As power increased by leaps and bounds, the limits of the stock 5.0-liter H.O. block were quickly discovered. Rashpal hadn't lasted long on the S-Trim before switching to a Mondo J-Trim from C&L Performance's Lee Bender, and it seems this was the straw that broke the stock-block's back. After trashing three such castings in rapid succession, the solution was found with a new 347 built around an A4 race block and a Probe forged stroker kit. Trick Flow R cylinder heads were chosen to top the new biggun, and the combination was good for the first 9-second pass for a "5.0" Mustang at the Mission track-a 9.93 at 136. Once again, Rashpal was running too fast for his safety equipment, and he turned to Pro Gas Engineering for the necessary 10-point upgrade. The year was 2001, and the best e.t. of the season turned out to be a quick 9.30 at 149.
Eight-second performance was Rashpal's goal as 2002 dawned, and extensive consultation with Super Street Outlaw racer Jason Cohen helped determine a successful approach. The resulting combination would result in stratospheric power levels, so Rashpal hit up Danny at Pro Gas yet again-this time to upgrade the cage to 25.5-spec certification. At the same time, the car was fitted with a 9-inch rear and a Powerglide trans, and was mini-tubbed to allow for new 31x14.0-15 Goodyears. FAST computer management was also part of the game, but the real hardware came in the form of an FRPP 351 block, a 3.70-inch billet Scat crank, GRP aluminum rods, JE pistons, and a Vortech Igloo. Jason sourced most of the engine components, while the machining was done by Burnaby, B.C.'s High Performance Engines, and assembly was done at Rashpal's own Smooth Performance Automotive. All the extra cubes and traction proved their worth, as the 8s were nearly obliterated with an eventual best in 2002 of 8.03 at 179. The 7s were close enough to taste, and while Rashpal knew the power was there, he admittedly had difficulty finding the right setup for the sensitive ladder-bar rear suspension. As such, the next big milestone would have to wait for a new season.
Demonstrating why Rashpal doesn't have time for more typical Northwest outdoor endeavors, the winter of 2002-2003 saw enough revisions to make the elusive 7-second pass a slam-dunk. When the wet clouds of winter disappeared, it wasn't a new chassis setup that would take the LX into uncharted territory; it was a whole lot more heat under the hood. Count a new Spearco air-to-water intercooler, Brodix BF202 heads, a Cam Motion solid-roller, and a spider-style intake manifold that would make all the difference. The Brodix canted-valve castings were prepped and assembled by the skilled hands of Brian Tooley at Total Engine Airflow, as was the highly modified Edelbrock intake. Rashpal reports his first run of 2003 netted the big 7-second number-with a 7.99 at 178, while further tweaking resulted in the 7.84 previously mentioned.
Now that we've thoroughly chronicled one car's transformation from mild to wild, you might be asking how one uses a seven-second Mustang in a region devoid of Fun Ford and NMRA competition. The answer for Rashpal is multifold, and includes an insatiable need for speed, the age-old desire to be faster than the next guy, and compelling advertising for the capabilities of his Smooth Performance Automotive shop in Surrey. He typically runs in the local Pro Street or Super Street series, where he obviously carries the FoMoCo banner with pride.