In prison, when the general population gets out of control, guards institute a lockdown. When those bells go off, inmates are secured and activity is frozen. It helps the guards maintain order and keep control. The dictionary defines lockdown as "a state of containment or a restriction of progression."

Recently, Comp Cams instituted its own form of lockdown when engineers designed a special backplate for the Ford Three-Valve engine's camshafts. By limiting the advance/retard capabilities, Comp was able to introduce a new lineup of camshafts with aggressive specs. The Cam Phaser Limiter kit is not a total lockout of Ford's variable cam timing events, but it severely reduces the cam's ability to be retarded by the computer system at higher rpm levels.

Variable camshaft timing (VCT) in the Three-Valve engine is a big advancement for Ford V-8 engines. As you know, the cam (or cams) in any engine control the opening and closing of the valves. Therefore, cams are designed to optimize airflow into the engine, as per the given application. By allowing the cam timing to be altered while the engine is running, you essentially can make the engine more efficient over a wider range of rpm. This is what VCT does, and to accomplish it, Ford designed a series of oil channels through the heads and camshafts to feed pressure to camshaft phasers at the end of the camshafts. The engine-management system commands a pair of solenoids to advance or retard the camshaft timing (by as much as 60 degrees in relation to the crankshaft) based on driving conditions.

Adjusting camshaft timing while the engine is running offers several unique advantages over conventional fixed camshaft timing. On top of Ford's list is fuel efficiency. Nowadays, that's critical, as manufacturers are working towards the federal government's mandated 34-mpg fleet average fuel economy. This is to be accomplished by the year 2012. Your author's '07 automatic-equipped, near-stock Mustang GT regularly gets 25-26 miles per gallon in strictly highly cruising scenarios, showing its effectiveness.

Performance-wise, VCT is effective because valve timing (the opening and closing of the valves) can be optimized for a partic-ular situation. Have you ever wondered why Three-Valve engines have a broader torque curve than Two-Valve and Four-Valve modular engines? The bottom-end torque gains aren't the only advantages, as Three-Valve engines are rev-happy as well.

"The cam timing is advanced from the factory to help low-end torque," says Jim D'Amore Sr. of JDM Engineering. "The factory sets the cam timing base at 7 degrees."

As the engine climbs in rpm, the computer retards the camshaft to gain top-end power. It retards the camshaft 9 degrees in the upper rpm levels, bringing total camshaft timing to negative 2. The general rule of thumb is that advancing the camshaft timing creates better low-end power, while retarding the cam timing will help the engine make greater top-end power. Ultimately, this leads to more efficient cylinder filling over a wider range of operation. Pushrod, Two-Valve, and Four-Valve engines are stuck with fixed camshaft timing, forcing you to make a compromise when advancing and retarding the cam. VCT allows us to have our cake and eat it, too.

Now that we're hyped up on the variable cam timing, it's time to deflate its too-good-to-be-true abilities. VCT works great in the stock application, but is it the best thing to happen since sliced bread? One downside is that because the timing events are altered, installing big-lift or duration cams can cause piston-to-valve clearance problem. Obviously, the factory doesn't care much about aftermarket camshafts, so the clearance with larger camshafts wasn't factored in when Ford designed the Three-Valve mod motor. All is not lost, though, as Comp has now released a limiter kit, enabling your engine to continue utilizing VCT, while keeping the valves clear of the pistons when they near top dead center. It merely limits the cams' advance and retard movements to prevent interference with moving pistons.

The Comp Phaser Limiters don't allow the cams to vary more than 20 degrees (in relation to the crank) in either direction. Remember, the unrestricted stock combination allows as much as 60 degrees. The Comp Phaser Limiters allow for a more aggressive profile, allowing the camshaft to unlock more horsepower from your mod motor from greater lift and duration. According to Comp Cams' Brian Reese, "Limiting cam movement through just the computer is only good on paper. Mechanically limiting them to 20 degrees of movement prevents any problems. We've found that phasers are less controllable at low oil pressures or during startup. Another uncontrollable situation is during aggressive transient times--think shifting, dropping the clutch, panic stops, and so on. The cam phasers can move beyond their commanded position because of mechanical inertia they experience. During these times, they can do things they're not programmed to do."

The camshafts are from the XFI line and dubbed SPR, which stands for Springs and Phaser Mods Required. Installing the SPR Stage 1 and Stage 2 cams in stock bottom-end combinations will be useful--just be sure there are better valvesprings to handle the greater rpm and load. The SPR Stage 3 cams are designed for engines with aftermarket pistons, more compression, and heavily ported heads.

All SPR camshafts require Phaser Limiters, and cam timing is set at 15 degrees advance. As the engine climbs and the computer retards the camshaft, the same 9-degree retard (the stock adjustment) takes place, and the total camshaft timing works out to be positive 6 degrees. As mentioned earlier, the stock cam is set at 7 degrees advance, 9 degrees removed, and the total at high rpm is negative 2 degrees. With the camshafts being limited to 20 degrees of movement (in relation to the crank), there's a need to tune the computer system to account for the limited movements.

Our test subject is a car that should be familiar with regular readers--Jim D'Amore III's '06 Mustang. We've become obsessed with his naturally aspirated combination. It's easy to fall in love with this Stang because of its simplicity and effectiveness as a dragstrip stormer and street brawler. The combo is sedate, yet runs low-11s at 119 mph when the money's on the line. This envy-ridden machine consists of a JDM-built 298-inch stroker engine, which uses a 3.750-inch stroke crankshaft, Manley rods, and forged pistons (11:1 compression). The heads feature a JDM-spec port job and larger Manley intake and exhaust valves. The intake manifold remains stock but breathes easier thanks to a C&L Racer cold-air intake and a larger SCT MAF sensor. Exhaust is pretty much par for the course with Kooks long tubes, an x pipe system, and a MagnaFlow after-cat exhaust system.

Surprisingly, the stock camshafts were utilized for the better part of 2007, and they worked well with the increase in cubic inches, compression, and cylinder-head flow. "At the time we did the engine," D'Amore Sr. says, "I wasn't impressed with anything on the market. I figured we'd leave the stock cams in place until something came out." In that trim, the Saleen clone spun the DynoJet chassis dyno to a max power reading of 350 rwhp and 366 rwtq through a stock auto trans, and ran a best e.t. of 11.51 at 114.50 mph.

The Stage 3 camshafts feature 0.540-inch lift on the intake and 0.561-inch lift on the exhaust. Lobe separation is listed as 112 degrees, while the duration checks in at 242 (intake) and 252 (exhaust). Because the cams are designed to make power higher in the rpm band than stock, a minimum of 3,000-stall speed in your torque converter is required, as are a minimum of 4.10 gears for full optimization. With a manual transmission, just a gear change to 4.10 or higher is needed. Likewise, the Stage 3 camshafts are designed for engines with a built short-block.

After swapping the sticks, we noticed an aggressive idle emitting from the center-exit exhaust system. The car growled, and its presence was definitely known, especially when D'Amore III rolled the car into the dyno bay. Things were about to get interesting, but first the elder D'Amore had to make provisions in the ECU before we could have fun. "I had to change the specs to prevent the computer from going into the fail-safe mode," he says. "The computer will change the cams up to 60 degrees, but I change that number in the computer to only allow up to 20 degrees. If the cams can't go as far as 60 degrees, the computer will sense it and throw the code PO340."

When the hammer was dropped, the car revved quicker and higher thanks to the new cams, and the stroker ripped off a best of 401 rwhp and 379 rwtq. The peak power picked up 51 hp, but under the curve we saw as much as 81 hp. Torque output also increased, as peak torque jumped by 13 rwtq, while we saw as much as 64 rwtq in the middle part of the torque curve.

On track, the story was similar, as the Mustang ran quicker and faster than ever before. The 3,500-pound Stang ripped down Englishtown's track in only 11.15 seconds at a terminal speed of 119 mph (it later went 120). That was all accomplished with the stock 5R55S transmission and a TCI 3,000-rpm stall speed torque converter. The rear gears checked in at 4.56, but a set of 4.88s is up next and should get the GT closer to the 10s--without a power adder!

Our test car might be a bit more radical than the average S197, but utilizing a better set of camshafts will benefit most Three-Valve mod motors. After all, there are 14 different grinds on the Comp Cams shelf. The company has now given you control over VCT in order to unlock the potential from your free-breathing Three-Valve combination.

Navigating Comp's Line of Three-Valve Camshafts
OK, not everyone has a stroker with ported heads, so Comp designed many cams for all applications. If you want milder camshafts, Comp offers a variety under the XFI camshaft lineup. The first set is nicknamed NSR (No Spring Required). They're designed for blown or naturally aspirated engines, and best of all, you don't have to change springs, thus simplifying the install (not to mention saving you money, too). There are two stages each for N/A and blown combos, for a total of four different cams designed for mild applications. Neither N/A cam requires computer retuning, and each offers great idle manners. The Stage 2 NSR does require a looser torque converter and also a minimum of 3.73 gears. The Stage 1 NSR blower cam is designed for out-of-the-box boost levels, while Stage 2 is for higher boost output, a looser torque converter, and steeper gears.

The second family of Three-Valve cams is called VSR (Valve Springs Required). If you hadn't guessed it, the VSR cams are much more aggressive than the NSR cams. We've tested VSR cams several times in MM&FF over the years, with great success. Our testing has shown as much as 40hp gains over the stock cars, on stock engines. As with the NSR group, there are two naturally aspirated grinds and two blower stages. The VSR camshafts carry the same description as above but feature a rougher idle and definitely need custom computer tuning.

The third and final family of cams for the triple-valve mod motor are the SPR camshafts, which we tested in the Stage 3 version in this story. Six versions of the camshafts exist on the shelf at Comp. The SPR line is divided into three naturally aspirated grinds and three blower grinds, all broken down into Stage 1, Stage 2, and Stage 3. The first two stages are mild enough to be used with stock engines. Stage 1 can be used on a completely stock engine, while Stage 2 has a rougher idle and calls for taller gears and a better torque converter. Stage 3 is designed for built engines with better flowing heads, more compression, and high boost (in blower applications).

Comp Cams' Web site (www.compcams.com) has more information on each cam and its specific applications. Be sure to check it out to see which XFI camshaft is right for your Three-Valve engine.

Rewind the videotape to May 24, 1962. You find yourself on the outskirts of Cape Canaveral, where a couple of miles away, you see a rocket perched on a launch pad through your binoculars. After a long wait, the countdown ticks: 6, 5, 4, 3, 2, 1. The rocket engines light, a roar shatters the Florida morning, and the rocket, with a space capsule on top, shoots towards space. It was a mere 46 years ago that Scott Carpenter, one of the original Mercury 7 astronauts, slid into his custom-made spacesuit, strapped into the Aurora 7 capsule, and hurtled into outer space, becoming the second man to orbit the Earth.

