After correcting a fuel-delivery...
After correcting a fuel-delivery problem with our '86 T-top coupe, it became clear that the Pony's existing XFI tune wasn't suitable for dyno power or dragstrip performance. Josh Deeds of Deeds Performance came down to the dyno and helped dial-in a new program for the XFI, which proved to be the key to our project car's jaw-dropping gains.
"Sometimes, Kaje, it's all about saving face," said Tech Editor KJ Jones' wife, Crystal Jones, when asked whether our street/strip '86 T-top coupe LX should be called into service as our backup race car for the Street Car Super Nationals V, when it became clear that Boss 340 would not be finished in time for the event. Seriously, guys, there really is a lot to be said about a woman's intuition.
For more than a year now, the bulk of our project-car reports have centered on Project Vapor Trail, Editor Steve Turner's radical '08 Shelby GT500; Project Fox 500, Big Steve's even-more-radical '88 T-top LX hatchback; and Project Boss 340, Tech Editor KJ Jones' mega-radical Cleveland-headed, nitrous-injected 343ci, four-speed drag-racer '90 LX hatchback Mustang.
As timelines go, any new project-car updates we publish should technically focus on one of the three aforementioned Mustangs, as they're all ongoing works in progress-PVT is probably the most "finished" Pony in the group. Things are a bit different with this report, as it highlights details on our recent escapades with Project T-top Coupe, our rare '86 notchback Mustang with T-tops. At this point, it's a blast from the not-so-distant past. The coupe hasn't been featured in a 5.0 Mustang & Super Fords tech report since our Aug. '08 issue.
This is the short list of...
This is the short list of tasks that had to be accomplished on the T-top Mustang in the two weeks leading up to Street Car Super Nationals V. Notice the "Boss 340" next to the belts entry on the list? To save time, our initial plan was to install our new project car's SFI-certified safety harness in the coupe as a replacement for its out-of-date belts. However, for a nominal fee, DJ Safety Equipment exchanged the expired harness for a fresh set of its five-way, cam-locks, which kept us on track for completing the backup 'Stang in time.
Right now, we actually should be reporting on what we had hoped would be the Boss 340's triumphant debut at the PSCA's Street Car Super Nationals V. SCSN is a high-profile, large-payout event that's held in November at The Strip at Las Vegas Motor Speedway. The Pro Street class pays $20,000 to the winner.
Our goal was to complete Boss 340 in time for the race and enter it in the Ford Racing Performance Parts Mustang Maddness class. However, one of the guaranteed truisms about projects is that some things simply don't go according to plan despite all good intentions. Unfortunately, such was the case with Boss 340.
As we explained in "Graphic Detail" (Apr. '10, p. 88), delays in the body shop made it clear that Boss 340 would not be ready for SCSN V. Despite the setback and after lots of deliberating over what move to make (with the prophetic wisdom of Mrs. Jones), we decided to keep our commitment to run in SCSN V, calling our street-driven, T-top car into service as a more-than-suitable replacement for the incomplete Boss.
It's important to note that prior to making the decision, the coupe maintained a peaceful existence as a quasi-regularly driven street car. It had not been on a chassis dyno or a dragstrip since 2007, when we cut it loose on Extreme Automotive's Dynapack Evolution 4000 chassis dyno and then took it to the track. At that time, the coupe's Paxton Novi 2000-blown, A.R.E. Performance & Machine 350ci Ford made 830 horses worth of steam and 727 lb-ft of torque, which easily carried the 3,500-pound Pony down the quarter-mile in 9.79 seconds at 141.98 mph.
Low fuel pressure and sluggish...
Low fuel pressure and sluggish driveability on the street prompted us to remove the coupe's Alumastealth fuel tank in an effort to determine what was causing the condition. What we found inside was this 100-Micron fuel filter packed solid with pump-fuel residue. It had gelled at some point and adhered to the Alumastealth's walls. According to engineers we spoke with at VP Racing Fuels, introducing tankfuls of higher-octane race fuel apparently broke down the residue over time. We consider this a prime example of why it's important to use good filters on a big-horsepower fuel system.
Naturally, we didn't believe there was any reason why the project car's past performance would not be duplicated (or improved on) in Las Vegas. Before taking the coupe to the strip, we first had to correct a few issues that had come up since the last time it was dragstrip tested, such as fuel delivery, brake adjustment, recertifying the safety harness and window net, chassis certification and tuning. The sincerely appreciated thrashing and efforts of A.R.E. Performance & Machine, Extreme Automotive, Orme Brothers, and Josh Deeds of Deeds Performance had our 'Stang ready for action with two days to spare before the Street Car Super Nationals.
In this story, we document the preparatory activity that went on during the thrash, including the phenomenal results from the all-important dyno session and dragstrip run. These results make it clear that the coupe's supercharged small-block is a lot more potent than we imagined.
Now we're back on track with Project Boss 340, and the T-top coupe will be going into surgery for another engine rebuild. The new plan is to take our registered, insured rare Mustang beyond the 1,000-rwhp boundary with more cubes and more boost, and possibly run 8s-all with a Mustang that we still can take to the streets whenever we want, and drive 'til the wheels fall off with the stereo cranked way up.
Before replacing the 100-micron...
Before replacing the 100-micron filter (as a precaution, we also installed a new Aeromotive A1000 fuel pump), Art Williams gave our project 'Stang's fuel tank a thorough cleansing with two gallons of paint thinner.
While Boss 340's safety harness...
While Boss 340's safety harness was spared, we had to jack the complete wheels-and-tires package from the race car, as that running gear originally was intended for the T-top coupe's dragstrip tests. With our coupe in street mode, its racing bling-and-rubber was mounted on the new project Pony for a chassis and suspension mockup, and rolling around the shop.
You can't beat a sign guy...
You can't beat a sign guy who makes house calls! Although Boss 340 wasn't ready for action, our Raceskinz-modified (i.e. carbon fiber) pit-support vehicle/golf cart made its debut at SCSN V. Mike Smith put the finishing touches on Pit Boss inside our enclosed trailer on the eve of our departure for Las Vegas.
A dyno test and tuning were...
A dyno test and tuning were the final preparatory efforts in our two-week thrash. To ensure the Paxton Novi 2000 would pump out a steady 20 psi of boost, a new 10-rib serpentine belt (Mack Trucks PN 20821339) was installed and tightened to near crank-snapping tension.