"Scooter Brothers from Comp Cams and I spoke at SEMA 2006 about this project," Matusek says. "As usual, Scooter opened the floodgates, and the next thing we knew, we were at Comp in Tennessee testing the cams on their Spintron that were spec'd out by Kenny Duttweiler and designed by Billy Godbold at Comp. Scooter then sent Billy, Bradley and Dave Heninger from F.A.S.T. to Duttweiler's shop in California to assist in dyno testing." The use of Jesel solid roller cam followers and cams that are about 0.050-inch larger than any cam ever used in this type of engine was the result of this extensive testing relationship. "We've already turned the engine over 9,200 rpm with no valvetrain issues, which is not possible with the hydraulic cam followers," Matusek says. With the heads and cams ready, it was time for assembly.
"VT Engine and Development helped us choose the block and heads, did all the exten-sive machining in installing the Darton sleeves, performed its magic on the crankshaft, and helped and educated us on how to assemble and maintain the mod engine, including timing the cams," Matusek says. Clow took the bundle of high-performance parts to VT's Michigan facility, where the group assembled the modular motivation.
Utilizing the GT's dry-sump oiling system, Clow employed a Peterson Fluid Systems (Henderson, Colorado) oil pump, along with a Moroso reservoir tank and oil pan. Aeromotive provided the fuel-system components, including its Professional-Series billet fuel rails, 160-lb/hr injectors, fuel pump, and fuel-pressure regulator. To fill the massive gap between the cylinder heads, Matusek called Wilson Manifolds. "Wow," he says. "From the CNC runners to the welding, it's a piece that should be in a museum, not on a car."
Precision Turbo provided the pair of 76mm turbochargers. Size-wise, they were chosen to put the modular Mustang in a good position to run in the NMRA Pro 5.0 category. Boost has varied since the first day the engine was fired, but they're more than capable of 40 psi.
To gain ultimate control over its functions, Matusek sought help from the folks at F.A.S.T. and its XFI engine-management system to feed the fuel and fire. "Jay Rohrback, Lance Ward, and Dave Heninger have not only assisted with tuning issues, but also have written custom tables to allow us to change our maps while enabling the Power Adder functions in the system," he says. "All that popping and banging you hear on the starting line-which is done to spool the turbos and make boost-is a direct result of their efforts. This is critical to the performance of the car as boost on the starting line dictates the torque and power generated by the engine, and maintaining a certain level of power is extremely critical in chassis and clutch setups."
With all of the pieces of the puzzle falling into place, the engine was taken to Duttweiler's shop in Saticoy, California, where some adjust-ments were made with regard to piston-to-wall clearance and engine-oil viscosity. After that, the mill was fired up and run on the engine dyna-mometer, producing more than 2,000 hp and 1,500 lb-ft of torque.
In the team's first couple of outings, the car ran 6.70 e.t.'s at about 208 mph. Tire shake persisted on the One-Two shift, and it wasn't until the NMRA World Finals in Bowling Green that the car's true potential leapt forward. Covering the first 60 feet in 1.02 seconds, the GT500 charged to a 6.54 at 218 mph; which is the quickest and fastest pass in NMRA history.
By the time you read this, the Aeromotive Mustang will have traveled to Las Vegas for the Pacific Street Car Association's (PSCA) Street Car Supernationals. Matusek told us the tune was going to be set on "kill," so Mihovetz's modular record may be in jeopardy. Larson thinks the car has a 6.20-6.30 in it once all of the power has been put to the pavement.
There's no doubt Matusek has had a lot of friends in the industry help make this Mustang a success. His family has been equally-if not more-instrumental in both the success of this project and the success of Aeromotive.
"I'm thankful to be granted this opportunity and could have never even imagined it without my wife, Lori; my oldest daughter Amanda; my middle daughter Jessica; my youngest daughter, Kristen; and even our team dog, Buster. My dad, John Matusek, has been there since the beginning and is there every time I strap in. Even at 68 years old, he comes into work every day, rips the engine and tranny out of the cars, and goes and tests with us on those 100-plus-degree days. He is what Aeromotive is all about. In 2006, all three of my daughters competed in the Junior Dragster class." The oldest has recently moved up to the family's Super Gas '70 Maverick. Is there a turbocharged ride in her future? One can never know, but we're pretty sure Dad won't give up his seat anytime soon.