While his first name may be different, Steve Carpenter has a rocket of his own, though his is on four wheels. As general manager of Galpin Auto Sports, Steve knew that anything he did vehicular-wise would be put under a microscope by those in the industry. With a passion surrounding Mustangs in general, and the vintage Boss cars in particular, he set out to create a car that would serve to enlighten and inspire.

Steve bought his '06 Mustang GT brand-new and soon began its transformation from bottle rocket to moon ship. "I took the stock Mustang and wanted to make an old-school 302 street and road race car out of it," he says. "I tried to make it as original to the '69 and '70 Boss 302 cars as possible."

With Galpin doing most of the work, Steve oversaw everything. Knowing that a powerful rocket would be needed to get the heavier S197 on its journey, Steve enlisted the help of Jim D'Amore and the crew at JDM Engineering in Freehold, New Jersey. The engine was pulled, and the wheels started turning. The stroke was enhanced with a JDM eight-bolt 3.75-inch stroker crank that, when combined with the standard bore-size Manley pistons pinned to a set of Manley rods, brings the cubic-inch figure up to 302. The squeeze number comes in at 10.5:1, which is perfect for the naturally aspirated combo that Steve had in mind.

After the short-block was sealed up with a Canton 8-quart road-race oil pan, a set of CNC-ported Three-Valve heads was laid down topside. Fitted with stainless steel valves, the heads were finalized when a set of Stage 3 cams from Comp were installed, followed by the stock intake manifold and throttle body. Freeing up some residual horsepower are Steeda underdrive pulleys, while a JDM cold-air intake frees up the inlet track for the incoming air charge. Lighting things off is a set of Granatelli coil packs, which receive the signal from the stock computer that was reflashed with a custom JDM tune. Shuffling out the hydrocarbons is a set of Bassani long-tube headers that link up with a pair of Bassani high-flow cats, mufflers, and a 3-inch exhaust system. All told, the engine thumped out 420 rwhp on nuts alone.

Next, Steve had the driveline shored up to handle all of the abuse he planned to throw at it, starting with the replacement of the stock clutch and flywheel with an RPS aluminum flywheel and carbon-fiber 10.5-inch clutch contained in a billet-aluminum housing. The gears on the stock five-speed are rowed via a Hurst shifter, while a one-piece JDM aluminum driveshaft links the engine/trans combo to the 8.8-inch rear that's filled with an Eaton posi and a set of 4.10 cogs.

Wanting a car that would not only rocket forward, but be able to turn on a dime and stop on a nickel, Steve rehashed the underpinnings and binders. For starters, the frame was stitch-welded and Steeda triangle braces were added. The suspension was overhauled, starting with the front, where a Steeda sway bar, BMR polyurethane bushings, Tokico D-spec shocks, and an adjustable K-member can be found. At the tail end of the spaceship, Ford Racing Performance Parts billet control arms, a Saleen Watt's link rear suspension kit, and billet end links for the accompanying sway bar are seen. Steeda competition springs are found all the way around. As for the braking portion of the preflight checklist, the stock front and rear rotors were swapped out for a set of Baer 14-inch pieces. The stock calipers remain in the rear, though four-piston Baer items clamp down up front. Utilizing all of the Mustang's power and suspension capabilities is the rolling stock, which showcases Boss Eagle alloy rims sized 20x9 on all four corners. The rims were powdercoated the two-tone scheme to match the car before being dressed with the Nitto Invo 275/40/20 hoops and bolted on.

With the rocket-power handled, Steve needed an appropriately matched missile to house the powerplant. After placing a phone call to M&M Auto Arts, the Pony was rolled into the shop, where the M&M crew yanked off the stock lid, front bumper, and grille. The pieces were replaced with a Classic Design Concepts Shaker hood and custom front valance complete with a carbon-fiber wind splitter. Since the idea all along was to go for the Boss 302 look, the hood was blacked out in flat-black paint, which contrasts the factory Torch Red hue perfectly. Once the Boss 302 stripes were laid on and the rear spoiler was painted flat black, the look was complete. Add the blacked-out taillight panel, rear and quarter-window louvers, and this rocket is ready to launch.

The final countdown came with building the capsule, which in this case meant upgrading the interior. The front chairs were ditched in favor of a set of color-matching Cobra custom leather buckets. Color-matching inserts went in the rear seats, followed by the installation of the red-hued rollcage courtesy of Auto Power. A Steeda gauge pillar stocked with Auto Meter gauges was installed next. Finishing off the look was the addition of the Momo handmade steering wheel that was custom-built for the car.

"The Mustang you see here is the result of all the work that Galpin does not only at our shop, but with the Mustang vendors that help and develop new products for these cars," Steve says. "We wanted to build a car that you could drive everyday, wouldn't overheat, but that would go fast in a straight line and around corners.

"It's an incredible driving Mustang. The car was set up for road racing and aggressive street driving. It's like having your own Ferrari, Porsche, or BMW, but in a Mustang body, and that was the goal we wanted to achieve. We wanted to build the ultimate Mustang and, of course, bring back the old-school Boss look."

While Scott Carpenter's Aurora 7 Mercury capsule was destined for outer space and a place in the history books, Steve Carpenter's Mustang has a destiny and place of its own, that being a four-wheel incarnation of heat with a bit of old-school flavor. It's one hot car that certainly causes the mercury to rise.

OK, I have to admit, when I slipped behind the wheel of the Vista Blue '09 Ford Focus coupe press car last week, I wasn't exactly expecting it to knock my socks off. I mean, two of the last three rides I had the opportunity to test drive were supercharged, with one being a GT500 and the other a supercharged Harley-Davidson F150 hauler. Throw in the luxury-laden Lincoln MKZ, and you can see why I was a bit unenthusiastic about firing up the 2.0L, DOHC, four-cylinder powerplant.

Boy, was I wrong. After having the car for a week, I wish I had one for my daily commuter. Not only was the car fun to drive, but its price tag was cheap, and it saved me enough on gas that I could afford to take the wife to a movie.

What the Focus is missing in terms of go-power, it certainly makes up for in price, feasibility, and economy. The little four-pot had enough power to merge onto the highway without having to worry about getting squashed on the grille of a semi, and the automatic transaxle (a worthy $815 option) made my 10-hour drive down to Virginia Motorsports Park a breeze. The car handled extremely well, as its light weight lent to slinging it on and off the highway ramps with ease, and the brakes (with optional antilock) were more than adequate to bring the little car to a halt.

The Focus' strong suit is its economy. On the trip to Virginia, the little 2.0L powerplant sipped the petrol to the tune of one 34.5 mpg fuel run. On the 350-odd-mile trip, I only filled it up three times--once before I left for the trip, one time at the track due to local driving, and one more time before I came back. While the window sticker advertises 24 mpg city and 33 mpg highway, I guess my light left foot was able to stretch the fuel mileage a bit more. Either way, for the price, this car definitely makes its monetary gain in the fuel department.

As for the functionality, the car was comfortable. The back seat was a bit crowded, as the car I had was a coupe, not a four-door, but that's the nature of the beast with the Focus' size. Other than that, the trunk was big enough for all of my camera gear and luggage, with room to spare. The seats were comfortable throughout my 10-hour, traffic-snarled trip to Virginia, and all of the controls were easy to reach and operate. The Sync system was a welcome addition, as I hijacked my brother's iPod and enjoyed a bit of AC/DC pumped through the speakers. If I got tired of the iPod tunes, I could always switch over to the Sirius satellite radio or CD player.

The HVAC vents were interesting. I expected to see the round vents found in most other Ford vehicles, but with the Focus, I was greeted with conventional square slide vents instead. They were a bit difficult to get positioned to where I wanted them, but if that's the only thing wrong with the car, then I can live with it. The other cool part of the car was the optional (for $295) ambient interior lighting. This gives the car lights in the front footwells and front cup holders, as well as the back cup holders and footwells. You also have a choice of lighting color--lavender, red, yellow, orange, aqua, blue, or purple--with the press of a button. I set it on the aqua, as it was the brightest of the colors. While this option is something I wouldn't get if I was to buy a Focus, it would be perfect for a high-school or college-age driver looking for an affordable and cool first car.

Overall, the Focus is a great, affordable car. With a base price of $16,475, this car checked in at $18,785 when destination and delivery ($620), the automatic transaxle ($815), antilock brakes ($385), ambient interior lighting ($295), and Sirius satellite radio ($195) were added in.

The thing is, I have a thing called curiosity, so I decided to hit up Ford's Web site and see what a bare-bones, V-6-equipped '09 Mustang would cost and how it would compare to the Focus. Said Stang (also in Vista Blue with Charcoal interior), with no options other than the automatic transmission (which added $995 to the price), checked in at $21,525 before destination and delivery. While the Focus is an awesome car, for a scant $2,740 more, you can grab a bare-bones Mustang.

One thing to think about, though, is the Focus has the four-cylinder, while the Mustang's 4.0L V-6 is twice the size with two more cylinders, so fuel cost is expected to be up and economy down (a Mustang V-6 is rated at 16 city/24 highway with the automatic).

What's the best call? It's up to you, but if you're looking for an affordable car with lots of functionality and great economy, then the Focus is a viable choice. Ford is right in that mpgs do meet MP3s.

Being Irish entails several stereotypes: a love for soccer (referred to in Ireland as football), drinking, and potatoes. While soccer is almost a religion in the Emerald Isle, and the Irish's fondness for stout-Ireland's national drink-is well, self-explanatory, the potato has long been a staple of the Irish economy and culture.

Another thing that goes on in Ireland is some pretty nifty road-rally racing, which Declan Kenny participated in when he was an inhabitant of that fine land. A full-fledged Irishman, Declan has fond memories of those long-gone days. "I was born in Ireland and lived there until I emigrated to the United States in 1987," he says. "Growing up in Ireland, the majority of the cars were four-cylinder vehicles with 1.0- to 1.6-liter engines. We used to race and rally these cars on the twisty roads around the Irish countryside late at night."

When Declan made the voyage to the golden streets of America, he found a whole new world that bristled in V-8 engines and lots of horsepower. "When I got to the States, I was amazed at the powerful Mustangs, Camaros, and Corvettes that were being driven around where I was living, which was Yonkers, New York, at the time," he says.

While Declan started out in a brand-X machine, he eventually purchased his latest musclecar, an '00 Mustang GT. "I decided to purchase the Mustang because I knew there were great aftermarket products for it," he says. "I used it as a daily driver for a year, until I stopped into Extreme Mustang Performance in Irvine, California, and met with Eric Cheney." For some, moving clear across the country might be a major pain. For Declan however, the move from New York to sunny California served as the foundation for the car's future. "I moved to California in 1991, when my wife was accepted to USC's law school," he says. If it wasn't for that acceptance letter, the chance encounter with Eric Cheney would probably never have happened.

