My car is a 1987 Ford Mustang GT with a 5-speed and T-tops. The engine is completely stock from intake to exhaust, except for the removal of the intake silencer. In order to reduce accessory rpm, underdrive pulleys have been installed, along with an electric fan to reduce the loads on the water pump bearings. In this form, with ignition timing set at 12 degrees BTDC, the car made 217 rwhp on a chassis dyno. Believe me, nobody was more shocked than I was.

The car was purchased used in 1994 with a severe case of mange. After enduring much ribbing and snide comments from my so-called pals, I broke down and had it repainted in April 1997.

In May 1999, I decided the car needed more stiffening than the Global West subframe connectors could give. They served well, but there are limitations imposed by needing to keep the SFCs outside the floorpan. Even with the 6-point rollbar, Maier Racing strut tower brace, and Kenny Brown 4-point g-load brace, the car still flexed too much. So I took a Sawzall to it, and installed internal subframe connectors. The results were well worth it, particularly after I added braces between the beams and the rollbar.

This car has the SVO M-2300-K brake kit, more popularly known as the Cobra brake kit. The stock brake system was on its last legs when I bought the car, and my first couple of track events resulted in badly misbehaving brakes. Rather than spend time and money overhauling a stock brake system, I bit the bullet and upgraded my brakes. I've also scanned a copy of the parts list from the M-2300-K kit, for those of you who need to know the correct part numbers in maintaining/upgrading your brake systems.

Unfortunately, this car also comes with lots of brake dive. I plan to address this with some suspension changes.