Of course, the soul of any Pro Touring machine is its chassis, and Rick put his vast suspension know-how to good use. Up front, the stock control arms got swapped out for tubular Total Control Products units. In the rear, the antiquated leaf springs got chucked in favor of a RideTech four-link. The air springs, shocks, and sway bars are all courtesy of RideTech as well. Harnessing all the lateral g’s are 18-inch BFGoodrich meats that wrap around Budnik M5 wheels. As a car built to showcase the Baer product line, the Mach 1 got strapped with massive 14-inch rotors and six-piston calipers and each corner. “This car was built to make big horsepower, and lay it down in a straight line or around corners while looking awesome at the same time,” Rick gushes.

Once complete, the Mach 1 proved to be a smashing success at SEMA. “I love all muscle cars, not just Mustangs, so it’s very rewarding when people come up to me and say ‘I don’t even like Mustangs, but I love the cars you build,’ ” Rick says. That seems to be a popular sentiment, as the requests for his services keep rolling in. Consequently, Rick is planning on making the transition to building cars full time, and if you like what you see, look him up at www.RickFloresMotorsports.com. As it turns out, despite all the sheetmetal-tweaking and body-line-altering tomfoolery that seems to be in vogue these days, stock-bodied machines built in the Trans-Am tradition still resonate with many hot rodders. “Trends and fads come and go, but ultimately you can’t beat the body lines of a stock muscle car.”

By The Numbers

1969 Ford Mustang Mach 1

Rick Flores, San Antonio, TX

Engine

Type: Ford 428ci big-block

Block: factory 4.132-inch standard bore

Oiling: Melling pump, Canton 8-quart pan

Rotating assembly: stock 3.984-inch nodular iron crank and rods; JE 11.0:1 forged pistons

Cylinder heads: ported Dove aluminum castings

Camshaft: Crane 248/248-at-.050 mechanical flat-tappet; .587-inch lift; 110-degree lobe-separation angle

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

Induction: Ford Police Interceptor aluminum intake manifold, Barry Grant 850-cfm carb

Ignition: MSD billet distributor and Digital-6 box; Taylor plug wires

Exhaust: JBA 1.75-inch long-tube headers, custom 3-inch X-pipe, dual Borla mufflers

Cooling system: Shelby water pump, C&R Racing radiator, dual electric fans

Output: 600 hp (estimated)

Built by: owner

Drivetrain

Transmission: Richmond six-speed manual; McLeod flywheel and clutch

Rear axle: Ford 9-inch rearend with Moser aluminum centersection, 31-spline axles, 4.11:1 gears, and Detroit Locker differential

Chassis

Front suspension: Total Control Products upper and lower control arms; RideTech air springs and shocks

Rear suspension: RideTech four-link, air springs, and shocks

Brakes: Baer 14-inch rotors and six-piston calipers, front and rear

Wheels & Tires

Wheels: Budnik M5 18x8, front; 18x10, rear

Tires: BFGoodrich 245/40R18, front; 295/35R18, rear