All I Can Say Is, "Holy Shit !"
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All I Can Say Is, "Holy Shit !"
Holy shit ! :o Now I must re-think my next project.
Make sure to read all of this, it is quite interesting.
The book and the cover. The sheep and the wolf. The restored Mustang. All are tales of deception and trickery, ripe for easy dismissal at first glance. Looks like a nice little Mustang fastback, yes? Red with white faux Shelby stripes, 14-inch Magnums... looks like something that ought to run in Mustang Monthly. Look closer. See? There, in the grille? There is the story between the covers. There is the glint of the wolf wearing white wool. There is the Mustang that runs 120-mph trap speeds on 215-section white-letter BFGs.
The simple answer is that it’s a twin-turbo, five-speed machine, but there’s far more to it than that. Hundreds of hours of manufacturing and testing and research went into making things just so. And the owner did virtually all of it himself, in his garage, over four years’ time.
Bill Watson, a jet engineer with Garrett/Honeywell, engineered his fastback with three goals in mind: look stock, run hard, and sip gas. The looks-stock part has been covered above, but those other two requirements would seem to be at odds with each other. Before we get into the hows and whys, know that the :o result is 535 hp and 620 lb-ft SAE Net; best so far is a 12.14 at an outrageous 121.56 mph on those street BFGs. :o That mile-per-hour figure indicates that e.t.s should be in mid 11s, but Watson intentionally dogs it coming out of the hole: He doesn’t yet have a rollbar, and anything under 11.99 will get him kicked swiftly off the track. Gas mileage, by the way, tops 20 mpg bumming around town and approaches 27 mpg at a sustained cruise on the highway.
An overview of the induction and exhaust is in order. Intake air is compressed by a pair of Garrett T-03 turbos, then heads into a hidden water-to-air intercooler under the left front fender. It returns underhood via a single cold-air pipe that feeds a 75mm throttle body and splits off. The intake was designed for more than just flash, although that was part of it; a stock intake wouldn’t clear the export brace (the throttle body gets in the way) and the long tubes help aid torque in a relatively small mill. The air then travels into a stock ported lower GT-40 intake. The hand-built exhaust manifolds spit everything forward, toward the turbos again, which exit through the fenderwells, are piped through the wheelwells, and go down under the chassis as a standard exhaust would. An elegant, nearly invisible solution.
Turbos seemed the obvious choice to Watson, and not only because a division of his company makes turbochargers. “Boost simply leverages normally aspirated output. If your power peak was at 5,200 rpm before a turbo, it will be very close to that after. Same goes for torque peak unless full boost has not arrived by that rpm.” Nothing has been done to the block itself: Compression remains stock, as does the cam and the bottom end. The heads were given only a mild cleanup. An early oil pan was swapped in to fit the early chassis, and the heads were O-ringed for strength, but that’s about it. The liquid-to-air intercooler measures 4½x9x10 inches—twice the size of units that many turbo and blower cars use. “It’s like fuel line size or A/C condenser size... you almost can’t size them too large.”
Look inside, and chances are you’ll see nothing out of the ordinary except for maybe the trick three-point inertia-reel seatbelt system he’s integrated into the cockpit. But it’s all there. The DFI computer has been stuffed under the driver’s chair. The glovebox features auxiliary instrumentation and can be shut at any time. A stock four-speed shifter has been integrated into the overdrive Tremec ’box. A shift light has been worked into the factory speedo. Look elsewhere. A homemade, fully baffled, 26.5- gallon fuel tank lets a pair of SVO 155-lph in-tank fuel pumps feed the monster—and fits in the stock location to boot. And of course, there’re those 215-section white-letter BFGs... which is all Watson really needs to see the far side of 120 mph on the strip.
Make sure to read all of this, it is quite interesting.
