A significant feature of the...
A significant feature of the March underdrive pulleys we fitted is that they are SFI approved. We also installed one of PHP's air conditioner-bypass serpentine belt kits to further cut down on parasitic loss.
The air was good, with density altitude running between about 100 and 250 feet, but the track was a bit greasy due to unseasonably cold fall temperatures and recent rainfall. Paul had precious little time to learn what launch and shift technique the car would respond to, since darkness was approaching. As it turned out, we would have even less time than we thought. Paul made a couple experimental passes in the mid 13s before clicking off what would turn out to be our last run of the day-a 13.29-second rip at 105.13 mph.
Whether or not this was all our tester had in it in pure stock form we'll never know, because before he could come around again, some poor kid lost control of his late-model Camaro, resoundingly punted an import in the next lane, and then punched down a 30-foot section of guardrail before unceremoniously plopping the Z28 on its lid in the grass. The driver was fine, but our test evening was finished. Still, a dead-stock 13.29! We told you you'd like the Mach 1. And we can't help but assume the simple addition of drag radials would have dropped it into the 12s.
Back at PHP's Jackson headquarters, Paul rolled the Mach 1 onto his Dynojet where it spun 274 hp to the wheels along with an impressive 301 lb-ft of torque. Assuming a 17-percent loss through the drivetrain, this means around 330 ponies and nearly 365 lb-ft of torque are available at the modu-lar's flywheel. Not bad for 281 inches breathing without assistance!
The Thrashing
Since we knew the Mach 1 was basically a missile right out of the box, the next job was to find out how it might respond to simple bolt-on modifications and a bit of typical dragstrip lightening. So, during the next couple days, parts began flying around the PHP shop. Out went the back seat, the spare tire, the front and rear sway bars, and the stereo amplifiers from the rear parcel shelf. On went a K&N conical filter in a prototype PHP airbox, new March SFI-approved underdrive pulleys, a PHP-ported intake and spacer, a PHP A/C bypass kit, and the company's torque link to stop the modular from flopping around on its mounts. On the exhaust side, Paul's guys fitted a pair of new midlength headers; a 2.5-inch, no-cat X-pipe; mufflers; and turndowns-all from Bassani.
Since it was Mr. Svinicki's full intention to launch just as hard as he possibly could on 26x10 slicks, a different 8.8-inch housing was also bolted up, containing Moser 31-spline axles, an Eaton Posi differential, and 4.30:1 gears. The axles and diff certainly wouldn't make the car any faster, but they were good insurance when dropping the clutch at six grand. Paul then burned a DiabloSport chip to try and sharpen the fuel and spark curves, but with only limited success-especially on the timing side-before we again had to hit the track. (It seems Ford's been moving some stuff around inside the '03 EEC V, and finding things would have taken more time than we had.) It's worth noting that we left the factory mass air meter and throttle body in place.
After a couple more hurried dyno pulls at various stages of modification, the Mach 1 went into the PHP trailer for its final assault on Milan's quarter-mile. We had to rush because the track was about to close its gates for the season, and no amount of begging or bribery could get them to remain open for us. Neither was the weather helpful, so our window of opportunity ultimately narrowed down to Milan's last open day for 2002. As it turned out, Paul would make the best of the limited opportunity.