Lonny and Jason didn't want to mess around when it came to the powertrain. They did for their car what they do for many of their customers: They worked with Roush to find one of their performance crate engines that would come ready to install. For this project, a 548hp 368ci small-block was selected. They opted for a carbureted mill so their customers could more easily relate to the car. Most of their customers don't want to deal with fuel injection, but they are pretty astute at tuning carburetors. To back up the potent small-block, they used a Tremec TKO five-speed transmission kit, shifter, mount, crossmember, pilot bearing, miscellaneous wiring, and driveshaft. The transmission included a custom-modified tailshaft to minimize the modifications needed for floorboard clearance. An SFI-certified Quick Time bellhousing mounts the Tremec transmission to the motor. The car is primarily used on the track, so a Tilton clutch system was used instead of more street-friendly components. This also worked well with the Tilton pedal assembly, making everything from the clutch pedal to the disc from one company for optimum compatibility. The final piece of the drivetrain was a rear axle from the 9-Inch Factory. The housing was filled with 31-spline axles, a Detroit Truetrac, and 4.30 gears.

Next, the suspension, steering, and brakes came together. In front, a Gateway Performance Suspension Street Extreme coilover strut system replaced the upper A-arm, coil spring, and shock setup. The system uses a brand-new spindle that mounts to the original balljoint on the lower control arm. The system attaches to the factory shock tower. A coilover shock is then used for precise control and tuning of the front suspension performance. This system also provides ride height adjustment and it comes with 14-inch brake rotors and Baer six-piston calipers. With a modern performance front suspension now on the car, the factory steering system was the weak link. Gateway mounted its rack-and-pinion conversion kit, which replaces all of the original steering with performance rack, KRC pump, hoses, and everything else needed.

The rear suspension is a very unique system offered by Gateway Performance Suspension. Mustangs are notorious for traction problems. The Gateway solution is to replace the leaf-spring suspension with its three-link system. The core of this kit is a torque arm that connects the rear axle to the transmission crossmember. Two links connect the axlehousing to the original front leaf-spring mounts, and a third link installs between the housing and the torque arm. AFCO coilovers and Eibach springs make up the rest of the system. The axle is completely controlled while the coilover setup provides adjustable ride height and easy tuning for track and street use.

While the outside of the car was sprayed with DuPont Ford Screaming Yellow, everything else received a coat of benign gray. The brothers raced monster trucks for years, and brought this trick from that racing background. The gray color provides a lot of light reflection that's handy when you're trying to repair something, and it makes it extremely easy to see oil leaks or even cracks in the sheetmetal.

The interior is primarily equipped for racing with minimal acknowledgement of what the car once was. A pair of Procar racing seats are adorned with a swath of upholstery and five-point safety harnesses. The dash has the appearance of a '68 Mustang, thanks to a Year One insert that houses a host of Auto Meter Pro Comp gauges. One of the more interesting controls in the cockpit is a Davis Technology adjustable electronic traction control system. It senses spikes in engine rpm and retards the timing if it thinks the tires are breaking loose. The stock steering column was topped with a store-shelf race steering wheel to complete the functional race car interior.