Originally a 4-cylinder car, I bought it out of Georgia as a roller with it’s current paint scheme, some black interior pieces, an 8.8 rear, and Pony wheels. I added a stock 5.0 and T5 transmission, black seats, and a V8 dash to get it on the road. Since then I’ve added SSBC brakes front and back, Falken Torque 5 18” wheels with Falken FK451 tires, Moser 31-spline axles and 3.73 gears, a Detroit Locker Truetrac differential, a Centerforce clutch, a Hurst Billet Plus shifter with a Steeda handle and Hurst Pistol Grip. Under the Kaenan cowl hood is a stock bottom end with a Comp Cams/Ed Curtis-spec camshaft, AFR 165 heads (With ARP studs, let’s not forget those), Comp Cams Pro Magnum rockers, an Edelbrock Performer intake, a BBK 70mm throttle body, stock mass air meter and airbox with a K&N filter, of course. The car also boasts a Nitrous Works adjustable nitrous kit, too. Oh yeah, and a UPR gauge cluster that changes colors, along with lighted A/C controls, too. Crap, I almost forgot about the BBK long tube headers with corresponding X-pipe, and the Dynomax after-cat exhaust.

Ronnie Crawford-built, ProPower Performance Parts-sourced 348 with a Hellion Power Systems single turbo kit. Plus, a transmission upgrade is in the works, as well.

Just get it running.

It was what I wanted at the time, and the right color, and the right price.

I really wanted a 1991-92 Deep Jewel (Emerald green) coupe, but I couldn’t find one at the time. I would trade this car for a comparable-in-price Emerald green coupe right now.

I drove up to the Fall Nats a couple years ago with my former coupe, and laid the smackdown on Jules’ 95 GT. It was a long trip, but beating Jules made it worth every mile.

I must thank my friend Butch Metcalf for helping me out by going with me to Georgia to pick up the car with his truck and trailer. Another friend Chris Smith helped me by installing the dash, and giving me a killer deal on several parts (Including the engine, the computer, various harnesses, and the like). Chris and I worked on the car a lot to get it running. Without Chris, it would’ve taken a lot longer to get the car on the road. My boy John Piskopos also made me a killer deal on several parts along the way, as well. Good friend Allen Colding also sanded and buffed out the garage-applied paint job, too. Everyone on Superstallions has helped me out at one point or another, whether it be comic relief, or actual Mustang information. If I started naming names, I would forget someone, but the Superstallions staff always makes it easy for me when I come to the Nats to shoot feature cars, even when they’re not Superstallion members. I couldn’t complete this portion without thanking my dad for my automotive addiction. I grew up reading his Hot Rod and Car Craft magazines, and whatever other car magazine he had on hand at any given moment. Because of him, I’m sure I’ll have to have a 1951 Ford Business Coupe one of these days. That was my dad’s first car, and he had several as I was growing up. His influence, along with my aforementioned uncle Bobby, are the reasons why I’m into cars to a point where I’m sure many people question my sanity.

13.77 in this car before adding the intake, and BBK long tube headers and X-pipe. Fastest time I’ve ever ran at the track is a 12.10 in a friend’s ‘71 Nova back in the day. Up till that time, the fastest he had gone was a 12.30. Everyone was asking me where I shifted at, but I had no clue. That was probably the third pass I had ever taken down a drag strip so I was doing good to make it down the track without pissing myself.