Looking at these three Grabber Blue Mustangs modified by Car FX in Tulsa, Oklahoma, makes it hard to choose just one. Which one is the best fit? The beauty is you can decide and build one as mild or wild as you like. Car FX's own Grabber Blue Man, Will Williams, says he has a steed for every need. He could have talked the old-school lingo of Stage 1, Stage 2, and Stage 3. However, Car FX isn't out to build a specific series of Mustangs to sell to the public. Instead, it wants to show "the versatility of what you can do with the these cars."inline_mediumwraptextrightThe '10 turned out to be the car in the middle, the choice a street-performance aficionado would consider "just right" of the three Car FX modifieds.30723174/featuredvehicles/m5lp_0912_2010_mustang_gt_car_fxm5lp_0912_02_+2010_mustang_gt+front_angle.jpgTrue

2009 Car FX #88
The Tamest: Tuned To "Jump on Vettes and Vipers."inline_mediumwraptextright31002003/featuredvehicles/m5lp_0912_2010_mustang_gt_car_fx_web_exclusivem5lp_091200_fx_8+tulsa_car_FX_grabber_blue_mustangs+88_car.jpgTrue

Let's begin with the obvious: OEM and aftermarket companies dream up show cars all the time. We've shown you plenty and we'll no doubt feature many, many more because, well, they're usually pretty darn bitchin' and can offer ideas for the rest of us. Truth be told, they're built to tempt us, and usually do. This S197, for example, belongs to Connecticut-based Moroso Performance Products and has that sort of understated aggression that resonates with us every time. More important, though, it also wears plenty of trick new components that might just interest you for your own project.inline_mediumwraptextrightSubtly badged and embellished, Moroso's GTM show car was also the com-pany's research and development tool for a whole whack of unique S197 offerings. They'll clone one for you, if you'd like.30718995/featuredvehicles/m5lp_0912_2008_mustang_gt_morosom5lp_0912_01_+2008_mustang_gt+front_angle.jpgTrue

When steering the conversation to the odometer in our rides, it's usually to boast about how few digits have been tallied on it. Not so with Jim Buehler, who gleefully points out that his '88 GT has racked up more than 300,000 miles. And he should know: He bought it brand-new in November 1988 after a glancing head-on collision had written off his first Fox-an '80 Mercury Capri RS-a few days prior (on Halloween). At the time, Jim was based at Naval Air Station Kingsville, Texas, where he was in flight training. Now a retired lieutenant commander living in Oconomowoc, Wisconsin, he and his GT have each travelled great distances, no doubt at pretty good velocities, in their respective careers.inline_mediumwraptextrightNo, he doesn't drive it at this height, but Air Ride's CoolRide airbags can really bring the hatchback down to earth for show duty. And the Mineral Gray hue is really set off by those '01 Bullitt hoops.26514631/featuredvehicles/m5lp_0912_1988_mustang_gtm5lp_0912_01+1988_mustang_gt+front_angle.jpgTrue

2006 Ford Mustang GT
5.0 Tech Specs Engine and Drivetrain
Block
Aluminum 4.6-liter
Bore
3.55-inch
Stroke
3.54-inch
Displacement
281ci
Rods
Cracked powdered metal with floating wristpins
Pistons
Hypereutectic aluminum
Crankshaft
Stock
Camshafts
Stock
Heads
SOHC, three valves per cylinder, variable camshaft timing
Intake
Composite shell-welded single-runner, charge motion control valves Throttle Body
Dual 60mm GT500
Mass Air
90mm Lightning
Power Adder
Saleen Series VI twin-screw supercharger
Fuel System
GT500 fuel pumps, 39-lb/hr injectors
Headers
Bassani long-tube headers
Exhaust
Bassani X-shape crossover w/high-flow cats, and Bassani after-cat with race mufflers
Transmission
Stock five-speed with JPC aluminum driveshaft and Hurst short-throw shifter
Clutch
RPS clutch and flywheel
Rearend
Stock 8.8 with Detroit Locker, Mag-Hytec differential cover, 3.73 gears, and 31-spline Strange axlesinline_mediumwraptextright30550482/featuredvehicles/m5lp_0911_2006_mustang_gtm5lp_0911_04+2006_mustang_gt_s197+left_rear_rolling.jpgTrue

2006 Ford Mustang GT
5.0 Tech Specs Engine and Drivetrain
Block
Aluminum 4.6-liter
Bore
3.55-inch
Stroke
3.54-inch
Displacement
281ci
Rods
Cracked powdered metal with floating wristpins
Pistons
Hypereutectic aluminum
Crankshaft
Stock
Camshafts
Stock
Heads
SOHC, three valves per cylinder, variable camshaft timing
Intake
Composite shell-welded single-runner, charge motion control valves
Throttle Body
Dual 60mm GT500
Mass Air
90mm Lightning
Power Adder
Saleen Series VI twin-screw supercharger
Fuel System
GT500 fuel pumps, 39-lb/hr injectors
Headers
Bassani long-tube headers
Exhaust
Bassani X-shape crossover w/high-flow cats, and Bassani after-cat with race mufflers
Transmission
Stock five-speed with JPC aluminum driveshaft and Hurst short-throw shifter
Clutch
RPS clutch and flywheel
Rearend
Stock 8.8 with Detroit Locker, Mag-Hytec differential cover, 3.73 gears, and 31-spline Strange axlesinline_mediumwraptextright25450868/featuredvehicles/m5lp_0911_2006_ford_mustang_gt_exclusive_photosm5lp_0911_14+2006_mustang_gt_s197+.jpgTrue

