my other car: The Mustang was a $250 driver (just barely, Hence, the name
of the "team": Lame Horse Racing) when I bought it in 1981. In its current
incarnation it is extensively modified:
SET UP NOTES BY SEASON:|
- 16:1 steering box with Shelby quick steering kit.
- Lowered 2" front and rear.
- 1.25 hollow front Anti-Sway Bar (greasable urethane bushings;
0.75" solid rear bar.
- Global West Tubular Upper Control Arms (Tremendously strong and
provide Negative Camber Gain w/ Body Roll).
- Global West Lower Control Arms (Much stronger than stock w/
spherical bearings in place of the bushings).
- Global West Adjustable Strut Rods (Much stronger than stock,
replaces the bushings with rod ends, and your alignment person
will love 'em).
It's interesting to note that this all
bearing (no bushings except on the sway bar) front
suspension actually rides better than a freshly
rebuilt stock front suspension (admittedly I may
not be able to notice any additional NVH over the
- Removed the Urethane Strut Rod Bushings as the Adjustable strut
rods replace this (as it turns out) dangerous method of eliminating
compliance, (urethane bushings on the strut rods can cause the
rods to fracture because of their lack of adequate compliance,
use high durometer rubber or switch to rod ends.
- Global West 640 Lbs/In springs Front /
Maier Racing 160 Lbs/in
Rear (5 leaves in front of the axle/ 3 behind, 1" front eye, mid
eye on both ends. These rear springs are THE hot set-up (If your
sticking with leaf springs anyway)! I've used 4 and 1/2, and 4
leaf springs in about 195-200 Lbs/in rate and the Maier springs
are MUCH better!). The Front springs have had
one and a quarter turns cut off them and run with a 2" spacer
and one and a half spring rubbers between the coils, so the
actual spring rate is likely in the 750-800 Lb/In range and
- Removed the Under Ride Traction Bars (the poor boy's "Four-Link")
the Maier racing springs make them redundant.
- Replaced Spax 14 Position Externally Adjustable Gas Shocks (Great
wheel and body control, very useful adjustment, surprisingly good
ride quality just over powered by the current springs) with Penske
- Panhard Rod set level with the bottom of the rear axle.
- Alignment (as of 08/01/2004):
- Latest changes: Penske shocksrear springs, strut rods,
quick steering kit, new alignment.
impact: cut 4.3 seconds
off of relative times, car is MUCH easier to drive at
the limit and more comfortable.
- Weight (with driver and half a tank of gas):
was scaled at 3357 Lbs, 52.6% Front/47.4% Rear with the 410W.
With the 306 and other changes it should be down around 3050
with a 49.5%/50.5% Front/Rear split with me and a half tank
of gas on board.
- 4 Wheel Disk Brakes (Stainless Steel Brakes Corp.)
- Performance Friction Carbon metallic pads on the front
- Stainless Braided Teflon flex hoses to the front calipers
- Diver adjustable front to rear bias.
- Welded-in Subframe Connectors
- 8 pt Roll Bar
- Total Control Products shock tower
bracing kit replaced:
- Export Brace
- Monte Carlo Bar
- Convertible Torque Boxes
- Battery Moved to Trunk (ProVolt Dry Cell) and frenched
into the trunk floor behind the right rear wheel.
- Stroked 351 Windsor (4.04" bore X 4" stroke = 410 ci (i.e., 410W))
- Mildly ported World Products Aluminum Heads.
2.02" Intake/1.6" Exhaust valves
FLOW(@ 26" of Mercury and 0.6" lift):
|228 CFM||188 CFM|
- 10.55:1 Static Compression
|Duration (@ 0.050" lift):||248°||258°|
- Edelbrock Victor Jr. Intake w/ 1" Open Plastic Spacer
- Holley 780 CFM Vacuum Secondary Carb.
- Dual 2 1/2" Exhaust with 2 chamber Flowmaster Mufflers
- Highly "Customized" 289 Headers (1 5/8" primaries and 3" collectors
- Assembly & Head work by Maryland Performance Center
- "Stroked" 289 Windsor (4.03" bore X 3" stroke = 306 ci)
- CNC ported Canfeild Aluminum Heads.
2.08" Intake/1.6" Exhaust valves
Out-of-the-box flow:(@ 28" of Water):
|Valve Lift||Intake CFM||Exhaust CFM|
|0.10"|| 61.82|| 57.33|
- 10.85:1 Static Compression
- 4340 Steel Lightweight Eagle Crank (43 Lbs. before balancing)
- 17 LBS Aluminum Flywheel
- 4340 Steel Eagle Connecting Rods
- Wisco Forged Pistons
|Duration (@ 0.050" lift):||242°||246°|
- Canton Main Cap Stud Girdle & Windage Tray
- Canton 9 Quart Road Race Oil Pan
- Edelbrock Performer RPM Air Gap Intake
- Holley 650 CFM "Double Pumper" Carb
- Dual 2 1/2" Exhaust with 2 chamber Flowmaster Mufflers
- Hooker Headers: 1.75" Primary tube, 3" Collectors. I also had
a set Tubular Automotive headers made about 8 years ago that
were SUPPOSED to fit this combination but arn't even
close. Caveot Emptor.
