This is a top shelf, highly prepared race car. It’s an eye-catch
er, _exceptionally_ fast, highly predictable and handles like a top tier race car should. I have only owned this car for a year and a half, but I've loved every minute of it… (and unfortunately only driven it at 3 events). This car has been campaigned however, for a number of years in the Rocky Mountain Vintage Racing club here in Colorado Western US by the previous owner. This car is FULLY sorted out and ready to race today.
A brief note about how meticulous this car is… I would love to take credit for building a race car of this caliber, but I cannot. It was built by the prior owner. The prior owner is an aircraft mechanic. Imagine how detail oriented aircraft mechanics are and you will begin to get a sense of the level perfectionism that was applied in the planning and development of this car. It's not to say that it's perfect - this is a race car... that has been put through the paces.
Here are the details:
This is a "Vintage Legal" car. Rocky Mountain Vintage Racing (our
Drivetrain: You know how people always ask "how much horsepower does it have", and the answer always seems to be "500 hp!"? Well this engine doesn't make 500 hp. It makes 509 hp at 7600 rpm, and it generates 383.7 ft/lbs of torque at 5200 rpm. (see attached dyno sheets)
This is a true 289 ci race motor built by a race shop out of Alabama
The motor starts with an A4 block (legendary strength) with ported/polished World Products WindsorJr heads (cast iron to ensure vintage legal). It has Nascar quality T&D competition shaft lockers (different from normal rocker arms that are mounted on studs, these rocker arms are mounted on a shaft system that is substantial more stable and stronger), Isky double springs, Lunati custom grind roller cam, Lunati roller lifters and REV valves (1.94 intake, 1.6 exhaust) with Lunati titanium retainers. Of course, they used nothing but ARP studs and fasteners. The sump is aCanton
Exhaust system includes FPA coated headers with 2.5" exhaust through the X-pipe to SpinTech mufflers (At the track I was singled out on numerous occasions to be complimented on how well the car looked/sounded).
The motor is tip top.
The motor is mated (via a Lakewood
The rear end is a Currie Enterprises 9" differential with heavy duty 31 spline Currie race axles. It's running 4:11 gears. One of numerous cool surprises that was built into this car was a small removable panel from the trunk section that accesses a custom filler cap on the top of the differential for easy filling.
The car: When this car was built, no expense was spared. INTERIOR: The roll cage is a 8 pt cage that has been fully gusseted and cross braced (the additional 2 points brace against the firewall for added safety). It was built for complete safety, yet the interior of this car has ample room to drive. Being a tall driver (6'4") I often have a difficult time entering/exiting and generally fitting into race cars. This mustang however, fits me perfectly for a few reasons. The seat was lowered 2" and lengthened the seat tracks back for the Cobra Imola 2 seat. Visibility is superb through the front and rear Plexiglas. The Autometer Pro-Comp gauges are highly visible and superb instruments. There is also an ATL fuel gauge on rear deck lid visible while re-fueling (brilliant). The Halon fire suppression system is ideally located within immediate reach (3 nozzles: engine, driver compartment, trunk). All the penetrations through bulkheads were all done with AN fittings (again, meticulous…). Also, the break/clutch pedals are a Tilton racing pedal set. The reservoirs are located in the engine compartment and a manual bias adjuster is located just below the shifter for simple in race adjustments. The pedal set is precise and smooth.
The shift light is pinned for 7200 rpm, which I maintained for engine longevity although this engine is capable of spinning 8000 rpm without a problem.
The trunk area is fire-walled off, and fitted with a 16 gal. ATL fuel cell with double pick-ups. What's so amazing about this setup is the incredible custom filler system that the previous owner designed to mount the original style 67 Trans-Am filler cap for external fueling through the rear trunk lid (See photos). This was the signature trademark of the Terlingua Mustangs in '67 Trans-Am series (that they won). The custom stabilizing bracketry is meticulous and perfect… once again. The engine is cranked over by a ultra-small/ultra-light "Bat" battery. If the battery were to ever fail sitting on the grid preparing for a race, there are positive/negative terminals run through the rear valance of the car (again see photos) that allow for a simple jump start.
This is also a very 'light' car. Excess material has been removed wherever possible without jeopardizing the strength and safety of the vehicle - and of course, staying inside our RMVR vintage rules. Much of the hardware on the car is titanium (beyond grade8, dull yellowish in color - see photos). I don't know the exact vehicle weight, but suffice to say - it's light.
Engine bay: The standard export brace and monte carlo bar are in installed. The Tilton reservoirs are easily accessible. The valve covers vent into a vented catch can. The aluminum radiator also has a catch can.
Cooling: This car runs 'cool' compared to other equivalent cars in B-Production and A-Sedan classes. The important thing to note about the oiling system on this car is that it has 2 oil coolers: one built into the radiator and a remote cooler located in the driver side headlight shroud. This produces tremendous cooling and keeps this motor running in it's sweet spot. On the hottest July race last year the oil temp never got above 215 degrees. (at our altitude it's more challenging to cool engines). The aluminum radiator maintained the water temp under 205 degrees. I've only run Redline full synthetic in this car.
Suspension: The front suspension utilizes upper/lower control arms that have been boxed and otherwise reinforced. The key suspension points such as strut rods, lower control arms and tie rod ends were replaced with heim joints for maximum articulation without binding. Key front suspension elements also include: upgraded heavy duty spindles (they were originally a weak point on these cars) and adjustable 1" sway-bar, front springs are approx. 600lb and re-valved Koni shocks on all 4 corners. The rear springs come from EPS (Walt and Chip Hanes shop). Walt was the 1966 BP Champion. Walt and Chip developed this narrow rear spring that has found its way onto the fastest vintage mustangs and falcons (www.eps-hane.com for more info).
The front brakes are large 12" Cobra Automotive vented (vane) rotors with Kelsey-Hayes 4-piston calipers. Rear brakes are large drums (per vintage spec).
The wheels are 4 Minilite 8x15 wheels (with 2 additional spares). The rubber is currently Goodyear Blu dots.
Proof is in the lap times… At High Plains Raceway, Denver
The following are in car videos shot before I owned the car. So the motor in these shots was a lower output mexican 302 block motor *(_not_ the hi-po A-4 289 currently in the car)... and the exhaust sounds were prior to the installation of smaller SpinTech mufflers.
The last video is from this car being raced at the Denver Grand Prix.