The book and the cover. The sheep and the wolf. The restored Mustang. All are tales of deception and trickery, ripe for easy dismissal at first glance. Looks like a nice little Mustang fastback, yes? Red with white faux Shelby stripes, 14-inch Magnums... looks like something that ought to run in Mustang Monthly. Look closer. See? There, in the grille? There is the story between the covers. There is the glint of the wolf wearing white wool. There is the Mustang that runs 120-mph trap speeds on 215-section white-letter BFGs.
The simple answer is that it’s a twin-turbo, five-speed machine, but there’s far more to it than that. Hundreds of hours of manufacturing and testing and research went into making things just so. And the owner did virtually all of it himself, in his garage, over four years’ time.
Bill Watson, a jet engineer with Garrett/Honeywell, engineered his fastback with three goals in mind: look stock, run hard, and sip gas. The looks-stock part has been covered above, but those other two requirements would seem to be at odds with each other. Before we get into the hows and whys, know that the :o result is 535 hp and 620 lb-ft SAE Net; best so far is a 12.14 at an outrageous 121.56 mph on those street BFGs. :o That mile-per-hour figure indicates that e.t.s should be in mid 11s, but Watson intentionally dogs it coming out of the hole: He doesn’t yet have a rollbar, and anything under 11.99 will get him kicked swiftly off the track. Gas mileage, by the way, tops 20 mpg bumming around town and approaches 27 mpg at a sustained cruise on the highway.
An overview of the induction and exhaust is in order. Intake air is compressed by a pair of Garrett T-03 turbos, then heads into a hidden water-to-air intercooler under the left front fender. It returns underhood via a single cold-air pipe that feeds a 75mm throttle body and splits off. The intake was designed for more than just flash, although that was part of it; a stock intake wouldn’t clear the export brace (the throttle body gets in the way) and the long tubes help aid torque in a relatively small mill. The air then travels into a stock ported lower GT-40 intake. The hand-built exhaust manifolds spit everything forward, toward the turbos again, which exit through the fenderwells, are piped through the wheelwells, and go down under the chassis as a standard exhaust would. An elegant, nearly invisible solution.
Turbos seemed the obvious choice to Watson, and not only because a division of his company makes turbochargers. “Boost simply leverages normally aspirated output. If your power peak was at 5,200 rpm before a turbo, it will be very close to that after. Same goes for torque peak unless full boost has not arrived by that rpm.” Nothing has been done to the block itself: Compression remains stock, as does the cam and the bottom end. The heads were given only a mild cleanup. An early oil pan was swapped in to fit the early chassis, and the heads were O-ringed for strength, but that’s about it. The liquid-to-air intercooler measures 4½x9x10 inches—twice the size of units that many turbo and blower cars use. “It’s like fuel line size or A/C condenser size... you almost can’t size them too large.”
Look inside, and chances are you’ll see nothing out of the ordinary except for maybe the trick three-point inertia-reel seatbelt system he’s integrated into the cockpit. But it’s all there. The DFI computer has been stuffed under the driver’s chair. The glovebox features auxiliary instrumentation and can be shut at any time. A stock four-speed shifter has been integrated into the overdrive Tremec ’box. A shift light has been worked into the factory speedo. Look elsewhere. A homemade, fully baffled, 26.5- gallon fuel tank lets a pair of SVO 155-lph in-tank fuel pumps feed the monster—and fits in the stock location to boot. And of course, there’re those 215-section white-letter BFGs... which is all Watson really needs to see the far side of 120 mph on the strip.
Olde Skool DSM'r
Joined: Jul 2000
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Cracka-Faced Cracka!
Joined: Jul 2001
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im wet.
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Originally Posted by moldyhands
in the immortal words of the very wise Kid Rock, "3 foot tall with a 10 foot dick"
though for me, you'd have to change it to 10 inches, and you'd have to change inches to millimeters, and you'd have to change 10 to 5 and you'd have to change dick to poor excuse for one.
though for me, you'd have to change it to 10 inches, and you'd have to change inches to millimeters, and you'd have to change 10 to 5 and you'd have to change dick to poor excuse for one.