Previously knowing what a great-handling/stopping car felt like, Declan was disappointed with some aspects of his Mustang. "While I was happy with the power, the braking and handling weren't the greatest," he says. After a conversation with Eric, Declan enlisted the Extreme Mustang Performance crew to embark on creating a Mustang he felt would be worthy of road-course battle. "I've always been a road-race and rally-car fan, and I started thinking of slowly making the Mustang race ready, but keeping it streetable as much as possible as well," Declan says. With the path clearly marked, his journey began.

Believing that the stock Two-Valve mod motor was a strong enough foundation on which to build, Eric and the Extreme Mustang boys didn't change much to the engine internally. With road racing on the horizon, the stock oil pan was replaced with a Canton racing-bred piece. The power increase came in the form of a Novi 2000 supercharger with accompanying air-to-air intercooler. The blower forces 12 pounds of boost into the motor via a 90mm Lightning MAF. Matching the incoming air with the correct amount of fuel is an Aeromotive pump, which draws the go-juice from a Fuel Safe fuel cell. The good stuff is pumped through a set of -8 feed lines, a CPR pressure regulator, and into the engine via CPR fuel rails and 42-pound injectors. Any unused petrol is sent back to the tank courtesy of a -8 return line. The blown mod mill exhales through the stock exhaust manifolds and into a pair of MagnaFlow Magnapack mufflers. All told, the 4.6 is good for 415 rwhp and 386 lb-ft of torque.

Since the car would be required to do more than just go straight quickly, changes needed to be made within the engine compartment and the engine peripherals to handle the prolonged abuse on the road course. With the blower taking up most of the underhood space, the battery was relocated to the trunk, and the stock radiator was ditched in favor of a Ron Davis custom-built race piece. Knowing that keeping the power-steering fluid and engine oil cool would be keys to being competitive and having the engine live, Setrab was called upon to provide the power steering fluid cooler and engine oil cooler, while Maximum Motorsports kicked over one of its oil-filter relocation kits. Backing the engine is a McLeod Stage 3 clutch. The stock five-speed transmission remains, though the factory shifter was replaced with a Steeda Tri-Ax gear selector for ease of operation. The stock driveshaft links the whole shebang to the 8.8-inch rear, which now showcases 4.10 gears, an Eaton posi unit, and 31-spline axles.

In road racing, you can have all the power you want, but being able to harness it and slow it down are the keys to success. To that end, both the front and rear suspension and braking system were reworked. A Maximum Motorsports K-member and a pair of offset A-arms were installed up front. For the rear, a set of Bilstein shocks with Maximum Motorsports coilovers can also be found, along with a Panhard bar and a heavy-duty torque arm. A Baer bumpsteer kit and Maximum Motorsports subframe connectors also made their way onto the car, while making their way out was the front crumple zone and bumper braces, which were removed to save weight. When it came to the binders, Baer got the call, supplying a killer setup consisting of four-piston calipers and cross-drilled and slotted rotors all around.

At this point, we'd normally tell you the make, model, and size of the wheel and tire combination, but to do that, we first must broadcast the tale of the bodywork that goes along with fitting those Texas-sized meats under the Stang. "I started to think of a way to get more rubber on the road, especially in the front of the car," Declan says. "I had seen the Tiger Racing Mustang competing in the SPEED World Challenge Series and loved the front fenders they had on the car." After placing a phone call to Tiger Racing's Paul Brown, Declan was invited to not only check out the house car, but to pick up a set of fenders, which Tiger Racing offers to the public. The fenders led to the overhaul of the rest of the Mustang's sheetmetal.

Eddie Gomez and Mario Martinez of Stangwerks were tabbed to do the exterior transformation of the car. Following the installation of the fenders and front splitter, both of which were mated to an '03 Cobra front bumper, the duo set about figuring out how to fit the planned-for supersized hoops under the rear. "I wanted Eddie to pull the fenders to accommodate an 11-inch wheel and tire combo," Declan says. Instead of trying to fit an 11-inch-wide wheel and tire, the pair of artists decided to custom-fabricate a new pair of rear fenders that gave the Mustang enough room to handle a much-larger 13-inch-wide wheel. A Tiger Racing fiberglass heat extractor hood, an HPM rear wing, and a silver repaint of the entire car along with the addition of black accents along the sides, hood, and rear, made the car not only racy-looking, but ready to accept the wheels and tires Declan had in mind. The stock rims were removed, and on went a set of HRE C21 rims sized 18x11 front and 18x13 rear. The wheels are wrapped in Michelin Sport Cup gumballs sized 315/30/18 front and 345/30/18 rear.

Since Declan had plans to race the Mustang competitively, the appropriate interior changes needed to be made for both safety and proper operational purposes. Eric and the boys at Extreme Mustang installed the 12-point chromoly rollcage and replaced the stock bucket seats with a pair of carbon/Kevlar-shelled Cobra Suzuka chairs. Keeping Declan firmly planted to the seat is a Scroth five-point harness complete with a quick-release hub. Steering inputs are made via a Sparco 300mm wheel with a quick-release hub, while a set of Auto Meter Nexus gauges clue Declan into the happenings under the hood. The stock dash remains, though the bracing and such behind it was stripped out for weight savings. In addition, the rear seat was axed, along with the radio and HVAC controls, the latter of which was replaced with a Reichard Racing A/C-delete panel. A Raptor shift light illuminates each time Declan is required to make a gear change.

"When I started this project, I was skeptical at first, but as the process was being completed, I realized that all of the work would give the car a unique look," Declan says. "I'm very happy with the results."

Since the time that this car was shot for this feature article, it has been completely revamped, and now showcases a custom-built remote twin-turbo system that pulls air in through the rear quarter-windows. The stock trans has been swapped in favor of a TKO600, and the stock Two-Valve bullet has been fortified from top to bottom and kicks out a stunning 740 rwhp.

Either way, Declan can complement his mashed potatoes with some mashed competition.

Scott Boda admits to being different. As director of manufacturing at Steeda, he goes in the opposite direction of everyone else he knows. It's common knowledge that when it comes to describing a person's car, that vehicle is an extension of the owner, as it's often a reflection of their personality. That theory could not be proven truer than by looking at Scott and his '90 LX.

"Growing up, I was always into muscle-cars," Scott says. "I went to preschool in either my mom's '71 Cuda or my dad's '63 split-window Corvette. Octane and cubic inches were in my blood, but it was a ride in my mom's '66 Mustang convertible that got me hooked."

Scott's road to stardom began humbly, as he started out owning a pair of V-6-powered Mustangs. "My first Stang was an '86 T-top V-6. I had it for 28 days before I realized how light the back end on these ponycars were when I totaled it in a ditch. I replaced it with another '86 T-top car and drove it until my senior year of high school, which is when I got my '89 GT."

Scott kept the white Fox-body throughout college, until Christmas of 1996. Then, while at home for break, he found a cherry '90 LX hatchback. "All of my previous Mustangs had been white, and I was never a fan of red, but there was something about this car," Scott says. "Needless to say, I bought the LX on the spot and drove it back up to college the next week."

Since then, the red Mustang has seen its fair share of modifications, but by far its latest is the most intriguing. You might think that since Scott works at Steeda and deals with cars all day long, the last thing he'd want to do is put together his Mustang, but that's not the case. "Working for Steeda is a dream come true," he says. "It feeds my addiction and my hobby, even though the running joke is that I haven't made a dollar working here because I keep getting parts for the Mustang."

The original motor had seen so many different combinations that when Scott decided to redo the car this last time, he figured the right thing to do would be to start from scratch in terms of the powerplant. Knowing there's no replacement for displacement,the foundation for the engine is a 351 blockcast in the year 1969. Thanks to DSA Racing(Boca Raton, Florida), each of the eight cyl-inders was bored to 4.040 inches and, when combined with the long-armed 4.00-inch stroke Eagle forged crank, the cubic-inch number checks in at 410 large ones. Swinging on the crank journals are a set of Eagle forged rods topped by a set of Diamond pistons. Adding strength to the block is a D.S.S. main girdle, while lubricating all of the moving internal parts is a Ford Racing Performance Parts high-volume oil pump that draws in the slick stuff from a Moroso pan.

Long before he began putting the engine together, Scott decided there'd be no forced induction in the car's future. Knowing the motor would have to make power "pretty much" all on its own (more on that later), he touched base with Bennett Racing, which kicked over a behemoth of a solid-roller camshaft. The cam card gives a duration figure of 267/278 intake and exhaust at 0.050 inch, with lift figures checking in at 0.696 on both sides. The 'stick was ground on a 106 center, and once it was shoved in the block, a pair of Bennett Racing-ported TFS High-Port heads were lowered down onto the short-block. The aluminum heads showcase titanium 2.08 intake and 1.65 exhaust valves, and when combined with the Diamond pistons, set the squeeze mark at 13:1. Before the valve covers were put on, a set of 1.6-ratio billet-aluminum rockers and a stud girdle were installed.

After Scott secured the new bullet in the chamber, it came time to handle the induction, exhaust, and the rest of the things that go along with making the engine run at full song. An Accufab 90mm throttle body funnels air into a Spyder upper manifold and an Edelbrock Super Victor lower. Fuel is injected via an Aeromotive A1000 fuel pump set at 40 psi. A set of 42-pound injectors supplies the gas to the ports. The stock computer was swapped in favor of a Simple Digital Systems piece by Western Motorsports and tuned by Scott himself. The computer sends the spark signal to an MSD 7AL2 box, which in turns forwards the spark through an MSD coil and distributor, then down the line through FRPP wires, where it lights the mixture via NGK plugs. A pair of Kook's long-tube headers evacuate the burnt gasses and dump into a Dr. Gas x pipe system and 3-inch setup. Adding a sizeable kick in the pants is a Nitrous Express multiple-stage wet kit that adds 125 hp on launch and another 125 further down course.

Here's where Scott decided to be different from everyone else. Minus the fact that everyone told him to keep the powerplant carbureted (he went with the fuel injection), he actually has a transmission for both nitrous and non-nitrous use. When he runs a 26-inch tall tire and no juice, squashed between the engine and the driveshaft (an aftermarket aluminum one by the way) is a G-Force T5 five-speed and complementary clutch built by Pro Motion. When running on the sauce and the 28-inch tires, in goes a C4 three-speed automatic and a 4,800-stall converter courtesy of Performance Automatic. "Originally, I loved the five-speed," Scott says. "I love banging gears, but with the nitrous, I have to run a 28-inch tire, and it raised durability issues with the T5. That's why I switch between the two. When on that tire and running the nitrous, the automatic is much more consistent and reliable, plus it makes the car much more streetable. The converter sucks up a lot of the cam, making it easier to drive on the street."

