To get the stance oh-so perfect, Randy chopped a coil off of the aftermarket lowering spri
After the car returned home from the paint shop, Randy got serious about transforming the Mustang into a full-blown Pro Touring machine. To help fund his vision, he sold his '67 coupe. Since staying on budget was imperative, Randy spent the money where it counted most. He retained the stock control arms, but lowered the mounting point of the upper arms for improved camber gain. To complement the revised geometry of the upper arms, Global West strut rods and a Baer bumpsteer kit were added as well. In order to achieve a menacing stance, Global West springs were installed on a set of roller perches. Out back, a fancy four-link setup was out of the cards, so Randy installed a set of Mustang Plus leaf springs. To enhance the Mustang's braking performance, a set of four-piston Baer calipers clamp down on 13-inch rotors at each corner, and sticking it all to the pavement are Wheel Vintiques rollers wrapped in Nitto rubber.
Not long after completing the Mustang's Pro Touring transformation, Randy made a return trip to the Goodguys show, but made sure to run a few laps around the autocross this time. As a former drag racer, he welcomed the new experience and is now determined to get better behind the wheel. "Don't get me wrong, I still love the adrenaline rush of drag racing, but autocrossing is much more laid back. It seems like the faster my car ran at the dragstrip, the more stressful it became," he recalls. "Parts are always breaking, it's usually too hot outside, and I felt like I had more fun drag racing when I had a 12-second car instead of a 10-second car. When you autocross, you can just focus on driving, the car doesn't break, the runs last longer, and it's just a more relaxed experience all around."
...you'll never find minor blemishes like this in the typical checkbook machine because that would require actually driving the ...
Overall, Randy is very happy with the Mustang's performance, but like all hot rodders, he's hungry for more. "The car handles much better than stock, but the factory suspension geometry on these cars is atrocious," he quips. "I also own a '73 Camaro, and even with a stock suspension, that car drives just as well or maybe even better than the Mustang on the autocross. I found that very surprising, and it put into perspective how much more the Mustang's suspension needs to be improved. My plan is to get a complete Detroit Speed and Engineering front suspension setup as soon as possible."
As no surprise, swapping a ’69 Mustang front clip onto a ’70 model is rather straightforwa
When Randy isn't hanging it out on the autocross, he makes a dedicated effort to drive around town in the Mustang at least twice a week, taking it out to run errands or simply to cruise. He even takes it to shows from time to time, where it has won a fair number of trophies. Nevertheless, this is one Mustang that won't wow all the show car judges because it proudly bears one too many signs of wear and tear, most notably on the driver-side quarter-panel. "I got the car sideways at the end of the autocross run, and hit a cone at the finish line with the back of the car. As luck would have it, I hit the only cone on the track that had a PVC pipe and flag sticking out of it, which dinged up the quarter-panel," he laments. Although Randy isn't crazy about running around with a slightly blemished body panel, he should be proud that it got dinged in the first place. That's just what happens when you use a proper Pro Touring machine as directed.
By The Numbers
1970 Ford Mustang
Randy Robison, Nacogdoches, TX
Many homebuilt cars look like a pack of Skittles exploded under the hood, but that’s not t
Type: 392ci Ford Windsor small-block
Block: Ford Racing 4.000-inch bore
Oiling: Melling pump, stock pan
Rotating assembly: Scat 3.900-inch forged crank and rods; Mahle 10.5:1 forged pistons
Cylinder heads: ported Ford Racing GT40 aluminum castings
Camshaft: COMP Cams 224/230-at-.050 hydraulic roller; .510/.512-inch lift; 110-degree LSA
Valvetrain: Ford Racing timing set; COMP Cams valvesprings and rocker arms
Induction: Edelbrock Victor Jr. intake manifold, Holley 750-cfm carb
Ignition: MSD billet distributor, 6AL ignition box, and plug wires
Exhaust: Hooker 1.75-inch long-tube headers, dual 3-inch Flowmaster mufflers
Cooling system: Edelbrock water pump, stock radiator
Output: 452 hp
Transmission: Tremec TKO500 transmission; Ford Racing Cobra flywheel and clutch
Rear axle: Ford 9-inch rearend with 31-spline axles, 3.55:1 gears, and limited-slip differential
Front suspension: stock control arms with roller spring perches; Global West springs and strut rods; Baer bumpsteer kit
Rear suspension: Mustang Plus leaf springs, KYB shocks
Brakes: Baer 13-inch rotors and four-piston calipers, front and rear
Wheels & Tires
Wheels: Wheel Vintiques Magnum 500 18x8, front; 18x10, rear
Tires: Nitto 245/35R18, front; 275/40R18, rear