Naming a project car can be a daunting task. Once a vehicle is slathered with such a moniker, it will stick for life. A cool name can catapult a car or truck into project-car stardom-a bad one can kill it. I've heard some great car names and a lot more bad ones. I'd say we've done a pretty good job naming the variety of project vehicles that have graced MM&FF's pages. Some of my favorites are Superfly, DOHC (Destroyer of Hideous Camaros), The Fridge, Project Pit Bull, Project Stocker, and who could forget Project White Trash. Sometimes a name pops into your head and it's an immediate match. Other times you can think for weeks and not come up with a winner.
With that said, let us introduce you to the latest Steed in the MM&FF stable, our '07 Shelby GT500. While it hasn't been named yet, we have a few ideas, and we're sure this project will turn some heads. We're expecting big things, including a serious dose of supercharged horsepower and elapsed times in the low-nines or high-eights. We'll be keeping a clutch in the Shelby as well as a bolt-in suspension.
As you can see, our GT500 is fashioned in Windveil Blue, and we're proud to say we have the only Shelby in this color. Hey, it pays to know people. While some folks have put these cars on a pedestal and others have wrapped them in plastic to preserve them, we're going full-bore with no compromise for potential value. There-fore, the Shelby will get a rebuilt 5.4 stuffed between the rails, and it will be fortified with a full cage, a 9-inch rear, and a G-Force five-speed transmission to ensure we can bang gears at will. Are we crazy? Perhaps.
For power, we'll stick with the 5.4 super-charged combination that Ford worked so hard to develop; however it will be a more refined version of the 331-incher that's tweaked and massaged by JDM Engineering in Freehold, New Jersey. Jim D'Amore feels that 800-900 hp is possible without nitrous.
After picking up our GT500...
After picking up our GT500 in Dearborn, we trailered it home where it would later be stripped.
This may prove to be one of the most radical Shelby GT500s built. Most of the aftermarket parts and tricks we'll use to develop horsepower and traction will be applicable to anyone with a Shelby or an S197 Mustang. The suspension will remain of the stock-type and will come from Aaron Stapleton of Fast Forward Race Cars.
While we don't want to give away the entire plan in the first installment, we can tell you that the GT500 will see action in NHRA Super Stock, where it will do battle with some of the classic big-block musclecars, including Hemi Mopars, 427 Corvettes, and 427 Thunderbolts. We'll also rip it up at NMRA and FFW events, so keep your eyes open for our snake.
OK, we'll clam up for now and let you dig into the first series of modifications. Next month we'll finish up the cage and get rolling on a few other areas that need to be addressed. We'll also give the GT500 a proper name. Wish us luck.
Before the parts went flying,...
Before the parts went flying, we threw the Mustang on the Dynojet at JDM Engineering to see what the 5.4 was putting out. After going with a free-flowing air filter and removing the mufflers, it managed more than 500 hp at the wheels.
Look for a complete buildup...
Look for a complete buildup on the DOHC engine in a future issue. It's likely we'll go with ported heads and aftermarket cams, as well as loads of boost.
Disassembly began by removing...
Disassembly began by removing the interior panels.
The drivetrain was also pulled...
The drivetrain was also pulled out of the GT500.
You can bet the engine bay...
You can bet the engine bay will not look this messy when we get done. Our goal is to hide as much wiring as possible to show the 5.4 blown mill in all its glory.
Bob Carroll of Carroll's Rod...
Bob Carroll of Carroll's Rod and Racecraft (Spotswood, New Jersey) dove in to help with the disassembly. Carroll will be designing and installing the cage.
After two days of work, the...
After two days of work, the entire Shelby GT500 was reduced to a bare rolling shell. Now the buildup can begin.
At first we thought about...
At first we thought about going with a tubbed rear or mini-tubs, but the huge wheelwells on the S197 Stang offer room for serious sneakers. We'll probably go with 29.5x10.5-inch Mickey Thompson tires in our quest to run low-nines or eights with a stock-type suspension and no nitrous.
The first order of business...
The first order of business was fitting in a mock block so we could attach the Lakewood blowproof bellhousing and the G-Force GF-5R transmission. This entailed cutting some of the floor for shifter clearance.
Carroll notched out the floor...
Carroll notched out the floor and a part of the console; he then slipped the transmission into place. He fabricated a transmission crossmember that was far stronger than stock.
Carroll widened the transmission...
Carroll widened the transmission tunnel for the G-Force's external shifter rods.
With the transmission in place,...
With the transmission in place, Carroll began work on the cage. We decided on a full cage that would be NHRA/IHRA-legal to 8.50 seconds, however Carroll will add extra bracing and a Funny Car-style cage for driver protection. Here, he welds the required 6-inch x 6-inch x 11/48-inch plates to the chassis.
Like most rollcage installations,...
Like most rollcage installations, the main hoop was first bent and fit into the car. Carroll's goal was to build the cage as tight to the body of the vehicle as possible.
Because we planned to retain...
Because we planned to retain the stock suspension, Carroll fortified the area where the single upper rear control arm mounts with steel plates. Kicker bars from the main cage structure will later run to the plates.
This angle shows the kicker...
This angle shows the kicker bars in place, as well as the required firewall to seal the driver's compartment from the trunk. Notice the one-piece firewall.
With the back portion complete,...
With the back portion complete, Carroll moved to the front. He first fabbed up the dash bar and attached it to the body of the Mustang between the A-pillar structure.
The rear portion of the cage...
The rear portion of the cage will feature the two required back bars plus an X-brace for added strength. Two back bars support the main hoop and are attached to plates welded to the rear framerails. The X-brace also supports the rear hoop and is welded to the shock towers.
The A-pillar bars were bent...
The A-pillar bars were bent and installed along with the down bars and the side bars.
Here's Carroll at work welding...
Here's Carroll at work welding up the main hoop crossbar.
Carroll's fitment was spot...
Carroll's fitment was spot on, as the cage was really taking shape. While we hope to never put its strength to the test, the unit will reinforce the chassis, and that's bound to help the car resist flex.
After the main portion of...
After the main portion of the cage was fitted to the car, it was time to fit the driver seat. We went with a 17-inch-wide Kirkey drag-race seat that we ordered from Summit Racing.
Carroll blocked up the seat,...
Carroll blocked up the seat, and yours truly hopped into position. Shortly thereafter, I made some really cool race-car noises.