It's a well-known axiom in the automotive hobby that a car is never done, yet Brian Day is fully satisfied with his sweet '93 GT. It hasn't come quickly for this Boeing 777 assembly mechanic, but in the end, we suspect that makes completion of the job more satisfying. Fortunately the airplane biz has been pretty good, and Brian funded his addiction to speed by working long extra hours to justify the expenditures. Of course, spreading the load over time helps tremendously, and Brian has been more or less non-stop tweaking his steed since purchasing it in 1998 with just over 36,000 miles.
We've been working to get together with Brian for a photo shoot for a couple of years now, the hangup being completion of his last big effort, a new Boss-block-based 331. Brian had pretty well had it with stock blocks, being on his third when we first met him. The last combo worked out well when outfitted with a solid reciprocating assembly and main girdle, making 527 horsepower at the wheels with a ProCharger P-1SC. Dragstrip outings proved the potency of the combination, breaking into the 11s with an open-track suspension and street rubber.
Nevertheless, Brian knew he was on the edge of reliability with a factory 5.0 casting, and yet still on a quest for additional power. To that end, he had D.S.S. Racing perform its Level 20 prep to a new FRPP Boss 302 block, and proceeded to fill it with a Scat forged crank, H-beam rods, and SRP blower pistons. He stayed with the top end from the previous combo--Canfield heads and a Performer RPM II intake--and upped the ante with a complete fuel system, Anderson Power Pipe, smaller blower pulley for 14 psi, and custom Comp hydraulic-roller.
On pump gas, the new combo spun up 625 hp and 628 lb-ft of torque, with a trip to the track forthcoming. Backing the stout 331 is a dependable team consisting of a Tremec TKO 600 with SPEC Stage 3+ clutch and pressure plate. Aluminum is the theme with the McLeod Racing flywheel and FRPP driveshaft, while further arrears is the expected 8.8 rearend--bolstered by 3.55 gears, an Eaton differential, and Moser axles. Years ago Brian chose four-lug, 17x8-inch ROH Snypers as his wheels of choice, in part because they were compatible with his then-stock brakes. Now out of production, Brian wanted to stick with the attractive five-spokes when it came time for a thorough brake upgrade a couple years back. The Baers were just the ticket, enabling continued use of the old-school bolt pattern, while providing the powerful friction required to slow the GT from speed over and over again.
Reflective of the varied use, all the bases are covered inside, from a full brace of infor
During a recent carpet replacement, Brian used V-Block sound-deadening material on the flo
Brian acknowledges that the Bridgestone S03s are traction-challenged these days, but the understated wheel and tire package contribute to the overall visuals he desires in a potent street car. You could say the GT is subtly aggressive, yet hardly wears its performance potential on its sleeve.
The paint is still original, surprisingly, showing that years of good care can keep a Ford clearcoat finish looking nearly new-- in this case, Electric Red over Titanium. Wisely chosen '93 Cobra components boost the appeal and keep everything more or less stock appearing--at least to a passer-by.
It's worthy to note that Brian performed virtually all the performance mods on his car himself, turning to friend David Williams when it came time to paint the OEM Cobra appendages. Brothers Mike and Tim Lattin offered plenty of verbal wisdom as well, but the recent engine build was Brian's handiwork again, and we believe it when he says he has thousands of hours of blood, sweat, and tears under his belt. This is a guy who's bent on driving his car, and driving it hard when the situation dictates. Witness the 84,000-plus miles currently on the clock, meaning Brian has rolled on almost 50,000 over 14 years. Sounds like a right nice number for a weekend warrior, indicative of plenty of quarter-mile passes, open-track events, autocrosses, and good ol' driving enjoyment. Everyone should be so lucky! Then again, luck had nothing to do with this--it was plain and simple hard work! 5.0
Horse Sense: Maybe it's dated, but your author has long been a fan of the two-tone paint treatment on '80s GTs, and here it looks all the better when teamed with a handful of '93 Cobra revisions such as the rear bumper cover and front grille. Every '87-'93 GT should've been so equipped!
5.0 Tech Specs
Engine and Drivetrain
Block FRPP Boss 302 w/ Level 20 prep by D.S.S. Racing
Crankshaft 3.25-in Scat forged
Rods Scat H-beam
Pistons Low-compression SRP forged
Camshafts Comp Cams hydraulic roller, 218/230 degrees at 0.050, 0.561/0.578-in lift
Cylinder Heads Canfield aluminum
Intake Manifold Edelbrock Performer RPM II
Power Adder ATI ProCharger P-1SC w/eight-rib 3.7-in pulley, Treadstone intercooler, AFM Power Pipe, Snow Performance methanol injection
Fuel System Aeromotive A1000 pump with sumped tank, Aeromotive billet fuel rails, 60-lb/hr Trick Flow injectors
Exhaust MAC 1-3/4-in short-tube headers, Pacesetter H-pipe, 2-1/2-in Flowmaster American Thunder after-cat
Transmission Tremec TKO600 w/ Steeda Tri-Ax shifter, SPEC Stage 3+ clutch/pp, McLeod Racing aluminum flywheel, FRPP aluminum driveshaft
Rearend Ford 8.8 w/ 3.55 gears, Eaton diff, Moser 31-spline axles
Engine Management Ford A3M w/ Split Second mass air controller
Ignition Crane HI-6R w/ Crane TRC boost retard, MSD Pro Billet distributor
Gauges Auto Meter Phantom
Suspension and Chassis
K-member D&D Motorsports
A-arms D&D Motorsports
Struts Koni Yellow adjustable
Springs D&D coilover
Brakes Baer 13-in w/ stainless lines, adjustable proportioning valve, Cobra booster/master cylinder
Wheels ROH Snyper, 17x8-in
Tires 245/45ZR-17 Bridgestone Potenza S03
Shocks Koni Yellow adjustable
Springs '04 GT, 3/4 coil cut
Control Arms Granatlli adjustable uppers w/ MAC lowers
Brakes Baer 12-in
Wheels ROH Snyper, 17x8-in
Tires 245/45ZR17 Bridgestone Potenza S03