At a recent track outing, we clicked off a 10.33 at 132.8 mph. In an effort to dial up the
I am the coupon-clippin' clown who spends the bare minimum to make my car faster. Sure, a paint job or a few more hard-core race parts would be nice, but as the Champion of Cheapness, I spend only what I can afford. When someone talks price, all I hear are the birds screaming, "Cheap, cheap, cheap!" Some call it an act of stubborn ignorance; I call it arthritis of the wallet. Many laugh at my Mickey Mouse contraptions, but they work and for quite some time. But even I have to admit, they work only up to a certain point.
For the past two years, we've been flogging our street-driven '91 GT with 15 pounds of turbocharged boost and have lit the Chrondecks with 10.30 e.t's. Our 66mm turbo still cranks out nice, clean boost, and the HP turbo kit looks great after two years of mixed usage. Our big-dollar Lentech AOD is still banging away, and the TFS top-half works just as good as the day we bolted it onto our stroked 347 short-block. For quite some time, many couldn't believe that our production block was lasting this long, but we credit it to two things-good machine work and a soft tune that Mustang Magic gave us to help keep things alive.
We're happy to report the soft street tune in our EEC IV has proven to be quite reliable u
Mustang buffs intimate with the 5.0 are painfully aware of the delicate production block and its inherent lack of strength. The 98-pound casting sometimes works in 11- or 10-second cars, but once you start throwing power adders at it, the stock iron lump is simply useless in containing all the rotating bits. It's terribly thin internally, especially in the main web areas where it will deform under any type of enhanced cylinder pressure that comes with high horsepower. So it will not surprise you to hear that the stock block in our Mustang finally gave up the ghost. This is how it went down.
It was a beautiful day at Raceway Park in Englishtown, New Jersey. The MM&FF staff members were busy photographing some pretty cool readers' rides and were chewing the fat about all sorts of stuff-new power adders, the NOPI girl bikini contests, and of course, the huge plume of smoke that was coming from our GT at about halftrack. From behind the wheel, yours truly felt the car begin to slow down during another test run. I shut it down, jumped out of the groove, and luckily, still had enough momentum to reach the return road. There's nothing worse than looking in your rearview mirror and seeing a contrail of white smoke while asking yourself, "I wonder what fluid that is?"
Upon disassembly of our injured soldier, we found all sorts of carnage. The split block fr
We've broken many stock blocks before, and each time they split at the same place, alongsi
The cracks run deep, with fissures going all the way up to the lifter valley. Upon further
With the broken pieces removed (which fell out on their own), the incredibly thin main web
We rebuilt our 347 with World's Man O' War block. Weighing in at a hefty 190 pounds, it ch
World uses billet-steel main caps for maximum tensile strength and four-bolt design for po