- Assembly, Head work, & Dyno tuning by Maryland Performance Center
- Rear Wheel Horsepower: 355 @ 6800 RPM
- Richmond/DNE Street 5 Speed Transmission /
Long Shifter / Hurst "T" Handle
- 3.0:1 Geared 9 Inch / 31 spline "Traction Lock" Differential
- Current Street Tires/Wheels: 245 ZR 45 16 Toyo RA-1s on
16" x 8" Vintage Wheel Works Vintage45 blems w/ a 4.5" backspace.
Now that the car's febders are flared, 17"x9" 4.5 BS wheels with
275 40 17 Toyo RA-1 tires are planned.
- Current Racing Tires/Wheels: Hoosier 23.5" x 11.5" - 16"
biasply slicks in the R35 compound. These are slightly lower in
overall height than the Hoosier DOT Tires (below), have 1.5" wider
tread. On 16" x 10" (5" backspace) Circle Racing Wheels. These
run with a 0.75" wheel spacer in front and a 0/4375" spacer in
- Previous Racing Tires/Wheels:
23.5"x10.5" - 16" Goodyear biasply slicks on 16"x8" Vintage Wheel
Works Vintage45 blems with 4.2 Backspace.
245 ZR 50 15 Hoosier DOT
tires on 16 Lbs. steel 15" x 7" Circle racing wheels w/ a 4"
back spacing (This is the MOST tire that will fit in a
'66 Mustang's wheel wells with minimal baseball bat and hammer
work. You MUST run a panhard rod to ensure adequate dynamic tire
clearance at the rear wheels).
- 1998 (first full) Autocross Season: 1st: 1, 2nd: 2, 3rd: 4,
5th: 1, 6th: 1. Second in C Prepared Season Points in the
MWCSCC Alban Tires/R.S. Myres Autocross Series.
- 1999 Season: 2nd: 1, 3rd: 2, 4th: 6, 5th: 2, 6th: 3.
Forth in C Prepared Season Points in the
MWCSCC Alban Tires/R.S. Myres Autocross Series (chased an
'87 convertible (16"X10"-12" wheels with 25" x 12" Hoosier slicks but this is just
carping on my part) Mustang GT and a pair of SVT Cobras all season).
- Two trips to the Drag Strip with the 410W (8/98 and 10/00 at 75 & 80
Drag-A-Away, Monrovia MD): 13.76 sec @ 108 mph W/ a 2.7 sec 60'
and a 5600 RPM rev limit (8/98), granny shifting when the
engine would start to stutter against the rev limiter. On
255 45 15 Yokohama AVS Intermediate street tires. 13.89 @
109 with 6000 Rpm. rev limit and Hoosier A303 245 50 15 tires
(10/00), but had to take my foot off of the gas to get the car
hooked back up in 3rd gear (no sign that the crank was on its
last legs, although it had to be by what we found in December) :-).
One trip to the Dragstrip with the 306 on 245 45 16 Toyo T1-S
Street tires at an all up weight of about 3150 pounds, it ran
13.13 Sec @ 108 MPH, spinning the tires badly through 2nd gear,
but actually doing some WORK in 3rd gear. It SHOULD run in the
low 12s or high 11s with the RA-1 Toyos at the current 3050 all
- See below for more detailed competition results and set-up notes
from 04/27/2003 foward.
final drive ratio may seem a little tall for a performance car,
but: A) the DNE 5 speed first gear is comparable to the old C-4 automatic with a 4.17:1,
and B) 410 Windsors typically produce a flat torque curve from 2500-3000 to 5000-6000 RPM at or
above 500 FT/Lbs. This one is no exception; full throttle in 1st or 2nd gear, with the
BFGoodrich g-force R1 T/As in 225 50 15 sizing, results in wheel spin (in fact it will haze
the tires in 3rd as the tach swings past 3500 RPM).
This gearing also yields a 55 MPH cruise RPM of 2150.
(for those of you who are wondering about "g-force" (as opposed to "Comp") designation
for the BFGs, these are preproduction take-offs from the October, '97 SCCA run-offs (great tires
for $38.00 each!).
As you can see it has gotten completely out of
hand (and it still needs bodywork, paint and an interior). Oh-well, it is a total
giggle to drive.;-)