The interior is straightforward, stock, and clean, with an Auto Meter Ultimate Playback tachometer, Hurst line-lock controls, a Jerry Bickle Brake pressure gauge, and a Hurst shifter in place. The Liberty pro-shifted T5 (a $600 piece) is connected to a Clutchmasters Stage I (non-high-rev) clutch and aluminum flywheel. From there, a Quarter Master custom aluminum driveshaft and Ford 8.8-inch rear take the power. A Strange 31-spline spool and Superior Axle and Gear gear axles carry 4.30 gears.
The first real evolution of this class-taking it from a simple bolt-on class to one that required a true dedication-was marked by cylinder-head preparation (not port work, but valves and valve job configuration), exhaust, cold-air kits, pro-shifted transmissions, and traction on the class-required drag radials. The class experienced a second round of evolution during the '02 season by way of race-prepped short-blocks, including low-tension rings for decreased friction and super lightweight pistons. This type of bottom end can mean as much as a 20-25hp difference on the chassis dyno. The next movement in F/S seems to be the mastery of the launch, with racers concentrating on weight bias and transfer and suspension efficiency.
The stock, 0.444-inch-lift...
The stock, 0.444-inch-lift '85 GT camshaft has been degree'd in the block to a secret configuration not revealed by Uncle Robin. The valvesprings are from Pro Power and the stock lifters have 115,000 miles of street use. The "MA" casting Cobra intake (no porting, remember) works with a 70mm Holley throttle body, a 73mm C&L mass air, a BBK cold-air system, and a K&N air filter. Machine work is handled by the Car Shop (Moline, Illinois), and all assembly and testing is done by the Boy Wonder himself. The whole she-bang is worth 381 horses and 413 lb-ft of torque on the engine dyno, and 332 horses and 367.7 lb-ft of torque at the rear wheels on an SAE-corrected Dynojet chassis dyno.
The downside to all this amazing performance with minimal parts is that what the racers do have is often stretched well beyond its limits with regard to use. Simply, the breakage has been unreal in F/S this year with transmissions, clutches, rear gears, and rear centersections taking the brunt of the abuse. The motors seem to be holding up quite well, but as Uncle Robin puts it, "It's not very pretty right now. It's bloody mayhem with parts going away."
Robin has been a true ambassador to this class. While his fellow competitors may not like him giving up so many trade secrets ("Taking Stock," Sept. '02, p. 157, and "Tuning In," Oct. '02, p. 160), they do greatly appreciate his passion and dedication to the most basic of 5.0 heads-up classes. His work ethic in testing, driving, and competition is something from which all Mustang racers could learn a great deal-and that will win more friends, and races, than all the money in the world.
As for the future of F/S, Robin thinks the 11.70s in good air will be common for most of the class, not just Justin Burcham and himself. And people in this class will catch up to him quickly (especially if he keeps giving us his secrets). Weight bias, optimized shift points for each gear, transmission and rear gear ratios (which are both affected by environment), and a growing F/S class are all things that Robin sees for the future of this class. For a competitive 12.20 F/S car, Robin says you'll spend from $16,000 to $19,000 on top of the price of the car to get there. For a cutting edge, 11.60-capable F/S, look to add at least $30,000 to your favorite hot rod. And, remember, this is the entry-level class.
So, again, please stop thinking that Uncle Robin and his "nephew" James are related. They both love the NMRA Factory Stock class-and Mustangs in general-but other than that, they're just going to keep their family secrets to themselves.
| 5.0 TECH SPECS |
| ENGINE AND DRIVETRAIN |
| Block | Stock |
| Cylinder Heads | Explorer |
| Intake Manifold | Cobra |
| Camshaft | Stock |
| Power Adder | None |
| Exhaust | Bassani 1 3/4-in short-tube |
| | headers, Bassani X-pipe, and |
| | DynoMax Bullet mufflers |
| Fuel Pump | Holley in-tank, |
| | Vortech T-Rex inline |
| Fuel Injectors | 30 lb/hr |
| Transmission | Liberty pro-shifted T5 |
| Clutch | Clutchmasters |
| Rearend | 8.8-in with Strange spool and |
| | Superior 4.30 gears |