Horse Sense: Believe us when we tell you, nothing sounds sweeter than our project small-block Ford at full scream. Check out the video clip of Boss 340 at full spin. It's on our website right now, click here to see and hear for yourself, then drop us an email and tell us what you think.

CLICK HERE TO SEE VIDEO OF VAPOR TRAIL ON THE DYNO AT VMP TUNING

Horse Sense: If a survey was taken among all of our associates and colleagues in the Mustang media, many of whom share same passion for late-model Ponies that we have, poll results would probably show that maintaining a high level of objectivity about many of the parts and rides we evaluate can sometimes be the most difficult part of the gig.

Horse Sense: Attention new readers-and those of you longtime readers who may have been ignoring our reports on this project for whatever reason: Things are beginning to heat up now, so we recommend that you read through past issues of 5.0 Mustang & Super Fords (from Mar. '08 to present) to bring yourself up to speed with this radical engine we are working on. Thus far, it's all been about making power with a modern-day, Boss 302-style engine-a stroked 8.2-deck short-block with canted-valve cylinder heads. However, the tables will soon turn toward a Fox-body race chassis and building yet another project car for our steadily growing stable of bad Ponies.

Horse Sense: Cosmetics have long been a calling card of Saleen Mustangs, and true to form, SpeedLab can work some visual magic during a supercharger install if you like. Color-coordinating the supercharger intake plenum to match the exterior topcoat is a popular option at $400, and the cam covers can be privy to the same treatment for a similar price.

If we were to ask a random group of '05-'09 Mustang GT owners for their thoughts on what the top-five first mods are for S197s, it's a safe bet that a cold-air intake system (better known as a CAI kit) would be included in each response.

Watching the sometimes major-and many times subtle-changes or "swings" in late-model Mustang trends is one of the most interesting aspects of our jobs as 'Stang-mag editors. New parts that result from those changes come and go all the time. Our position on the frontlines of the performance-technology battlefield gives us a bird's-eye view of how you, the enthusiasts who count on this performance technology to improve your Mustangs, play a huge role in solidifying a component's "hot" status. Enthusiasts also make it clear when a part needs some refining or should even be dropped from a company's product line altogether.

Horse Sense: The Glassback's solar-absorbing film layer actually has heat-whisking technology to shrug off unwanted BTUs.

Horse Sense: Companies that cater to the same clientele are often bitter rivals, but Lethal Performance and VMP Tuning have forged a unique alliance where Justin Starkey at VMP provides tuning support for Lethal owner Jared Rosen's GT500 project car. You can follow the progress of the project at www.lethalgt500.com. Currently the car features a BMR Fabrication front suspension, a Steeda rear suspension and shifter, a DSS 3.5-inch aluminum driveshaft, a Gen II 3.4-liter Whipple supercharger, an AFCO dual-pass pro-series heat exchanger, a JLT carbon-fiber cold-air intake, and True Forged wheels.

STRONG>Horse Sense: It's not even mine and I'm already amped up at the thought of driving Editor Turner's Fox 500. The fact that I'll get to do so even before he does is just a big, fat, juicy bonus.

Horse Sense: Establishing budget parameters is always the most difficult aspect of modding a Mustang. A good practice for setting and adhering to a budget is to research and calculate a total price for the parts you want to install. If you're not skilled in the garage, also factor in the cost of labor for bolting on the improvements and determine a realistic timeframe for building the grand total you need to get everything done. Although it may be frustrating, don't spend money until you have money to spend. In these tough times, using credit cards to buy now and pay later for Mustang upgrades isn't a good idea. Cash is king right now, and you'll enjoy your pumped-up Pony a lot more when it's just the way you want it and you don't owe anyone a dime.

Horse Sense: Although Fox Mustang twin-turbo systems might have been slightly ahead of their time (actually, commercial production of hard-core, 'Stang-specific single- and twin-turbo setups took a brief hiatus from 1995 to roughly 1998, possibly due to their cost), the technology is now at the forefront of the power-adder game with bolt-on systems available for all Mustang platforms from 1987 to 2009.

Horse Sense: Roush had a hand in engineering the TVS supercharger setup that carries the Ford Racing name, so it shouldn't be a surprise that a similarly configured 2.3-liter TVS sits atop the engine of Roush Performance's top-dog, the 510hp P-51A.