When it came to prepping the rearend and suspension to handle the juiced stroker's power, Scott went down yet another dissimilar path. "I love being different, and I have always been a drag racer," he says. "The road course stuff is cool, but it's far easier to go to a dragstrip with whatever you're driving and go racing. Plus, setting the car up more for the strip served to be a perk for me at work, as the car does most of the company's testing on its more hard-core or drag-race designed parts."

It comes as no surprise then that the underpinnings of this Fox-body showcase an abundance of parts from the Steeda catalog. A QA1 K-member and tubular A-arms mate with Tokico five-way drag shocks, Hyperco springs, Steeda caster/camber plates, and a bumpsteer kit to swing the weight rearward upon launch. Lightening up the front end even further is a Flaming River manual rack. Out back, the 8.8-inch rear is suspended by Steeda double-adjustable upper control arms and a set of Weight-Jackers lower control arms that are also off the Steeda shelf. Lakewood 50/50 shocks, stock springs, Steeda full-length subframe connectors, and an antisway bar get the rearend to hunker and plant the big sticky meats. The rear showcases 3.90 gears, Moser 33-spline axles, an Auburn Pro differential, and an adjustable-mount differential cover, while the rolling stock consists of classic Weld Draglite wheels. A pair of 15x3.5s are found up front, with 15x10s out back. All four corners are graced with DOT rubbers, with the Nitto Front Runner 1320 tires up front and a set of 325/50/15 drag radials in the rear. The stock brakes were left untouched, though a pair of Hawk pads and Powerslot rotors hide behind the front rims.

With the car being in such great shape externally, the stock red hue was left alone, though a 2 1/2-inch cowl hood (modified to fit the tall block), a '93 Cobra wing, and a '93 Cobra R antenna delete were sprayed red and installed by Econo Auto Body (Boca Raton, Florida). As for the interior portion of the car, a 10-point rollcage with a window net was installed. The factory buckets, as well as safety features, were enhanced with a pair of five-point harnesses. An Auto Meter Monster tach with shift light was mounted on the top of the dash, and a switch panel was installed underneath the radio. When the speeder is in the car, a Steeda Tri-Ax shifter makes the gear changes fluid and easy.

With the nitrous on full-tilt, Scott ripped off a best elapsed time of 9.27 seconds, with a terminal velocity of almost 146 mph. "I was lucky enough to win the 9-second class and finish Third overall in the NMRA Bradenton True Street event," he says. "True Street is a great class that epitomizes the run-what-ya-brung . It's a racer-oriented class, and I love it."

In addition to running the car in True Street, Scott takes the Fox-body on cruises every weekend. "I built the car as a weekend warrior, something that would turn heads on the street with both performance and style," he says. "I drive it every weekend around town. It's my grocery-getter, and I've even taken the car on a few dates. The ladies like it, and I like it because I have to help them over the rollcage and into the car."

Scott is happy with how the car is running. The only change he plans to make is the swapping around of the transmission. "The car is set up for drag racing and cruising on the weekends, so it doesn't mix well with the twisties, but it will go straight as an arrow on the strip," he says. "The demeanor of the car on the street is more tame than most might think, though."

On that, Scott, we beg to differ.

The retro styling of the S197 was an immediate hit with the buying public, and while some aftermarket companies haven't embraced it, most of them have and are providing retro versions of the current Mustangs. One such company is Temple Performance Cars, a Georgia-based operation offering three different Mustang models of varying performance.

Arriving in our parking lot at MM&FF Command Central South, the Vista Blue with white stripes LM500 Series 1 definitely caught our eye. It's a color combination that's hard to beat, and coupled with the Shelby CS67 20-inch wheels and choice Legend Mustangs body components, the Series 1 looked great.

Though we weren't able to do any performance testing with the car, we did evaluate its driving dynamics for a couple of days on this author's 84-mile daily commute. Legend Mustangs did a good job on the coil spring choice, which offered a slightly stiffer and lower ride, along with improved handling over a base Mustang while being comfortable in day-to-day operation. The use of BFGoodrich KDW rubber-255/35/20 front and 285/30/20 rear-at all four corners was also a wise choice, offering improved traction in cornering and straight-line performance. The latter is of great importance since the Series 1 LM500 offers a 500hp ATI ProCharger supercharger, or the RoushCharger, which our tester was equipped with.

The Roots-style supercharger provides nearly immediate boost and torque, which raises the fun factor considerably over a base Mustang. The Series 1 and 2 LM500 Mustangs also get a muffler-delete exhaust setup for a more aggressive sound. The lack of mufflers isn't overly loud since the catalytic converters remain, but we found the overall note had an untuned quality to it. The exhaust note does scream vintage Mustang, though.

The exterior, as previously mentioned, was modified with a Legend Mustangs hood, sidescoops, rear wing, and the optional center foglight relocation-the latter we thought looked perfect with the overall styling concept. Buyers can pick from their favorite factory colors, and then Legend Mustangs will paint the stripes on the car so you never have to worry about them peeling or fading.

LM also accents the Mustang's interior with billet trim pieces at the e-brake handle and cup holder. Boost and the air/fuel mixture can be monitored at the A-pillar with a pair of included gauges, and the stock 3650 transmission is stirred by a Hurst shifter. Lastly, a push-button engine start is installed into the 12-volt accessory port at the top of the dashboard. Over the course of our time with the Series 1, this push-button start proved to be more of an annoyance, though a full week with the car might have converted our brain's preprogrammed column-starting procedure.

Aside from the exhaust note and starter button, we found the LM500 Series 1 to be quite a bit of fun and comfortable to drive. The styling is all-muscle, and the supercharged powerplant will satisfy the majority of speed cravings. Legend Mustangs also offers the Series 2, which is everything the Series 1 is minus the blower. For those who need more speed, though, see our sidebar on the Legend X.

To have your Mustang converted to LM500 Series 1 specs, you'll need to cough up about $24,000, or you can order your car through Legend Mustangs' dealer network for the sum of $52,000. Pricing is comparable with Roush, Saleen, and Steeda offerings, but the Legend pedigree hasn't been established just yet, whereas the big three Mustang gurus all have an established racing heritage and street cred. Still, the Series 1 offers similar performance with vintage styling, so it's up to you how you want your Mustang to look.

The X Factor
Beyond The LM500 Series 1 and 2 Mustangs that Legend Mustangs offers, there's the Legend X-a 650hp beast that should easily mop up its share of GT500s. Legend Mustangs starts with a 5.0 short-block with forged internals and adds a Kenne Bell twin-screw supercharger, a 90mm mass air meter, and a full performance exhaust from the headers to the tailpipes.

Backing up the stout powerplant is a T-56 six-speed gearbox with a Spec clutch, a short-throw shifter, 4.10 cogs, and performance axleshafts in the 8.8 rearend. Brembo four-piston calipers and cross-drilled rotors keep things within legal limits, and numerous suspension modifications upgrade the underpinnings over the Series 1 Mustang. The interior is well appointed as well.

Legend Mustangs sent us a Legend X in Wimbledon White with blue stripes and shod with CS69 20-inch Shelby wheels. While final tuning wasn't complete, we did throw the X on Horsepower By Herman's (Tampa, Florida) Dynojet to see if it put out the purported power output, and to verify what we felt through the seat of the pants meter. Indeed, the Legend X pumped out 573 rwhp at 5,800 rpm and an extremely flat torque curve that topped out at 510 lb-ft. Air/fuel ratio checked in at 11.5:1, though the boost level had the pump gas running scared at 19 psi.

During our brief time with the Legend X, it proved to be a stout performer on the street, whether our foot was deep in the throttle or just cruising to and from wherever. We'd have liked to evaluate it on the track where it should really shine, but we were unable to do so. Hopefully, in the near future we'll be able to perform more in-depth performance tests in a variety of environments.

We've all heard the saying about having your cake and wanting to eat it, too. Of course, this can mean different things to different people. Some want to paint two or three colors on the flanks of their Mustang, while others want neck-snapping performance with through-the-dashboard braking. Then there are those who want a killer wheel-and-tire combo combined with an in-the-weeds stance.

Most of us have the means and the patience to combine only a few of those wants and wishes. But when it came time for MBRP Inc. to prepare a newly acquired Mustang GT in 2005 for the '06 SEMA show, the company chose to have its proverbial cake and eat it, too, The crew wanted killer power, awesome braking, an in-your-face attitude, and looks that could rival a supermodel. The result is a wild, two-tone terror guaranteed to make the competition stop, drop, and roll over in mercy.

Bought brand-spanking-new, the S197 was promptly off-loaded into the Ontario, Canada-based shop for a remake. Since MBRP is an exhaust company, it was only natural that the sound of the car would be improved upon and tested by having some power thrown at the stock 4.6L Three-Valve engine. Not a seal was broken on the modular engine, leaving the additional ponies to come from a combination of boost and juice. The forced induction setup is courtesy of ProCharger, which supplied one of its P1SC centrifugal supercharger kits. The blower stuffs in 9 psi of boost that's chilled by a three-core intercooler. When boost alone isn't enough to put measurable distance between the back bumper and the competition, a Nitrous Express single-stage wet kit sprays in a 150 shot of laughing gas whenever the need arises. Shuffling out the remnants of each combustion event is a full-on MBRP T304 polished, stainless steel dual exhaust system that offers a muscular, authoritative tone.

With power increasing enough to smoke the hides at will-but neither the clutch, transmission, nor rearend-the drivetrain was left as Ford designed it. The stock five-speed transmission is still rowed via the stock shifter, and the 8.8-inch rear remains untouched as well. Human hands did touch some of the cars underpinnings, however. The stock springs were swapped out for a set of Eibachs that hunkered down both the bow and the stern. For stopping power, the factory setup was ditched in favor of Stainless Steel Brakes Corporation Tri-Power binders that locate three-piston calipers and Turbo-slotted rotors on all four corners. The calipers were even shot in blue, which gives you an indication of things to come in terms of the visual effects of the Pony.

With a larger brake package and impending paint scheme guaranteed to wow the masses, a properly sized model of wheels and tires is a must. Send in Weld Wheels, which forked over a set of stunning Tech Star rims. The front shoes are sized 19x9, while the rears measure out to be 20x10.5. Wrapped up in Dunlop Sport Maxx SP 245/35/ZR19 front and 275/35/ZR20 rear hoops, the slightly raked stance adds even more attitude to the way the car sits.

With the mechanical portion of things taken care of, it was time to make way for the car's appearance. Those who would see it at the SEMA show and beyond would be on the outside looking in, so let's start with the Mustang's body. Terry DeLong of ProGlass was contacted to create the one-off body parts, and did he deliver. The car was stripped down to the primer, and the custom chin spoiler, three-piece rear spoiler, and Shaker hood with a carbon-fiber inlay were laid on. DeLong went so far as to create a custom engine cover that stays with the powerplant and the scoop each time the hood is lifted.

