By The Numbers

1969 Mustang Coupe
Robert Turner, 43 St. Charles, IL

Engine

Type: '12 Ford Racing 5.0L crate engine
Block: stock, aluminum
Bore x stroke: 3.63x3.65 inches
Rotating assembly: stock forged crank and rods, hypereutectic aluminum pistons
Compression ratio: 11.0:1
Cylinder heads: stock, aluminum
Camshafts: stock
Valvetrain: stock, double-overhead cam, four valves per cylinder
Forced induction: Ford Racing Performance Parts 2.3L supercharger kit
Throttle body: 80mm single-bore drive-by-wire
Fuel system: stock pump, 47-lb/hr six-hole injectors, high-impedance
Oiling: stock, 8-quart aluminum pan
Exhaust: Mustang GT 409 stainless tubular headers, Schwartz custom exhaust system
Ignition: stock, Ford Racing controller and harness
Cooling: stock water pump, Be Cool radiator and electric fans
Output: 624 hp as rated by Ford Racing
Engine built by: Ford Racing Performance Parts

Drivetrain

Transmission: Tremec T56 Magnum six-speed overdrive
Driveshaft: Schwartz Performance
Rearend: Moser 9-inch Ford, 3.70:1 gears, Truetrac limited-slip

Chassis

Frame: Schwartz Performance G-Machine full-length bolt-in chassis
Front suspension: Schwartz multi-link, racing-style sway bar, QA1 adjustable coilovers
Rear suspension: Schwartz converging four-link, racing-style sway bar, QA1 adjustable coilovers
Steering: Mustang Fox power rack-and-pinion
Brakes: Wilwood 13-inch rotors, 6-piston calipers front, 4-piston calipers rear

Wheels & Tires

Wheels: 18x9 and 19x12 Forgeline
Tires: Michelin Pilot Sport, 255/40R18 front, 345/30R19 rear

Schwartz Performance G-Machine Chassis

For those who aren't familiar, Schwartz Performance is a suburban Chicago shop that specializes in Pro Touring-type machines with the emphasis on the go side of the show/go deal. Proprietor Jeff Schwartz insists on building cars that, along with looking fine, can stop, turn, and go, and his stuff is often found at the sharp end of the grid in autocross and road racing events. Jeff doesn't play favorites with makes or models, either. He's done everything from '70s Cadillacs to mid-engine sports cars. And if you've got a '64-73 Mustang, he can fix you up, too, with his full-length G-Machine Chassis.

"The Mustang's unit construction begins to flex dramatically once you add more horsepower, higher spring rates, and better brakes," Jeff says. "With our G-Machine Chassis, your engine, rearend, steering, and suspension are isolated from the body. The G-Machine Chassis becomes the main support for your car, and the unibody structure simply becomes added support."

"People usually have two concerns with our chassis," Jeff says. "One, ground clearance. They assume it's going to hang down, but actually we've been careful to tuck everything in and make sure nothing is lower than stock. Next, they want to know how much weight it adds. Actually, we take around 75 pounds out of the car by getting rid of the heavy stock leaf springs, control arms, and cast-iron steering box."

Now here's the beauty part: No cutting of the floorpan is required. The Schwartz framerails are precision-formed to follow the floor's original contours. Next, Jeff engineered a multi-link lower control arm setup that occupies the same space as the Mustang's original torque-strut front suspension. He also selected a converging four-link system for the rear, ideal here because it requires no additional lateral links in the cramped rear axle area. All the suspension hardware, trick as it is, still fits comfortably under the original Mustang unibody. Racing-style, bar-and-arm adjustable sway bars are used front and rear, and adjustable QA1 coilovers perform the springing and damping functions on all four corners. Slick, huh? -Bill McGuire