As the intermediary, the beefy Tremec five-speed transmission carries a close-ratio gearset (2.94, 1.94, 1.34, 1.0:1, 0.59:1) that feeds torque via Spec Stage II clutch assembly through a Dynatech aluminum driveshaft to the 3.73:1 ring-and-pinion. Critical safety issues are addressed by the Lakewood bellhousing and a fabricated driveshaft loop. How about that overdrive gear, though? Kinda like falling off a cliff. At 77 mph, however, it comes into its own while the 'Stang's small-block ticks lazily along at 2,000 rpm.
Could a crate motor solve the power problem? It'll pretty much fill the need, especially when it bolts right in. "I wanted a proven, reliable engine that was ready to go," Stites growled. Rather than shoulder the expense and the other issues associated with a one-off combination, he plunked some change down on a Ford Racing Performance Parts 347-cid small-block (PN M6007-C347). Briefly, it's got a two-bolt Sportsman block, Z340A aluminum cylinder heads (2.02/1.60 valves), and a hydraulic roller camshaft (0.563/0.584-inch lift; duration at 0.050-inch is 232/240 degrees). FRPP says it's worth 450 horsepower at 6,000 and 400 lb-ft of torque at 4,000 rpm. These numbers are generated at the flywheel with a 650-cfm Holley and tube headers, neither of which came in the crate.
Stuff Stites needed to complete the power module included a Holley 750-cfm double-pumper with mechanical secondaries, MSD 6AL box, and Ford Powertrain Applications full-length ceramic-coated headers. A MagnaFlow stainless steel exhaust (with X-pipe) completes the purging system. A Billet Specialties Tru-Trac serpentine belt system rounds up all the accessories (A/C compressor, water pump, alternator, power steering) and keeps them tight to the engine. The 347 keeps its cool with a big aluminum radiator core and a Black Magic pull-thorough electric fan.
Since he wasn't going to build a completely new engine, Scott could at least mess with the combo a little. Phil Rickard directed this phase from his Dynotech Engineering Inc. (www.dynotech-eng.com) in Ft. Wayne. He recurved the distributor to coincide with engine output, strung some Magnecore 8.5mm wire through FRPP looms, and set the timing at 39 degrees total. At the air intake, he made sure of proper fuel pressure, set the float levels, installed ACCEL pump cams, and changed the jetting to 75 front, 77 rear.
"Phil did an awesome job," says Scott. "The car starts very easily, idles on the money, cruises without seams, and when you put the pedal down it pulls strongly right to redline."
Though Stites could have wigged and sentenced his Mustang to Pro-Touring hell-no frills, no extras, no creature comforts, just a seat and a steering wheel-he really couldn't live with that, not after the beach cottage and all. He wanted his ride to look the part just as much as it could deal it, but his concessions to aesthetics haven't diluted the purpose. They're there because they do something good.
The G-Force crew shaved the body clean, applied an Eleanor II fiberglass hood with Ring Brothers billet aluminum hinges and matched it up with the front valance, side scoops, and side mirrors from a Shelby 350R. G's Steve Whetzel applied PPG Volkswagen Urban Gray Metallic and Reflex Silver Lemans stripes, and followed up with the mandatory clear coats. The front end of this car isn't for the faint hearted but the color choices subdue its outlandish structure without diminishing its purpose.
Inside raves black, accented by just the right amount of brushed aluminum. The Budnik Prism steering wheel turns on a Flaming River shaft. There is Vintage Air air conditioning and cruise control even. No perks overlooked here. Scott, you sure you're not from Cali someplace? Snugly and quietly within a Dynamat shroud, Scott takes the road from a Corbeau GTS II seat, is held by modern three-point restraints, checks out the Auto Meter Ultra-Lights, and gets his cochlea tweaked by Pioneer audio. Happy now, yes, but how long will that last before Stites' conscience applies the sleeper hold and tells him it's time to move on?