Once the new body components were secured, the car was split into upper and lower halves, with the topside sprayed in Windveil Blue Metallic and the bottom lathered in PPG Satin Silver Pearlcoat. Separating the two contrasting colors is some stunning artwork done by Extreme Customs (Burlington, Ontario, Canada). A barbed-flame strip runs from the tip of the front fender to the final point of reference on the rear quarter-panel. Around the rear spoiler is an airbrushed set of skulls that undoubtedly amount to the number of victims this Mustang has eaten up. Once the airbrushing was completed, Fang Performance emblems were installed on the engine cover, fenders, and decklid, and the appropriate amount of clear was shot on the flanks of the Mustang, making the car quickly become a two-tone tundra of speed.

Inside the cabin, much remained as the Ford engineers intended, minus the addition of a set of matching blue seat inserts and the stitching of the Fang Performance logo on the head rests. Throw in front floor mats sporting the same logo and some subtle carbon-fiber dash bezels, and the interior screams form and function.

In the end, MBRP showcased a two-tone terror of a car that's also a daily driver with good looks, gobs of horsepower, and awesome functionality. While we guess you can have your cake and eat it, too, we suggest bringing a bigger fork. Once this car gets done with things, there won't be much left.

Here at Muscle Mustangs & Fast Fords, we're often concerned more with horsepower than with practicality (hence the name of this magazine). After all, a 650hp Lightning isn't the most tractable vehicle on the road--though we do tolerate it, and it gets the job done. It's just that when we're offered a car that's quiet, filled with just about every amenity available, and good on gas, we jump at the chance to drive it.

Such was the case with the new '08 Lincoln MKZ, which your author had the chance to drive for the last week or so. The MKZ (formerly known as the Zephyr) was quiet, economical, and comfortable. What a change of pace from a loud exhaust and seats made more for the road course than an hour-long drive home from MM&FF Command Central.

This MKZ was of the all-wheel-drive variety. The 3.5L Four-Valve Duratec V-6 engine purred at idle, and barely whispered when I got on the throttle. Backed by the six-speed automatic transmission, the little engine that could knocked down 21.5 mpg on one tank. While the sticker said to expect between 17 city and 24 highway, I was happy with the 21.5, seeing as how that was on both the highway as well as the rural streets around northern and central New Jersey. The car handled well for a five-passenger sedan, with plenty of giddy-up and go when merging onto the highways. While the weather here in New Jersey was in full summertime swing, the all-wheel drive is certainly something that I would look forward to having when the weather turns cold, the roads get icy, and snow is falling. I mean, who needs a gas-guzzling, V-8 equipped SUV with AWD when I can have this little V-6 AWD sedan, and get to and from work in the muck in style and elegance?

The comfortable seats were heated and air-conditioned, and it was nice to be able to open the optional moon roof on cool nights. The dual-zone climate control kept both the wife and myself happy. The engineers spent a good amount of time thinking about the placement and accessibility of the controls. Not only were the control easy to use, but they were easy to read and a welcome to look at. The gauge cluster in the instrument panel was well lit, and had a sporty, yet refined, look to them. The same can be said for the entire center stack, which housed the neatly arranged HVAC and audio system controls. The expected round HVAC vents fit in well with the rest of the interior, and I have to admit, seeing the elegant hand clock between the two center HVAC vents was nice. In an age where everything is digital, seeing the clock is a throwback to Lincoln's of years past, all while adding a sense of "this isn't just a normal car". The MKZ was also equipped with Ford's new Sync voice-activated system, and it was a welcome addition. While I didn't have a chance to try out my iPod (it took a dive a while ago), the rest of the system was easy to navigate. Maybe next time I'll activate my Bluetooth and utilize the phone option of the Sync.

The lines of the car are nonintrusive, almost regal and mature. The car is not overstated, and the front grill definitely gives the car's nose a look of a car that is priced much higher, as well as keeping true to the classic Lincoln vertical grill design. The color of the car (Dark Blue Ink) was one of the most appealing I've ever seen. At first, it appeared to be black, but as I walked away and turned back to glance at the car, I noticed the blue metallic color shining bright on the hood. It reminded me of my dad's old '37 Chevrolet Master Deluxe, where most of the time it looked black, but in direct sunlight you could see the Jade Green color it really was. The MKZ was the same way, and the metallic flake in the car really made people stop and look. Throw in the optional HID headlamps and chrome 17-inch rims, and the car was appealing. For the price of the car, you definitely get more than what you pay for, both in functionality and sex appeal. The car is suited for many different aspects of life, ranging from a weekend drive, to a commute to an office in New York City or having the wife pack up the kids and take a trip to the mall.

Honestly, the more I drove the MKZ, the more I fell in love with it. With a base price of $32,425, the car was well loaded to begin with. Our car was equipped with some great options, including a leather steering wheel ($1,895), a moon roof ($1,200), HID headlamps ($495), 17-inch chrome rims ($895), Satin Aluminum Interior package ($195), and THX II Audiophile sound system ($995). While all of these extras were great, with the price tag approaching almost $39,000 (it was $38,840 as optioned), I could do without all of the bells and whistles. The color stays, though!

On a scale of 1 to 10, I give this car a solid 8. It exudes elegance, and is just as fitting parked outside an expensive restaurant as it is serving commuter duty.

Now if I could only figure out a way to afford THIS one.

It's big, black, and supercharged. Harley-Davidson is emblazoned on the sides of the bed in bright fashion, special logos adorn the fenders and tailgates, and along the bottom is a gorgeous copper stripe that contrasts nicely with the black above it. Throw in all the bells and whistles that can be offered on this behemoth, as well as some kicking 22-inch rims, and we almost overlooked the fact that this '08 Harley-Davidson F-150 sitting in the MM&FF parking lot was equipped with the Saleen blower package. Almost.

After a week's worth of cruising around in the H-D, we definitely give it our seal of approval. As stated, the truck was equipped with pretty much everything Ford could throw at it on the assembly line, starting with the supercharger. Sitting on top of the 5.4L Two-Valve powerplant is a Saleen blower that pumps in a registered 5.5-6 psi of boost. While it takes a ton of power to move this heavy of a truck--after all, it was a Super Crew with the 139-inch wheelbase--the giddy-up from the blower is certainly noticeable, especially with the 3.73 gears in the rearend. Fuel mileage was as advertised, as we recorded a 12.9-mpg reading on one stretch. With gas prices as high as they are, the $104.25 it took to tank it up definitely hurt our wallets, but it wasn't unexpected, and the automatic transmission with Overdrive was nice to have in traffic.

As for creature comforts, this truck had it all. Between the radio, the six-CD changer, and the Sirius satellite radio, we had more than enough driving music to get us to and fro without hearing the same song twice. The navigation unit made sure we didn't get lost, and the optional backup alarm and camera system made parking and backing up a dream. The camera itself was pretty wild, as it shows up in the rearview mirror on the left-hand side. As for the rest of the interior appointments, the truck was equipped with the captain's chairs, which were more than comfortable. The interior was accented with the Vintage Copper option, which basically meant copper leather was put into each of the seat covers, the center console lid, the shifter, and on the steering wheel. While some in the office weren't thrilled with that option, everyone I talked with fell in love with it. Throw in the power moon roof and power sliding rear window, and I have to admit, I spent more time with the windows down than up.

The exterior of the truck was also stunning. Unlike the H-D truck we had two years ago, this one has the Harley-Davidson name in block letters running along the upper sides of the bed. On the previous-edition truck, this was where the scallop stripe was, with the H-D name in script in the stripe. The scallop stripe is gone, replaced with the Copper stripe that runs along the bottom of the truck starting from the body line down. Special 105th H-D Anniversary badges adorn not only the center console and seat backs in the cabin, but the fenders and the tailgate as well. The blacked-out grille gives the truck attitude, and the 22-inch rims wrapped in 274/45/22 shoes are the perfect finish to the truck's overall appeal. Giving the truck even more function is the bed extender, which we found easy to operate.

Overall, the truck drove extremely well. It took a bit of time to get used to at first, but that was because I'm used to driving a Taurus every day. Stepping from that into the H-D was like going from a go-kart to a Sherman tank. But the H-D's ride was exceptional, especially for a truck, as the bumps and road blemishes could hardly be felt.

For me, this vehicle's steering and handling were different from anything I'd driven in the past six months, but that's probably due to the fact that I was in a truck, not a Mustang. For what it was, the handling was great.

The bed extender definitely helped when we had to bring parts and pieces to the storage area, and the truck got loads of looks from many people, one of whom was on a H-D motorcycle (see photos).

So how much does this bad boy cost? The base sticker is $36,500, and with all of the options this truck is equipped with--including the blower, which is priced at a stout $6,575--the total MSRP comes to $50,110. For the price of the truck and what you get with it, you definitely get your bang for the buck. If it was up to me, though, I'd get the same truck loaded the way it was, sans the blower, and slap on a huffer with a bit more to it. Evidently, my genes scream, "Forget about gas mileage and the rear tires."

To sum it all up, I have to quote my wonderful wife, who, when I brought the truck home one night, asked, "Can we keep it?"

Enough said!

Special thanks to Mike Young, who graciously allowed us to photograph the new '08 Harley-Davidson F-150 with his motorcycle, a loud and stylish '99 FXSTC, better known as a Softail Custom.

Backdraft: A situation that can occur when a fire is starved of oxygen. Consequently combustion ceases, but the fuel, gasses, and smoke remain at high temperature. If oxygen is reintroduced to the fire, combustion can restart, often resulting in an explosive effect as the gasses and heat expand.
Source: Wikipedia

Al Papitto traded in one backdraft for another. A retired firefighter from Vero Beach, Florida, Al now heads up Boss 330 Racing and deals with a different kind of backdraft--one inside the combustion chambers of the engines he builds. For someone who spent the early part of his life running into burning buildings while others ran out, a less-than-exciting personal ride could never be parked in his driveway. While he may have given up a ride on the fire truck each time the bell goes off, when his shop closes for the day, Al straps into a ride that quells a different kind of fire.

To say he went down a different path with his '96 Cobra would be like saying Johnny Knoxville isn't a crazy SOB for doing stupid stunts on Jackass. Suffice it to say, this Cobra sports a powerplant known for being between the shock towers of a much rarer car.

"I bought this car completely stripped, from a good friend who had it as a project and didn't have time to finish it," Al says. "I bought the body as a spare, intending to build a race car out of it. Once I looked the car over, I saw the chassis was very clean."

Al set about creating arguably one of the more unique transplant cars to come across our camera lenses. With the SN-95's status as basically a rolling shell, Al threw some intriguing twists at it. "I started calling friends and looking for parts," he says. "A few weeks later, the parts started accumulating. By then I had an '04 Cobra interior, clutch, flywheel, and transmission. I also had the complete engine that I used previously in my red '04 Cobra. Eventually, I had enough parts to put together a car."

