1993 Mustang GT 302 Engine - Iron Curtain

When it comes to road racing, a manual transmission is the most popular choice, and that's also the case for Julio. A Tremec TKO 600 five-speed stick with a 0.82 Overdrive was installed behind a Centerforce aluminum flywheel and DFX clutch, though according to Julio, the Tremec will soon make way for a Jerico. Each gear change is easily made thanks to a Pro-5.0 shifter, and mating the tranny to the rear is a custom 4-inch aluminum driveshaft courtesy of Driveline Service. Speaking of the rearend, the Fox-body's factory 8.8-inch housing was tossed aside in favor of an IRS setup from an '03 Cobra. The rear now sports a set of 3.73 cogs and a DPI Gold Trac limited-slip differential, as well as a Steeda IRS differential cover brace.

Handling and braking are more important in road racing than gobs of horsepower, so the entire suspension and braking systems were revamped to handle the abuse of high-speed stopping and cornering. A steering rack from an '00 Cobra R that was upgraded with JME billet-aluminum steering arms can be found up front, along with JME's prototype SLA suspension components, spindles, aluminum Koni coilover shocks, and a sway bar. Subframe connectors tie the frame together, while out back, Maximum Motorsports' bushings and a rear bumpsteer kit conspire with the IRS and its corresponding sway bar and Bilstein shocks to keep the hind end in check. The rearend fluid has its temperature kept down thanks to a JME custom rear differential cooler complete with a SPAL fan and a Tilton pump.

As for the braking system, the stock stuff was thrown in the trash to make way for a set of JMC Motorsports Extreme six-piston front and four-piston rear calipers. Both front and rear are fitted with 13x11/2-inch rotors and Performance Friction brake pads, and feeding brake fluid throughout the entire circuit is a JMC dual master cylinder and a Maximum Motorsports manual-brake-pedal conversion kit. A Stewart proportioning valve allows for changes to be made to the brake bias, and helping to keep the brake fluid temps in check is a DPI recirculator. The quick lap times from the Pony come thanks in part to the rolling stock, which consists of 17x9 Konig Villain wheels wrapped in Toyo RA1s sized 275/40/17. Soon to come are a set of 18x11s showcasing 315/30/18 size shoes.

To conform to the American Iron Series safety specifications, and to make Julio feel at home both on the straightaways and in the corners, the interior was gutted in true race-car fashion. Auto Power installed the rollcage, which was followed by a Suzuka Cobra seat and G-Force five-point harness. The stock dash remained, though its gauges were replaced with Auto Meter Phantom units and a much-needed shift light that comes with the JME plug-and-play gauge cluster. The stock steering wheel was ditched in favor of a Momo piece complete with a JMC Motorsports quick-release hub. As for the console, it was custom fabricated with only functionality in mind. It features a switch panel to control the Accusump, differential cooler fan and pump, and water pump and radiator fan override, as well as the rear brake-ducts fan and power mirrors.

Hop under the rear of the car and you will find a Fuel Safe 22-gallon fuel cell stocked with an internal pump, surge collector, and foam baffling. If you think there's a radio in this Pony, think again. According to what Julio put on our tech sheet, the radio is "engine" and the speakers are vintage "exhaust tips."