Chris says he can't recall the specs on his camshaft-a "Saleen custom grind" no doubt rescued from the old engine. It's a Comp Cams hydraulic unit that works with Probe 1.6 rockers and Crane High-Rev springs.
Up top, we're sure everyone recognizes the Cobra manifolding. It's run unported, with a 65mm Ford Racing Performance Parts throttle body, a Pro-M 77mm mass airflow sensor, and a K&N air filter. The "extra" air is supplied by a Vortech V-1 S-Trim supercharger pullied with eight-rib pulleys to Vortech's usual high-output setting. That's nominally 8-10 pounds of boost-enough to wake up a free-breathing Windsor such as this one. Chris opted to forego intercooling.
These days, fueling a blown Windsor is off-the-shelf technology, so Chris didn't have to reinvent the impeller when it came to handling the gasoline. A 225-lph in-tank pump gets things moving through Chicane/Goodridge Teflon steel braid lines, all the way up to the polished Vortech fuel rails. They con-nect to 36-lb/hr injectors, the whole shebang being controlled by a Kirban adjustable fuel-pressure regulator and Saleen Powerflashed computer. All fuel and spark tuning was handled by the computer's Saleen-spec reprogramming, so there are no FMUs or add-on chips. Chris says the ignition is "stock," but he lists a Crane coil, Mallory wires, and NGK plugs on the spec sheet.
Chris was able to highlight a couple of Chicane specialties with his showboat. One is an exclusive, double-bypass, 1,700-cfm, high-performance, radiator/shroud, double-fan system. Another is a radiator-overflow system that was polished to eye-candy status. ARP fasteners were used throughout the project, and as the photos show, all wiring is hidden behind the fenderwells for a clean, street-machine look.
On the exhaust side, Saleen/Ford Racing Performance Parts ceramic-coated short-tubes connect to a Bassani X-pipe with high-flow catalytic converters, Borla mufflers, and Saleen/Borla tailpipes. A Halon fire system is also onboard in case things suddenly become too hot.
There was no saving money in the driveline either. A Centerforce Dual-Friction clutch was fitted to work with the T56 six-speed transmission and B&M Short-Throw, High-Boy combination. A custom aluminum unit handles driveshaft chores.
The IPS Ultra Sport independent rear suspension uses an 8.8-inch centersection sourced from a Thunderbird. It was fitted with a Torsen limited-slip differential and freeway-friendly 3.27 gears that tame the bottom-end traction woes and yield a mean mid- and top-end rush-hallmarks of blown Windsor power. More custom work was spent on the halfshafts, which were made up just for this car. We should note the IPS suspension on Chris' car uses Penske adjustable remote-reservoir dampers, IPS springs, and IPS camber plates. Chassis bracing was accomplished using Griggs Racing subframe connectors.
Chris opted for a Wilwood brake package built up using Wilwood calipers, pads, and 12-inch rotors, along with IPS custom hats and spacers to get everything bolted on the car. The brakes live inside suitably huge Saleen/Speedline magnesium 18x10-inch wheels wearing Michelin Pilot MXXX3 295/35ZR-18 tires.
Of course, our listing of hardware can't account for the fine attention to detail Chris has brought to this envy-inducing street machine. And while we haven't driven his car, with prior experience with blown Windsors and S351s in particular, we can tell you it's plenty potent. Chris says he hasn't dyno'd the final combination but knows it is "over 480 hp at the crank" and "faster than my wife's Windstar." Otherwise, his comments on the car center on the chassis. "The car has an incredible ride-firm yet not harsh, and entirely predictable. One thing of note is that the vehicle does not handle like a Mustang. There is no snap oversteer, no squat and dive, and no live axle peekaboo since it doesn't have one.