The result is the black Cobra you see here. To tell the story of this car, however, you have to hear about what went in, under, and on it. It just so happened that the motor Al had lying around was one out of an '00 Cobra R. The 5.4L specialty motor was slung between the shock towers, but not before it saw a complete overhaul and rework. The block was cleaned and readied for the installation of the rotating assembly, which consisted of the stock steel crankshaft, Manley rods, and CP Pistons. Next up, an oil pump from a Three-Valve engine was installed, followed by a Canton oil pan modified with a custom windage tray.

With the short-block ready to rock and roll, Al settled down to finish the powerplant. Before the Cobra R heads were laid down on top of the engine, they were run through a litany of performance upgrades. The Four-Valve heads were treated to a race porting job, then filled with oversize valve seats, bronze valveguides, and Ferrea stainless steel valves. The heads were installed, followed by a set of Comp Cams roller bumpsticks and Ford 1.81-ratio cam followers.

After the long-block was set into its new home in the Cobra, the finishing touches were put on the 332ci motor. With a compression ratio of 11.6:1, there was no way this puppy would live under any kind of forced-induction setup, so Al decided to keep the motor running naturally aspirated. Sitting atop the mod motor is a stock Cobra R intake manifold. Funneling the air into the manifold is an Accufab oval throttle body and a Lightning 90mm mass air meter.

Al knows that to make a fire, the proper amount of air must be mixed with the correct amount of fuel, along with a spark strong enough to get things going. To that end, a set of 43-pound injectors and a UPR 340 fuel pump supply the petrol, while lighting things off is an MSD DIS4 ignition box sending the jolt through stock coil packs and NGK plugs. The signal to start the combustion process comes from the stock ECM that has been loaded with a custom Boss 330 Racing tune courtesy of a DiabloSport programmer. Venting the residue from the cylinders are the stock Cobra manifolds, a UPR x pipe system, and a 2-1/2-inch exhaust system muffled by a pair of Flowmasters.

Next to be transplanted into the Cobra was the driveline equipment, starting with the transmission assembly. The stock '04 Cobra clutch, flywheel, and pressure plate are squeezed between the engine and the T-56 six-speed stick shift tranny. Al makes each gear change with a UPR shifter, while linking the trans to the third member is a custom aluminum driveshaft. While we're on the topic of the 8.8-inch rear under the hind end of the Cobra, we'd be remiss if we didn't mention that the housing is stuffed with 4.10 gears and a pair of Moser 31-spline axles.

With the driveline squared away, it came time to upgrade the handling of the Cobra. Knowing that the nose would be a bit heavier thanks to the 5.4, Al set about overhauling both ends of the Stang in an effort to harness and apply all of that torque and horsepower. A set of UPR upper and lower control arms replace the front stockers, while handling the shock of each road blemish are a pair of Koni shocks and UPR springs. The rear features the same Koni shocks and UPR springs as the bow. As for the braking system, the factory brakes remain, minus the addition of a set of Brembo rotors front and rear. Chrome '03 Cobra rims are located forward, while a set of '04 Cobra rims that were widened to 11 inches are bolted up aft. All four corners of the car ride on BFGoodrich TA tires.

With Al planning on the car being not only his toy, but also a daily driver for his wife, he enlisted the help of J&J Autoworks in Vero Beach, Florida, to give new life to the Mustang's flanks. After installing the Kaenen Cobra R hood, the crew at J&J shot the sheetmetal with DuPont Chroma base black, followed by Chroma clear. As for the interior, the '96 appointments were chucked in favor of those from the '04. The only add-ons come in the form of a pair of Auto Meter A-pillar gauges.

Overall, with a dyno figure of 462 rwhp and 440 lb-ft of torque, this Cobra gets up and goes. "It doesn't handle quite as well as my wife's Corvette," Al says, "but the car is pretty unique and has torque a 4.6 guy could only dream about."

Those who line up next to Al's Cobra might want to think twice before they do it. Backdraft can be a nasty thing.

With enough cash in hand, just about anyone can buy a fast Mustang. You can do so right from the local Ford dealer, and once behind the wheel of your 400-500hp stallion, you can tear up the streets, road course, or hit the strip and run deep into the 12s or the 11s. The coveted Shelby GT500, along with the Saleen and Roush supercharged models, will get you there with style and grace. But there's always been a rub with fast, factory, late-model Mustangs: If you wanted the big-daddy engine, you had to get a manual transmission.

That was true until recently when MM&FF wrapped its arms around a popular Roush 427R Mustang, a serious snake that Roush executives tell us is selling like hotcakes. Our tester was fashioned in Ford's new Dark Candy Apple Red Metallic and sported a center stripe, bold 427 badging that flows into a slashing side stripe, and 18-inch wheels. Under the hood lurked a supercharged Three-Valve belching out an impressive 435 hp--backed by an automatic transmission! Yes, an automatic, the 5R55S five-speed to be exact. That the 427R had an auto tranny was of great interest to us, since we've never tested a new supercharged Mustang with anything other than a stick.

"The 427R was designed as more of an entry-level price package for a vehicle equipped with a modified powertrain," says John Clark, communications and motorsports manager at Roush. "This car doesn't typically have all the included features of the Stage 3, such as the side molding and rear fascia. Options on the 427R, such as the four-piston brakes, are standard on the Stage 3. Perhaps the biggest difference is in the suspension and wheels. The 427R has cast wheels and a suspension tuned to the heavier wheel/tire package. The Stage 3 has lighter forged wheels, and the suspension is tuned for that setup. Consumers will notice a number of small but important differences between the two vehicles."

Performance purists and road racers will insist on a clutch and a gear jammer because there's nothing like pulling off the perfect powershift and/or selecting the proper gear for coming out of a corner. Furthermore, stick guys take pride in being an integral part of the acceleration process, not to mention that modern Mustangs have not been known for having performance-oriented automatics (remember the AOD?). Stick versions have always been two-to-five tenths quicker in the quarter.

While true in years past, the '05-up 5R55S five-speed automatic is far and above its predecessors. It is rather strong and benefits from a steep 3.25:1 low gear and close ratios in Second and Third as well, thus providing crisp acceleration and loads of fun for the driver, not to mention amazing simplicity for those not wanting to bang gears or driveline parts.

Strip Savvy
Not ones to dilly-dally, we locked into "Drive" and hustled to the dragstrip. Could the 427R automatic hang with the Roush Mustangs previously tested by MM&FF? In the past, we've run 12.50s in a Stage 3 and 11.90s in the pricey Drag Pak.

On a cool day at Raceway Park, we put the 427R against the clocks and laid down a series of 12.40s at 107-108 mph, our best being a 12.44 at 108. This came after burning out, staging shallow, and by releasing the Roush with a smooth yet aggressive application of power.

Looking for more, we bolted on a set of drag radials, powerbraked to 1,800 rpm, and mashed the gas--hard. The "R" scooted from the line with no spin (1.76 60-foot time). It then pressed us firmly in the seat until we crossed the stripe 12.32 seconds later at 109.36 mph. Going fast was as easy as deactivating the traction control, canceling Overdrive, and then flooring the electronic throttle. Impressed? We were.

While 12.30s are quicker than most other stock Mustangs, we still wanted more. The weather report showed high pressure and cooler temps were coming, so a second trip to E-town was planned. Using the same sticky drag radials and breathing colder air, we managed a quicker 12.20, again at 109 mph to end the day. The decrease in e.t. was representative of the cooler air, but due to a stiff head wind, the speed didn't pick up. The strong wind killed about 2 mph and a few thousandths of e.t.

Street Smarts
The 427R has an ominous presence on the street. It extracts mad attention from car guys and girls, too. I can't recall a test car that caused so many cell phone cameras to be whipped out. Even the teenagers on my block had their jaws dropping, as did the guy at the local pizza joint. There's something magical about this car and the numbers 4-2-7. Be it the 427 badging, the side stripe, or the aggressive overall look, this Stang makes heads turn--rapidly. Thankfully, there is performance to match.

Though we were skeptical at the start, it didn't take long to love the automatic. Just pop it in gear, and you can deal with the daily commute, or romp it and turn great numbers without the fear of a missed gear or a broken driveline component.

In typical Roush fashion, the suspension was tuned for improved handling, but it was not overly aggressive. Cornering performance was enhanced with Roush springs, shocks, and struts. Additionally, our car was fitted with the optional 14-inch brake upgrade ($2,699), which made stopping quickly a treat.

The lowered stance, racy bodywork, and gaggle of stripes take the 427R from base Mustang to ultra-Stang status. Our automatic was also equipped with Roush white-faced gauges ($390), Sport seats ($1,725), rear-quarter louvers ($315), locking lug nuts with key bag ($60), an interior trim kit consisting of a carbon-fiber overlay ($350), and Roush Rocker Plates ($57). Total MSRP was $51,085. Expensive, yes, but that's a lot of content. You can trim back and get the base 427R package for $15,599 over the price of a Mustang GT.

If we have to complain, it's that everyone, and we mean everyone, asks if it has a 427 engine, and sadly you have to say "no." Nor does it have 427 hp (which it did in 2006-'07) so you can't even explain that the 427 refers to the horsepower rating.

OK, we can get over that, but more importantly, we didn't like the Cooper Zeon 275/40/18-inch tires that just didn't stick. They spun feverishly on the street, even when accelerating with moderate throttle, and more so in the rain. We mainly drove the 427R in colder conditions (where you can expect reduced traction), but nevertheless, the tires didn't provide the level of grip we would expect from a $51,000 car.

Clark explains, "As you know, when the 427R was introduced last year, it had 427 hp, which was the base for the model name/number. When we were able to increase the horsepower in 2008 there were internal discussions about keeping the name or changing it. In the end, it was Jack Roush who decided that the 427R should evolve into a model number in the Roush lineup, likening it to the Porsche 911. Over the years, Porsche has changed that car in multiple ways, but consumers recognize the model and the family heritage. That is the same approach that Roush is taking with the 427R--making it into a family that could change and evolve from model year to model year."

On a brighter note, the Three-Valve 4.6 is amazing. It benefits from an intercooled RoushCharger making about 5 psi of boost, which is enhanced with a Roush computer tune to produce the aforementioned 435 ground-pounding horsepower and 400 lb-ft of torque. We enjoyed the abundance of low- and midrange torque present at tip-in, and when we squeezed for wide-open throttle, the blower howled, and we accelerated at a rapid rate. This car will spin the tires at will, although traction control keeps you in check. Delete "TC" with a press of the dash-mounted button, and you can have the tail hangin' out all over town.

