Here’s one of the unbelievably sophisticated parts Xecution has helped CorteX develop: the
That doesn’t mean there wasn’t going be some cutting and welding involved. Around 2003, Filip cast aside any notions that the sheetmetal was sacred and began designing and building a torque arm–style rear suspension with coilovers based on what he saw on fast cars on Infineon, and his own calculations of how to integrate it into the Mustang. That suspension was such a dramatic improvement in handling that the floodgate was opened. After that, Filip turned his attention to the front suspension. Opting to go for ideal geometry rather than working with anything Ford gave him, he stripped the Mustang down to the ’rails and grafted in a custom tubular K-member and an SLA front suspension designed for maximum adjustability and tire clearance. Of course, to run massive 18x12 wheels with 335-series tires that the math told him he needed, the skinny Mustang chassis still required some generous flares.
So did he hit his goals? Yes and then some; through engineering and a few years’ worth of refinement on both the street and the track, and essentially a complete reimagining of what a ’66 Mustang could be, the Mustang, now known as Xecution, can generate cornering forces of 1.6g static and 2.2g jerk. That’s more than many supercars are capable of. Plus, it’s been driven over 200 miles to events and then back home after besting other cars with hundreds of thousands of dollars invested. It’s still pretty quick in a straight line too; in full road course setup (ride height, spring rates, sway bar settings) Xecution has laid down a 10.709 at 128 mph with a 1.550 60 foot at Infineon Raceway’s dragstrip. That’s ridiculously quick for no prep work.
Somewhere along the way Filip realized that the same passion that had driven his education might also be a driving force behind a career. Despite already having developed a high regard as an engineer, in 2008 he took a leap and launched CorteX Precision Racing Technology with the Mustang serving as the rolling testbed for extreme handling products for vintage Fords. Unless you’re an engineer, words can’t quite do justice to the level of sophistication of the parts Xecution has helped bring to market; instead check out the photos on CorteXRacing.com to get the real inside scoop.
Based loosely on a GT350R apron, Xecution’s front is designed to channel air as efficientl
Or you can search PopularHotRodding.com for Project Max Effort updates. That’s because we were so blown away by the CorteX Racing products that we partnered with Filip to build our own envelope-pushing project car known as Max Effort. All the delicious chassis and suspension innovation you’ve seen on that car in the past year or so were all developed at CorteX via testing on Xecution, and the refined versions on Max Effort are now available for your own car. One big difference: We’re going with genuine Ford power instead of the LS-based mill in Xecution.
As for the choice of engines in Xecution, we’ll let Filip tell it in his own words: “I didn’t have tons of money back then, and it would’ve cost a lot more money to build a Windsor at that power level than an LS. And the LS is significantly lighter than a Windsor. When I started the build in late 2006, the Ford mod motors didn’t have the power and displacement I was looking for. My second requirement was that it sit below the factory hood. That was also the year GM released the Z06 with the LS7 motor. This motor isn’t the LS7 crate motor; it’s an LS7 block that has a Callies bottom end with Wiseco pistons and ported LS7 cylinder heads. I’m also using the GM hydraulic roller cam that was developed by Katech for Grand Am and World Challenge. If I was building this motor today, I would probably use the Coyote Ford motor. Some engine builders I work with are reporting 600hp naturally aspirated. I’m definitely considering it just because I’d like to have it all Ford. Some people might have a negative view of it, and I’m conscious of that. I’d prefer to someday have it all Ford again.”