To that end, the stock dashboard skin remains, although nothing lives underneath it, and the steering-which functionally is a Flaming River manual, 15:1 quick-ratio rack and shaft-is sheathed in a stock-appearing sheet aluminum column.
More attention to the looks department is found on the custom blue powdercoated 17x8-inch Speedware forged wheels (Speedware is BBK's in-house wheel, while yellow with blue is a BBK signature scheme). The tires are the spec 275/40-17 Toyos required under AI rules, while the hood is a genuine Cobra R Ford part. And BBK is working on a custom front splitter, along with a new carbon fiber R wing. Those wheels sit on ARP studs too.
As noted, the tubular-K-membered, torque-armed, Koni-coilovered suspension is full Maximum Motorsports (BBK is a Maximum distributor), with the exception of BBK's own subframe connectors and BBK custom rear lower control arms with Heim joints on the axle side. Braking is via Baer Braking Systems' 13-inch Track kit with two-piston PBR calipers and Hawk pads.
The heads are Edelbrock Victor...
The heads are Edelbrock Victor Jr. units with 60cc chambers and a 2.05x1.60-inch valve package. Naturally, a Performer RPM intake is used, along with a 70mm throttle body; cold-air intake; full-length 131/44-inch ceramic-coated headers; new custom X-type side exit, off-road dual exhausts; and new Bullet-style mufflers-all from BBK.
Under the hood, the 331 uses a 0.030-inch overbored 302 high-nickel block; a forged, internally balanced crank; H-beam rods; Ross forged 11:1 pistons; a Ford Racing Performance Parts X303 camshaft; and Crane 1.6 roller rockers. Oiling is via a Moroso race-sump oil pan, windage tray, and high-volume oil pump.
In front is a March underdrive pulley system. A nice-looking design, it allows using '87-'93 Fox Mustang front engine dress on an SN-95. In front of that, a Fluidyne high-performance oil cooler and radiator shed the heat. Out back, the fuel system starts with a Fuel Safe 22-gallon Cobra R tank and BBK 255-lph fuel pump. That feeds 30-lb/hr injectors at least partially controlled by a Pro-M 75mm mass air meter.
While we don't have dyno numbers on the combination, Brian reports from the single time he's been able to wheel the recently reconfigured car around the track, it feels as expected: lighter over the front axle, with great revving power and maybe not quite the low-rpm torque hit the 377 enjoyed. For smooth, driveable, road-race power that isn't so hard on the rear tires coming off the turns, the 331 certainly fits the bill.
Transmission duty is performed by a Tremec TKO-II five-speed with an 0.84 Fifth gear and a Pro 5.0 shifter. That's a relatively low-geared Fifth, which makes it usable on tracks with long straights. The rear-axle gearing is 3.73:1, and the driveshaft is a custom aluminum unit to accommodate the 1-inch engine setback.
The rigors of road racing...
The rigors of road racing require keeping close tabs on vital temps and pressures. A suite of Auto Meter gear helps do just that.
Toss in a few safety items, such as an electrically activated Halon fire system, and account for the American Iron power-to-weight requirement (9.5 lb/hp) and Brian's car passes the scales at just over 3,200 pounds.
So, there you have another eight-year showroom-to-race-track story. Brian did the deed in fine style, and as the car continues to develop BBK parts (look this spring for a new BBK 5.0 EFI intake manifold with air-gap styling, built-in nitrous bosses, and dedicated upper castings for both Fox and SN-95 applications-all at competitive prices), we're more than happy to report the trend.