"As for the automatic," Clark says, "the last time Roush made one available was in 2003. Now, with the popularity of our vehicles, the dealer base and consumer calls to our customer service department have been asking for that as an option. There are a lot of people living in major metropolitan areas who deal with heavy traffic, and a lot of customers just prefer the simplicity of an automatic. With that, we obtained the certifications needed. I doubt that the sales of the automatic will ever equal the manual transmission, but we anticipate them to grow as people become aware of the availability and just how quick and how much fun the automatics are."

We give the Roush 427R a solid "A." During our evaluation, we knocked down 20 mpg (city and highway) and scored many, many looks. Our staff agreed that the 427R is just plain fun to drive, more so than we ever imagined.

Big horsepower in a light package is what performance-minded folks wanted, though somewhat recently we've seen attempts at mid and fullsize muscle, including the Mark VIII, Turbo Coupes, Super Coupes, and most recently, the Mercury Marauder. But we've not seen a real powerhouse with the kind of old-school charm that Logan Wright's Crown Victoria has--until now.

A 26-year-old graphic designer from Miami, Florida, Logan has already owned his share of cars, and a mighty diverse collection at that. "I got the car as a replacement for my '98 GT," he says. "I was drooling over the Terminator Cobras but wanted something different. I always loved the Impala SS and Mercury Marauder." As it turns out, Logan spotted the '00 Crown Vic in the used-car lot and knew that was the one.

"I wanted to create a powerful sedan from something that wasn't supposed to be," Logan says. "The mods started the first day with a 150-shot of nitrous." Over the years, he installed a twin-turbo setup as well as a centrifugal supercharger, and when the stock motor finally let go, he gave long consideration to his options.

It was a great deal on a used '03 Lightning engine that hit home and provided Logan with the power and unique quality he was looking for in his hot rod. As if stuffing the supercharged 5.4 into a car that never had anything but a 4.6 wasn't difficult enough, Logan one-upped the situation by adding a stick shift into the mix and says, "I did the manual swap because it's more fun to drive." Said swap started with a Tremec TKO600 five-speed, along with a Ram Powergrip clutch assembly and Ram billet-steel flywheel.

The pedal assembly was another matter altogether, as Logan spent a considerable amount of time melding the stock auto pedals with a manual set from a Mustang. An aluminum driveshaft was chosen to send the abundant torque back to a modified 8.8 axle with a 4.10 gear, stock shafts, and an Eaton differential.

Logan also performed some fabrication on the exhaust system, slightly modifying a set of Ford Racing Performance Parts shorty headers and a Summit Racing H-pipe to fit the chassis. Post H-pipe, you'll find a pair of custom tubes connecting a duet of Flowmaster two-chamber mufflers and dump tubes.

Engine mods beneath the factory Eaton M112 supercharger are limited to exterior changes, with pulleys setting the boost level at 12 psi, an SCT Big Air mass air meter reading the incoming atmosphere from a custom induction tube, and an Afco heat exchanger and Canton reservoir cooling the boosted bounty. VMP Tuning in DeBary, Florida, handled the computer flashing that employs the stock Crown Vic ECM.

While some might throw stiff shocks and springs into such a boat and make it an all-out highway killer, Logan went the opposite direction with a quartet of Competition Engineering drag shocks, which allow the Crown jewel's Police Interceptor coil springs to transfer weight faster than NBC's The Biggest Loser. The front springs were cut to give the Vic the old-school rake, while the rest of the suspension components remain stock.

Fueling the fullsize tire fryer is a 255-lph in-tank pump that gets the occasional jolt from Kenne Bell's Boost-A-Pump. The subsequent increase in voltage makes sure that the stock Lightning's 42-lb/hr injectors hose down the cylinders with enough fuel to keep the air/fuel ratio happy and safe.

Currently, the Crown Sic makes an estimated 450 hp and 540 lb-ft of torque. Combined with the soft suspension setup and the stick shift, this sedan gets down to business. We sampled the supercharged machine during our photo shoot, and the ride felt just like that of the classic fullsize cars. "The thing I like most is that it's like driving a time machine," Logan says. "It has an old-school feel to it that only a musclecar can give, and it shows people what's possible with a car not usually viewed as a performance vehicle." Mission accomplished on all accounts.

In a world dominated by fuel injection, modular engines, and vehicle-management systems that tell you when tire pressure is low, it's rare to see something as simple as Ken Hupf's car. There's no ECM in this ride, just a tried-and-true, high-capacity ignition system complete with a distributor. Fuel injection? Ken laughs at the concept. Sitting on top of this poked Windsor motor is a fuel-mixing device considered to be of ancient proportions--the carburetor. Adding even more allure is the fact that there's no nitrous bottle, supercharger, or turbocharger in sight. All that moves this Pony is cubic inches.

In Ken's '85 Mustang GT, the simply engineered driveline combination, black paint, few interior upgrades, and even the wheel and tire choice, elicit only a casual glance--that is, until the clutch is dropped, the gears are pulled, and this four-eyed freak screams through the lights in 10 seconds.

This is just one of many Fords Ken has owned. As a matter of fact, he has held the pink slip to more than 12 of them before picking up this Mustang in 1994. "I've owned 12 5.0L cars and have had every model--LX hatchbacks, sedans, GTs, convertibles, AODs, five-speeds, and even an '85 Mercury Capri GS," he says. After learning a friend needed to purge his driveway of the '85 GT, Ken promptly took the Fox-body home.

Wanting a car that was simple to work on but able to rip up the track and the street, Ken set about turning the car into a version not usually seen. "My wife and I are both career Air Force veterans, and our jobs have been a bit overwhelming the past several years," Ken says. For that reason, he went with a simple induction setup as well as a proven engine combination. "Most of the cars I previously owned were fuel-injected," he says, "but I switched back to a carb car in 1994 since I wanted to build a street/strip car, and I liked the ease and added power they offer for less money."

Ken began by pulling the venerable 302 small-block out of the engine bay. He planned on throwing in a bored-over 351 in its place, but first he needed to tackle the assembly of said engine with go-fast goodies. He sourced a '94 351 Windsor block that was originally part of a Ford Racing Performance Parts crate engine. The block was drilled 0.030-inch over, and was decked and honed by SD Concepts of Warwick, Rhode Island. After ARP studs were installed, the cylinder case was filled with a nodular iron crank, Eagle H-beam rods, and Diamond custom flat-top pistons, all of which were blueprinted and balanced. Lubrication of the newly created 356 is handled by a Melling oil pump. Keeping oil off the crank at high revolution is a Canton Pro Drag Race oil pan, complete with side kickouts, a windage tray, and a baffle.

Next to go in was the camshaft, which was straight out of the Comp Cams lineup. The specific bumpstick Ken picked out is the XR286R, which features a 248/254 intake/exhaust duration split, with lift numbers of 0.614 for the intake and 0.621 for the exhaust. Knowing the cam would open the intake and exhaust valves wide, Ken realized that an appropriate set of cylinder heads had to be chosen to match. With that in mind, his pick of a set of Canfield 192cc aluminum heads was a no-brainer. After the crew at SD Concepts opened up the heads, a set of 2.08-inch intake and 1.60-inch exhaust valves, courtesy of REV, were installed. The rest of the valvetrain consists of Crane dual valvesprings, Smith Brothers hardened pushrods, and Comp Cams 1.6 ratio roller rockers. Thanks to the Canfields' 58cc combustion chamber, the compression ratio checks in at a stout 10.62:1.

Ken wanted something simple, so he went with a custom Edelbrock Super Victor manifold that has had its runners fully balanced and flowed. Once the intake was bolted down, a Barry Grant Mighty Demon 850 mechanical double-pumper carb showcasing annular boosters was laid on. The exhaust pulses are shuffled out through a pair of MAC 1-3/4-inch long-tube headers mated to a Dr. Gas x pipe system, DynoMax Ultra Flo mufflers, and a MAC 2-1/2-inch exhaust system with polished tips. Keeping the bullet cool under fire is an Edelbrock Victor Series water pump, SPAL dual 11-inch electric fans, and a Griffin aluminum radiator. Lighting off the air/fuel mixture is a chore easily checked off the to-do list by an MSD Digital 6 ignition box, HVC II coil, billet distributor, and plug wires. Screwed into the eight spark holes are NGK Iridium plugs.

A Tremec 3550 five-speed do-it-yourself transmission backs the potent pushrod motor, while a Lakewood bellhousing envelops a Ford Racing Performance Parts billet-steel flywheel and a Centerforce dual-friction clutch. Ken makes each gear change via a Pro-5.0 shifter topped with an old-school Hurst shifter ball, while an FRPP aluminum driveshaft runs the power down the line to the rear.

Speaking of the third-member, the hind legs of this Pony are a near-bulletproof Currie Enterprises 9-inch rear filled with Moser 35-spline axles, a nodular-iron centersection, 4.30 cogs, and a Detroit Locker Tru-Trac differential. Power meets the pavement via a set of Weld Draglite wheels. The front 15x3.5-inch 10-holes are wrapped in generic tires, while the 15x8-inch rear wheels are graced with M&H Racemaster DOTs when on the street, and 27x10 M&H Racemaster slicks when the dragstrip calls.

With the car predominately set up to see action a quarter-mile at a time, the suspension is geared more toward rearward weight transfer as opposed to corner-carving stiffness. A pair of Koni adjustable drag shocks are found on all four corners of the Mustang, as are Eibach drag springs. Most of the suspension work was done to the rear, however, as an airbag helps soften the shock of the launch. Also aiding in traction are Pro-Mustang adjustable upper control arms, Mega Bite Jr. lower control arms, custom frame connectors, and fully welded torque boxes and upper control arm mounts.

Ken decided to leave the Mustang in the menacing black hue it has worn since its inception. The only change he made was the addition of a fiberglass cowl hood hit with Chromabase urethane black paint. As for the interior, it was left well enough alone, minus the installation of an Auto Meter Monster tach and a triple set of gauges mounted in the far end of the dash. When all was said and done, Ken's car may look like a 12-second ride, but a 10.82/126-mph timeslip says otherwise.

"Due to our jobs and family life, the car rarely gets driven, except to an occasional cruise night or late-night get-together at a local speed shop," Ken says. "This time, I built a basic, streetable combo that puts out great power. The numbers prove the results are all in the details of the combination, not based on how much money you spend."

Now that's a simple assessment.

Unfortunately, not everyone's first car is a mustang. Many of our first rides are based on our parent's recommendations or are hand-me-downs. Not every new driver is ready for a mustang either, especially the v-8 kind, but eventually the allure of owning america's first ponycar leads us to buying into the mustang brand, be it a new or used horse.

If you're a first-time buyer or looking to upgrade, there are things you should know. With that, Muscle Mustangs & Fast Fords looked into the Mustang market to give you some buying tips regarding late-model Mustangs. Having bought and sold more than 30 cars in his lifetime, the author is rather familiar with the used-car market, and Mustangs in particular.