As if to prove the point, Brett chucked his carb long ago, installed a later A9L EEC-IV processor with corresponding fuel-injection hardware, and has never looked back. The car's current power combo consists of a Vortech SQ-blown 306, gulping up to 13 psi of boost with help from a GT-40 intake, Holley SysteMAX heads, and a FRPP E303 cam. Teamed with a T5 and 3.73 gears out back, the powertrain delivers 12.5s at 118 with its current rubber-band rolling stock. Similar prior drivetrains yielded mid-11s on slicks, so the current big-inch styling clearly isn't the ticket for hooking up. You might say image has its price, but we'll bet Brett doesn't have to look far for some lighter weight material should priorities change.inline_mediumwraptextright30550920/featuredvehicles/m5lp_0911_1985_mustang_gtm5lp_0911_03+1985_ford_mustang_gt+right_rear.jpgTrue

Learn more about the widebody GT-R here.

Check out exclusive photos of the widebody GT-R here.

Over the decades, I've come to the conclusion that the traits that make for an eye-grabbing show car do not necessarily translate into a practical street car, much as a Vegas showgirl may not always make an ideal wife (for long, anyway.) To do their jobs, show cars (and showgirls) tend to be more than a little over the top since they're built to steal attention from their equally showy peers. That and the fact that this role demands all the latest trick bling or physical enhancements can translate into high maintenance and, uh, poor driveability. Thankfully, the foregoing generalities can sometimes be proven inaccurate.

5.0 Tech Specs
2010 Roush 427R
Engine and DrivetrainBlock 4.6-liter 90-degree V-8
Displacement 281 ci
Rods Cracked, powdered metal with floating wristpins
Pistons Hypereutectic aluminum
Camshafts SOHC, variable camshaft timing
Heads Aluminum, three valves per cylinder
Intake Composite shell-welded single-runner, charge-motion-control valves
Exhaust Stock with Roush after-cat system
Transmission
Tremec 3650 five-speed
Rearend 8.8-inch w/3.55 gears

David turned his attention to the engine bay with fresh paint before dropping in the Cobra's new tenant. With all the wiring and corresponding '03-'04 Cobra pieces in place, installing the engine and transmission was not as labor-intensive as getting the car ready for the engine installation. Once the engine and transmission were bolted together, and everything was plugged in, the engine started on the first hit, and according to David, "It idled great." Though he's still tinkering with minor issues, David "finished" the car in May of 2008.inline_mediumwraptextrightIf you see David's Cobra at a Mustang show, you might walk right by it. If you only notice the engine, you'll just think it's a mildly modified '03-'04 Cobra. If you only notice the exterior, you'll think it's a nicely painted SN-95 Cobra. Add it all up, and you'll know the pieces don't belong together. Under the '96-'98 Cobra hood lies an Eaton-supercharged '04 Cobra engine, but the blower's been given the Stiegemeier Stage 5-plus porting treatment along with pulley changes to arrive at 15-17 pounds of boost. RWTD tuned the car using SCT software, and at last count on a Superflow chassis dyno, David's Cobra made 507 hp and 560 lb-ft of torque30573648/featuredvehicles/m5lp_0910_1994_cobra_mustangm5lp_0910_05_z+94_mustang_cobra+engine_bay.jpgTrue

One thing we've learned in this game is that every Mustang is for sale. You may not be driving with "For Sale" signs taped to every window of your Mustang, and even if someone was to walk up and ask how much you want for your Mustang, you wouldn't have a clear answer. As a matter of fact, it would probably take a few minutes to come up with a dollar amount. However, everything has a price, and especially in this day and age, money talks.

Although most of us really are car enthusiasts on the global scale, we're sure that readers and the staff of 5.0 Mustang & Super Fords stand behind the modern-era (Fox-body to present) Mustang first and foremost whenever the monumental "us-versus-them" divide between Mustangs and Japanese or European import cars is the topic of discussion

The photo shoot was done; the images were "in the can," and now it was time to relax and enjoy some of the festivities in the week leading up to the Woodward Cruise.

We're often asked if we've driven anything interesting lately. Honestly, we often answer "no," but we've been gushing about this Grabber Blue GT for weeks. We can't say it's the fastest, most exotic ride, or anything like that. It's simply that some cars are plain, old fun to drive, and this is one of them. And it's a true compliment this hot-rodded GT stays fresh in our minds, as recently we've been downright fire-hosed with hot hardware, from the '10 Mustang to the new Camaro, Dodge Challenger SRT-8, and the thundering '10 Shelby GT500.

