In addition to enhancing performance and driveability, show-quality aesthetics were part of the grand plan all along. Even though extensive sheetmetal mods are becoming more commonplace in the walk of g-Machines, Colby wanted to keep things simple. Other than fixing a small patch of rust in the floorpan, smoothing out the firewall, and filling in holes in the engine compartment and undercarriage, the body is mostly stock. Instead, the mean stance, aggressive factory body lines, and Volkswagen Reflex Silver paint do all the talking. “I like the way these cars look from the factory, so I didn’t want to change the body much at all. Lots of people like to shave the driprails and door handles, but I didn’t want to take away from the car’s original profile.”

As subjective as a car’s styling might be, few people would disagree that the ’70 Mustang is a far better looking machine than the Clydesdales. And let’s not even get into the Mustang II debacle. With the last of the aesthetically pleasing old-school Mustangs at his disposal, Colby has met his duty of turning it into a sweet street machine that can do it all. Even so, there will still be those who question putting so much effort into any Mustang that isn’t a fastback. “I know that it doesn’t make that much sense to put a lot of money into a Mustang coupe because there just isn’t that much demand for them,” he admits. “However, I didn’t build my car to sell it. I got to build my first car like I always dreamed of building it, and not many people can say that.”

“I wanted to build a muscle car that drives and handles as well as a new car. I think I’ve accomplished that.” —Colby Henton

By The Numbers

1970 Ford Mustang

Colby Henton • Bryan, TX


Type: Ford 425ci small-block

Block: factory 351W bored to 4.030 inches

Oiling: Melling pump, stock pan

Rotating assembly: Coast High Performance 4.170-inch forged crankshaft, 6.200-inch steel rods, and 10.0:1 pistons

Cylinder heads: Trick Flow 225cc aluminum castings with 2.080/1.600-inch valves ported to flow 330 cfm

Camshaft: Crower 234/246-at-.050 hydraulic roller; .550/.573-inch lift; 112-degree lobe separation angle

Valvetrain: Crane lifters, timing set, valvesprings, and 1.6:1 rocker arms

Induction: Edelbrock Victor intake manifold converted to EFI, FAST throttle-body

Fuel system: FAST XFI stand-alone computer and 30-lb/hr injectors; Walbro in-tank pump, Aeromotive rails

Ignition: FAST crank trigger, MSD 6AL ignition box, Taylor plug wires, factory Ford coil pack

Exhaust: custom 1.75-inch stainless steel headers and 2.5-inch X-pipe, dual Pypes mufflers

Cooling system: Edelbrock water pump, Griffin radiator, SPAL electric fan

Built by: Coast High Performance

Output: 409 hp and 439 lb-ft at rear wheels


Transmission: Tremec TKO 600 five-speed manual; Modern Driveline flywheel and clutch

Rear axle: Chassisworks 9-inch rearend with 3.89:1 gears, Strange 31-spline axles, and limited-slip differential


Front suspension: Heidts control arms and spindles; RideTech air springs and shocks

Rear suspension: Chassisworks four-link; RideTech air springs and shocks

Brakes: Wilwood 12-inch rotors and four-piston calipers, front and rear

Wheels & Tires

Wheels: Billet Specialties Patriot 18x8, front; 18x10, rear

Tires: BFGoodrich KDW 245/40R18, front; 275/40R18, rear