Geographical Considerations
Unfortunately, Northeast and Midwest enthusiasts have to deal with rust. Floorboards, rocker panels, doorskins, and quarter-panels are all susceptible to car cancer, especially on Fox-body Mustangs. We haven't heard of it being much of a problem with the SN-95s and newer cars yet. Another thing all Fox-body Mustang buyers should look for is rust around the underside of the hatch and/or trunk lid. No matter where you live, this seems to be a problem. If you're considering a Mustang that has these issues, know that parts are easy to find and rather inexpensive at this point in time.

Southern cars can often be the victims of floods, which usually leads to a host of electrical issues, as the submerged wiring harnesses can hold water, and rust components and connections. Carfax.com can be a good way to determine whether or not a car has been in a flood, or an accident for that matter, but you can check yourself for excessive rust on the seat frames or under the dash. A moldy smell is usually a sign of previous flooding, but it could also be a result of a leaky heater core.

Be A Smart Shopper
As with anything you're looking to purchase, it pays to be a smart shopper and do research first. Compare the car to similar Mustangs, and be sure to ask a lot of questions if you don't know much about the one you're interested in. If you're one of the overly excited types, bring a friend to be the voice of reason. I've always had a problem with envisioning the finished product when looking at the beat-up hulk. Such a car can be good, but it will most likely get you in deeper than you planned, or can afford. Friends or family members who know your habits (and your financial state) can help steer you away from making costly mistakes.

It also pays to make the most of your friends and family in regard to their talents or skills in the automotive department. If you, or someone you know, does bodywork, you might be able to make a better deal on a car that needs such work. If you have spare Mustang parts lying around, finding one in need of said parts means it can be had for slightly less than one that's complete.

We've found that www.autotrader.com is still the best place to find deals on Mustangs. People who aren't really into the Mustang hobby, but have one to sell, often use print ads for advertising their rides. Aside from their local newspaper, the Auto Trader magazine is the next best thing and a bit more focused. The publication offers locally based issues so you aren't scouting the nation, though you can do that online if you like.

The next best resource is www.craigslist.org. It's a free classified service, so you don't get much in the way of organization or search choices, but there are deals to be had.

Also online are the numerous Web site classified sections. Here, you'll find people asking for premium prices because they're more familiar with the Mustang market. However, you'll still find deals where people need to get out of their vehicles fast for whatever reason. Good resources include www.racingjunk.com and www.autoshoppermagazine.com.

We'd be remiss if we didn't include eBay here. The thing we like most about the site is that there's usually much more in-depth documentation of the vehicle, with more pictures and information listed. Unfortunately, these are auctions, and you have to outbid other people rather than just showing up on someone's doorstep with a bundle of cash and persuading them to sell you the car there and then. Still, depending on your cash and the car you're looking for, great deals can be had on eBay.

The Basics of All Cars
I've always felt that the more stock the car, the better the foundation is to start with. Performance modifications can spell hard driving, but not always. Sometimes show cars and their owners who just cruise in them can be highly modified but rarely raced. Assessing the quality of the work, the parts chosen, and the condition of the vehicle can give you a better idea of the overall condition.

If the car you're looking at has an inch-thick coating of rubber in the wheelwells, it's probably a good sign the car has been driven hard. If it's a race car, this might be acceptable--aside from the fact that it may point to a lack of maintenance. Stay away from gears that grind, or a trans or clutch that slips, unless you're in the transmission business. Sometimes these issues point to an inexperienced, but not necessarily abusive, driver.

Look for spaghetti wiring anywhere on the car. Hack jobs in the wiring department can lead to a host of electrical gremlins that you might be chasing forever. Look for owner records of repair and maintenance work, and if possible, verify a car's health by taking it to a reputable shop for an inspection. When we consulted the staff at HP Performance in Orange Park, Florida, regarding this story, they recommended having a qualified shop perform a multipoint inspection. HP offers free quick inspections where they will put the vehicle on a lift and check suspension wear, upper and lower control arm bushings, frame damage, and inspect the quality of aftermarket work, if present. They can also provide more in-depth services, such as compression and leakdown tests, at their regular shop rate.

Beware Of Imposters
In looking through numerous ads, we came across many "Cobra" Mustangs, but few were actually SVT products. Imposters, clones, and replicas have been commonplace in the musclecar market for years, so it's no surprise to see late-model Mustangs that have been reworked into high-performance-model Mustangs. Sometimes it's a set of Cobra R wheels or a Saleen ground-effects package that the owners flaunt in the subject title of the ad to attract more potential buyers. Do your research and ask for official paperwork or validation of some sort.

'87-'93 Mustangs (Fox-Body)
The fuel-injected 5.0L Mustang is as popular as ever, and the strong market for clean Foxes shows this. Relatively clean examples pull in $4,000-$6,000, which will probably get you an 80,000-mile hatchback LX or GT. Coupe or sedan models bring in another thousand or two. Surprisingly, convertible models can be had for $4,000 or less. We've also seen a trend of 30-something individuals spending $10,000 or more for very low-mileage Mustangs. Many of these people sold their modular-powered Ponies to go back to a Fox-body, which was probably a car they had in high school. Check eBay and you'll see some rather pricey Fox Mustangs with 20,000-30,000 miles on the clock. Whether these cars hold their value in years to come remains to be seen.

Common problems with Fox Mustangs include torque-box damage (where the lower control arm mounts to the chassis) and rust under the hatch or trunk lid. Damaged torque boxes will have cracks and tears in the sheetmetal of the chassis, and are generally the work of abusive drivers and/or high-traction racing situations. These can be repaired, but you may want to stay away from cars with this problem. One thing to keep in mind is that the '93 5.0L Mustang engines were equipped with hypereutectic pistons. In the hands of a capable tuner, they work well, but they aren't nearly as durable as the earlier engines that have forged aluminum slugs.

High-mileage Foxes will have an assortment of interior component failures, including window regulators, door-lock actuators, and convertible-top motors. We've seen some of these components fail on 40,000-50,000-mile cars, but it's more common in 100,000-plus-mile plus vehicles. Repair parts are available at places such as Latemodel Restoration Supply.

Becoming more common in the Mustang market are four-cylinder to eight-cylinder conversions. The Fox-body coupe or sedan model seems to be the hot ticket, as purchasing a factory 5.0L coupe is at the higher end of the market. There's nothing wrong with the conversion if it's done properly and everything works as it should. Check for clean and neat installations. Oftentimes these cars are in better shape because they haven't been beat on as badly or for as long. The chassis are probably a lot stiffer since they haven't had to endure the 5.0's abundant torque for the majority of its life. Carfax can usually reveal the car's true identity, and you'll also want to look for smaller sway bars and brakes, as the four-and six-cylinder parts are significantly smaller. Proper conversions will have the V-8 spec equipment in every department.

'94-'95 Mustangs (SN-95)
For the pushrod loyalists, Ford offered the SN-95 body style with the 302 for two years before it changed to the modular powerplant. Enginewise, most of the internal parts are carry-overs from the Fox-body Mustangs, and the aftermarket has the exterior components pretty well covered. Rumor has it that the unique ECM limits these cars from producing as much power as a Fox-body EEC IV computer, but we believe these differences to be minimal.

With these first-generation SN-95s, you get improved braking thanks to four-wheel disc brakes, five-lug wheels, and the suspension options are more plentiful than with the earlier cars. Wheel selection is also huge compared to Fox bodies, as most aftermarket Mustang wheels were designed for the '94-'04 Mustangs.

Clean 5.0L SN-95s start around $6,500, though we've seen the occasional sweet deal come in for quite a bit less. Convertibles are dirt cheap, and the low-optioned GTS models will be something to hold on to should you be able to find one. Not all of them were completely stripped of their power options, and you'll find the occasional GTS model with power door locks but no power windows.

'96-'04 Mustangs (SN-95 Modular)
The early non-Power-Improved modular Mustangs ('96-'98) received a bad rap due to weak performance and are probably the best bargains available these days. If you get one with more than 100,000 miles on the odometer, and performance is in its future, you'll be looking at a rebuild. The lower initial cost allows you more cash for ported heads and cams--parts that will put you at least level with, if not above, their later counterparts. Once again, convertibles remain at the cheap end of the market in this segment, with clean five-speed hardtops bringing in $6,000 or more.

Surprisingly, '96-'01 Cobras with their Four-Valve powerplants can be had for a reasonable price. The early, rounded body style goes for $7,000 or slightly more, while we've seen the '99-'01 models go for around $10,000. You're starting off with 300-plus horsepower from the get-go, and adding a supercharger or turbo can put you well over 400-500 hp.

The '99-'04 Mustang GTs still command high prices, with clean, low-mileage examples pulling in $12,000 or better. The body style still looks current, and '04 models can still be financed at most dealerships. There's also a large group of Mustang enthusiasts who prefer the '99-'04 body style to the newer S197 retro look.

The '03-'04 Cobras command high premiums, with high-mileage cars raking in $20,000 or better. These are probably the best bet for collectors, as they hold legend status in the performance aftermarket, much like Turbo Supras, ZO6 Corvettes, and such.

With regard to common issues with modular-powered SN-95 Mustangs, the technicians at HP Performance mentioned that excessively high-mileage, modular-powered cars may have chain-guide wear that's visually undetectable, and you'll want to pull the breather cap on the cam cover and run up the engine rpm to verify that there's no oil blow-by. HP also noted that it has seen numerous stock modular engines with superchargers installed having cracked pistons. A compression test can verify the engine is in sound condition.

'05-Newer Mustangs (S197)
The S197s are still a hot commodity in the Mustang used-car market, and dealers know this, which is why GT models still bring a premium price. We've noticed a lot of modified S197s coming into the market, and these can often be the bargain to look for. More often than not, any performance modifications that have been made can be verified by the owner and/or shop that performed them. Combine that with the fact that you can usually buy the cars for the average price of a stock one, and you have the makings of a good deal on your hands. As always, look for clean installations and signs of frequent maintenance and upkeep.

'79-'85 Mustangs (Fox-Body)
The four-eyed cars, as they're known in our hobby, started the whole 5.0L craze, as the drivetrain was largely the same aside from the EFI. Unfortunately, the majority of these cars have been run into the ground and tossed away. Most of the ones we researched were in rough shape with their stock components long gone. Still, you can find rather nice examples of both Ford Mustangs and Mercury Capris for around $4,000 or so.

Survivor cars occasionally pop up on eBay or in the local paper, and these are usually the best buys. For those who want the body style, but not the carburetor, the '86 models offered fuel injection, but any of the later 5.0L EFI parts can be installed on the earlier cars.

MM&FF Buying Guidelines
The MM&FF staff has had their share of ponies in the stable. Here are the buying guidelines we generally go by.