Horse Sense: Although a pair of V-8-powered S197s were the highlights of our recent trip to ProCharger's headquarters, we once again had the opportunity to ride in the blown '05 V-6 Mustang featured in our first-look report in 2005 ("Blowing the Budget," Dec. '05, p. 143). The low-mile 'Stang is currently for sale and now packs one of the optional Quiet Blowers you'll learn more about in this report. From a stealth-power standpoint, we still believe a blown V-6 S197 is a great alternative for those who don't have the coin for a GT. Imagine how much stealthier it is when the blower is there, but nobody can hear it.

Horse Sense: Our test Mustang for this first-look tech report is Aeromotive owner Steve Matusek's clean '86 GT convertible. It has been in Aeromotive's stable for what seems to be an eternity, as evidenced by its early version of ProCharger's D-1 supercharger system and a vintage Cartech 5.0 bread box-style upper plenum that brings back memories of Mustang days gone by. The ragtop 'Stang is the same lab rat used to develop the first sump-tank fuel system for Fox Mustangs in 2001-a concept that may not have ever seen the light of mass production had it not been for the suggestion of Editor Steve Turner.

Horse Sense: If big-bore modulars are your desire, the Boss 5.0 block is your best bet. An aluminum big-bore block is unlikely, as the configuration is bulky and there's minimal room for liners.

Horse Sense: This report marks the close of what has become known around the office as "Version 1.0" of our Boss 340 engine project. This first iteration of our experiment with canted valves features Edelbrock's Performer RPM 351C 2V heads, a Wilson-modified original Boss 302 intake manifold, and a Probe Industries-built short-block based on Ford Racing Performance Parts' new Boss 302 engine block. While it ends with the dyno test detailed in this report, you can rest assured that we'll probably be deep in the throes of Version 2.0 activities by the time you read this. That's right-there's plenty more to come for this project, including the construction and running of a full-on, who-knows-how-many-second drag 'Stang by the time it's over.

Horse Sense: While it's probably hard to imagine us admitting this, we do realize that there are some members of the 'Stang Nation who aren't as obsessed as we are with Ponies that make gobs of horsepower and cover the distance of a dragstrip in record time. Thankfully, the NMRA quenches our thirst for hard-core 'Stang racing. For those of you on the other side, we hope you find some solace in this report.

Horse Sense: Not only does Patriot Performance offer Stage II and III ported versions of the Romeo and Windsor Two-Valve heads, but bare and assembled versions of its own 185cc small-block heads for 5.0 and 351W engines are also available.

Horse Sense: "We aren't going at this from a set-the-world-on-fire position. We'll be shooting for mid-to-low 10s, but more importantly, we want a car that can be driven every day with confidence and won't leave us stranded or breaking out the tools during the trip." -Tech Editor KJ Jones in our project car's introduction story ("Raisin' the Roof," May '06, p. 94).

Horse Sense: A 5.0 H/C/I swap really isn't an overwhelming ordeal for the average mechanically adept enthusiast who has a good understanding of how to take parts off and put them back on. As it is with anything else that involves working with an engine, the number-one rule of thumb to follow is: Take your time. For great step-by-step details on the H/C/I-swap procedures themselves, grab a Haynes Automotive Repair manual for Ford engines (www.haynes.com). It's thorough, it has pictures, and it's exactly what you need for clearing up any confusion you have about the job.

Horse Sense: If you're like us, you can't help but take note of the "A" suffix. If you missed your chance to acquire one of the squadron of P-51As, we wouldn't be surprised to see a P-51B model take flight some time down the road.

Unless you've been living under a rock for the last 20 years, you must be aware of the impact that superchargers, turbochargers, and nitrous oxide-the Big Three power adders-have had on '86-to-the present Mustangs.

Horse Sense: For the uninitiated during the last few months we've been working on producing the first true fuel-injected Boss-style engine based on Ford Racing Performance Parts' Boss 302 block. When it comes to Mustang engines, daring to go where no 'Stang mag has gone before is the type of challenge we're always up fore. Remember: We dig horsepower, which is one of the keys to making Ponys run hard. We also appreciate knowing what you, our readers, think are cool engine combinations for Fox-though-S197 'Stangs, so give us your thoughts!

Horse Sense: The Driveshaft shop was located in Islandia, New York, but due to the weather and the rising cost of living, the company relocated to Salisbury, North Carolina. The whole staff moved with the company, and we're told they're all happier.