Much like the '32 Ford, the Tri-Five Chevy, and the '69 Camaro before it, the Fox Mustang helped define our generation. Coming of age in the late '80s/early '90s, we couldn't wait for the new Motley Crue or Metallica cassette. We had a Member's Only jacket and a jean jacket in the same closet, and wearing one or the other depended strictly on our mood. We had the coolest haircut known to man-at least, we thought we did. Looking back, not so much. We tight-rolled our jeans and wore Vans before they were old-school. We went to junior high, not middle school. No matter the tortuous tactic, we'll never ever admit to owning parachute pants or a zipper shirt.

5.0 Tech Specs
2010 Roush 427R
Engine and Drivetrain Block 4.6-liter 90-degree V-8
Displacement 281 ci
Rods Cracked, powdered metal with floating wristpins
Pistons Hypereutectic aluminum
Camshafts SOHC, variable camshaft timing
Heads Aluminum, three valves per cylinder
Intake Composite shell-welded single-runner, charge-motion-control valves
Exhaust Stock with Roush after-cat system
Transmission
Tremec 3650 five-speed
Rearend 8.8-inch w/3.55 gears

1988 Fox Coupe
5.0 Tech Specs
Engine And Drivetrain
Block '72 302, 0.030-inch over
Displacement 306ci
Rotating Assembly Eagle crankshaft and connecting rods, TRW pistons, Total Seal gapless piston rings
Compression Ratio 10.5:1
Camshaft Comp Cams solid flat-tappet cam and lifters
Heads Edelbrock Performer RPM, 2.02/1.60 valves, Trick Flow 1.6-ratio roller rockers, Comp Cams valvesprings
Intake Edelbrock Victor Jr., port-matched
Carburetor Biggs Stage 5 750-cfm
Power Adder Zip, zero, nada
Fuel System MagnaFuel QuickStar 275 fuel pump, Russell Performance braided fuel lines, Holley fuel-pressure regulator
Exhaust MAC 1¾-inch long-tube headers, Dr. Gas cross-pipe exhaust system, DynoMax Bullet mufflers
Transmission Frank Lupo Pro-Formance Transmissions C4, Ultimate Converter Concepts 5,000-rpm stall converter, and transbrake with a B&M shifter and a Ford Racing Performance Parts aluminum driveshaft
Rearend 8.8, welded and braced by Rhodes Custom Auto, 4.88 gears, Moser Engineering 33-spline C-Clip eliminator axles

Horse Sense: Funny Cars have supercharger intake scoops sticking out of their hoods. They look funny and thus the name. However, the Kenne Bell supercharger on the stock GT500 Super Snake sits down in the car. Shelby Automobiles custom-built a dual 4-inch-tube intake manifold that rotates the blower to sprout out of the center of the hood.

Where the Camaro stumbles is as a real-world car. Chevy openly admits to making the Camaro an image car; it was designed to appeal on looks first and function second. This is almost exactly the same mistake Chevy made with the previous-generation Camaro, which put up great test track numbers but was a complete pain in the neck. The new Camaro's swoopy body kills rear vision, and the car's elongated 112.3-inch wheelbase and bloated 3,950 pounds of empty weight are simply too much to feel light and handy. The rear pew is strictly for car seats, the trunk opening is like a mail slot, the seats are far too low to the body (just try and rest an elbow on the window sill), the chopped top limits useful windshield height, and on and on. And interior design? The Camaro interior is almost painful visually. As a driver's car, the Camaro feels best on most roads in V-6 form and somewhat aloof or distant with the thumping V-8 underfoot, but make no mistake, it's fast and grips tenaciously. All told, the Camaro does an admirable job of hiding its size and weight, but ultimately, it's still hiding something.

It's funny how a day that starts off badly can sometimes take a sharp turn for the better. A few years ago, Michael and Victoria Cooper were in a two-car procession from their West Bend, Wisconsin, home, heading to the performance doctors at Clinton, Illinois' Anderson Ford Motorsport, when not just one, but two, whitetail deer plotted a simultaneous interception course on the family's '94 GT. The blown and stroked SN95 had been scheduled into Anderson for installation of a nitrous kit and a good tune-up.

Takin' It To The Streets
While Bothwell Motorsports and Team Garrett have had great success with their Outlaw 10.5 program, they've also put time and effort into developing a turbo package for street-Mustang enthusiasts that's now available through select distributors. With Ron Townsend behind the wheel, a near identical street clone debuted at FFW Atlanta in Street Ford and made it all the way to the semifinals for a rather impressive debut.

If all of us could have two Mustangs instead of just one, many of our problems would be solved. When we have just one Mustang, we're caught up in making it faster, and faster, and faster, until it's basically a track-only car that's living on the ragged edge. We get frustrated and sell the car so we can start all over and get something streetable and fun. Don't argue with us, you know you've done exactly the same thing a time or two.

A revolution is a sudden, radical, or complete change--like turning an unsuspecting GT500 into a 794-rwhp precision-guided missile, for instance. This is just what Evolution Performance of Aston, Pennsylvania, has accomplished with Mike Shrader's '07 Shelby GT500. Mike, we should mention, hails from Nebraska--hardly what you'd consider handy to Evolution's shop on the far east side of the Keystone State. So what prompts a guy to send his GT500 halfway across the continent just for some good old hot-rodding?