoost) .........................$439.95

555-5533 (GT350)............................. $79.95

FOR HUNDREDS OF MORE S550 PARTS, VISIT WWW.STEEDA.COM Building American Made Performance Parts For an American Icon, For Over 29 Years!

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© 2017 All Rights Reserved. Not responsible for typographical errors within ad. Parts may differ from photos shown. All prices are subject to change. * Free Shipping offer applies to most non-truck freight items.

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