With the assortment of bars in place, it was time to start adding the "go" to the equation. Hans Feustel Racing Engines was selected to build a potent small-block Ford engine, though turbocharging would help feed the 382ci mill. A Dart block houses a Lunati 3.750-inch steel crankshaft, low-compression JE pistons (4.030-inch bore), and Carrillo steel rods, while a Canton oil pan covers things up and contains the oil. The upper end has a super-top-secret solid roller camshaft from Turbo People and a pair of TFS Twisted Wedge R heads (ported by Hans Feustel Racing Engines). David converted an Edelbrock Super Victor intake manifold to an EFI setup. A Wilson 105mm throttle body is bolted to a custom sheetmetal elbow. All ignition compo-nents are from MSD.
At the time of the 7.40-second blast, the Stang wore a single turbocharger, but a second compressor is being added. The single-turbo setup features Kooks Custom Headers that feed a monster Turbonetics 106mm turbo unit. With Job Spetter Jr. at the controls of the DFI Gen 7 engine management, the 106mm spools up instantly and makes 27 psi. The engine produces an estimated 2,250 hp. An aftercooler from Turbo People chills the boost and helps produce those proud ponies. A pair of Turbonetics 88mm turbos and a new header system from Kooks is being fitted and will be finished later this season. The combination is virtually identical to what most Outlaw 10.5 racers are running, and should make 2,400 or so horsepower.
David can pick from an assortment of tires depending on which type of event he attends. For WFC, he ran 325/50-15 M/T drag radials, but he runs the M/T 315/60-15 for Outlaw Drag Radial racing. When running at local events in the Limited Street category (3,200 pounds, real 10.5-inch tires, no wheelie bars), he bolts on a set of M/T 29x10.5-inch tires. The team has set records no matter what class is run with the Mustang. At WFC they ran 7.40 at 197 mph (325/50 size tires), and that was accomplished with a demented 1.30 60-foot time. Those numbers are the quickest and fastest ever for a drag radial-equipped drag car.
As mentioned earlier, the Stang sees a variety of racing action, but is mostly run at local events in the Dallas-Fort Worth area. One class the car has dominated is the Texas True Ten 5 series (otherwise known as Limited Street), which is basically an Outlaw 10.5 car with stock framerails and real 10.5-inch slicks. In this trim, the car has gone 4.84 at 154 mph in eighth-mile competition. Weight varies on track conditions and rules, but the Stang tips the scales anywhere from 3,200 to 3,400 pounds. Last year, the team pulled in over $30,000 in winnings, and the car left the state of Texas only once. David pocketed $5,000 from WFC this year, and it looks as if he will better his winnings in 2006.
Winning is a serious business to David, but not more so than proving what he preaches-and he was more than happy to put up rather than shut up.
 No room for luggage here....  No room for luggage here. Fuel cell, ice water cell, twin batteries, and overflow/puke tank dominate the hatch area. A Wolfe rear bulkhead separates these components from the driver's compartment as per the NHRA rules. The red bottle is a fire-suppression system. |  |  Sedate launches like this...  Sedate launches like this are the reason the team doesn't run a set of wheelie bars. Most of the time the classes prohibit wheelie bars, so they run full-time without 'em. Best 60-foot time on drag radials has been 1.30, while performances on slicks is in the low-1.20 range. |
 The transmission is a bulletproof...  The transmission is a bulletproof two-speed Powerglide unit. David worked with Neil Chance Torque Converters to get the perfect combination of stall speed and minimum slippage from the 10-inch torque converter. Rear gearing varies depending on track conditions and the tire sizes. |  Mr. Gasket's DFI Gen 7 engine...  Mr. Gasket's DFI Gen 7 engine management is employed, and Job Spetter Jr. of Turbo People is responsible for tuning. The Gen 7 allows the team to tailor the ignition timing to help keep tire smoke under control. A multistage boost controller is also utilized to further control the turbocharged power at the launch. Both are programmed and closely watched over by Spetter Jr. |  Clark Brothers is responsible...  Clark Brothers is responsible for the smooth-looking black paint job. The simple, sedate looks will soon be gone as the Clark Brothers are working on a new paint scheme for the record-holding Mustang. |