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1989 Mustang LX

2/22/04 Latest progress - Front suspension install page

  • updated 10/19/03

    Me

  • Here are one of the rare pictures of me on the internet.

  • Fun Ford Weekend, Epping N.H. 2002

  • This picture looks like I'm leading the pack of True Street Competitors on the 30 mile cruise prior to hitting the track. I'm really behind my friend Nick . He somehow got left out of the picture.

  • Heating the tires at Orlando Speedworld

  • This has got to be one of the slipperiest tracks ever on a street night. I though for sure I was going to spin out at any given moment during the entire run. This is also the track where Steve Grebeck died.

  • The Car

    306

  • The engine.

  • Timeslip

  • Updated new best from 10/17/03!!!! 10.70 @ 128.2! I'm 0959 in both slips. We "freshened up" the engine, added an ARB Air Locker, and a Competition Engineering adjustable rear anti sway bar. Unfortunately, something made a real loud crack noise and the rear suspension won't compress past the normal ride height. The suspension extends good though. It looks like i will be spending some more time under the car.
  • Below information when 10.76 was the best.
  • Thanks to Glenn Breem for his creative ideas and hard work. We started by running 11.08 @ 123.4 two weeks prior and worked our way down to beating the car's previous best 10.90 @ 122.8 in 4 quick runs with a 10.84 @ 124.8. We took those ideas further and implemented them whole-heartedly. Dave Ulbrich came over and helped us make and install some sweet metal parts - cool! The first shakedown run was a 10.86. Two runs later we were at 10.76 @ 125.7 with a rear diff slipping and making horrible noises 1.57 60' time. Where's that 1.52 when you need it?
  • This race was against a real fast non-streetable big block chevelle with monster slicks. I cut a good light against a .498 red light, so I saw tail lights running away from me the whole way down the track. I was listening to the announcer on the radio while I was going down the track. She gave me credit for a good attempt in a street legal car. That made me feel pretty good.

    Wide Band Tuning Charts

  • After putting holes in pistons two separate times trying to use the factory O2 sensors to tune with, I bought a wide band from Nate Crisman of DSMotorsport.
  • The top chart is from a 10.93 run.
  • The first short increase in rpm is the burnout, the second area of increased rpm is the actual run.
  • AUX is the voltage from the 3-bar map sensor.
  • To get actual A/F ratio numbers the playback had to be graphed since it was easier to read than this graphed chart. I now have two full pages of data for each run.
  • Most of the rpm range averaged 11.2-11.3:1
  • After the 10.93, a few areas were leaned 2% and the result was a 10.90 with a worse 60' time compared to the 10.93 run.
  • Lean areas avg 12.5:1, good areas were in the 11.5-12.1:1 A/F ratio.
  • It is great to finally be able to see what the engine does. Best money spent on the car so far!

    Acceleration Chart

  • Using Excel to graph timeslip and Vericom2000 data to be able to look at 0-60, 0-100, etc times.

    Rear

  • This is how she looks on the street and the strip. Just air the tires down and run it down the track!

  • Interior

  • Driver's side.

  • Seat view.

  • This is how is was...

    4/30/01 - First track outting at Island Dragway, NJ

    Island Dragway pictures taken by track photographer, Ralph Iacobelli (973)326-1522

    Performance "Bests"

  • R/T - .503
  • 60' - 1.523 1.530 BFG Drag Radials
  • 330 - 4.386
  • 1/8 - 6.808
  • mph - 101.05
  • 1000 - 8.920
  • 1/4 - 10.704
  • mph - 128.27
  • 10/17/03 update: Installed an ARB Air locker in place of the Auburn HD, and a Competition Engineering adjustable rear anti sway bar. I was able to keep the full exhaust on the car with this brand anti sway bar. The ARB performed very well with it's maiden voyage at the track. Reward was a 10.70 @ 128.27. The 60' time was only 1.557 but something is binding in the suspension. I have a race this weekeing, hopefully, I'll find the problem.
  • 2003 - Built an adjustable air scoop under the right side of the bumper, installed a RE-0920 K&N filter (big), and sealed the inner fenderwell so the air from the scoop can be pressurized prior to entering the supercharger. Max boost used to be 13 psi, now it is 16 psi. Also started using the Hoosiers again because the Drag Radials are so worn out. The result was a 10.76 run with 15-16 psi of boost and Hoosiers even though the 1.57 60' time was slower than with the Drag Radials. The left front tire did come about 6-8" off of the ground according to some Muscle Mustangs of Brevard County members. I'm not sure what the right tire did. It was behind a wall so no one could easily see it. The Auburn HD is making horrible noises! I guess it's shot.
  • 2002 - I switched to 275/60R15 Drag Radials and replaced the broken B trim with a SQ trim, running 12-13 lbs of boost. I tried tuning the car with the FMU. It had been running fine with the 24lb/hr injectors and 12:1 FMU, but I didn't like the high fuel pressure. I tried 30lb/hr injectors and a 4:1 FMU. that didn't work so well. After some hard times tuning with the FMU, Mike Sitar helped point me in the right direction. (Click his name and read his webpage. He is quite an outstanding person.) I got rid of the FMU, and went with 47# injectors by modifying the 30lb/hr injectors, and relied on the PMS I had for tuning. I also purchased a wideband to aid in tuning. Fine tuning resulted in a new best of 10.90 @ 122.87 mph. Leaving the line is a bit tricky with the limited traction of the Drag Radials. We're still on the stock factory ignition, and stock fuel rails.

    Let's see if we can get BFG Drag Radials to "hook up"!!!

  • WELL, they like to burnout! Over 230ft worth of wasted tire on the pavement. I was carefully reducing the tread height for better on track preformance. Okay, that's B.S. I was showing off in front of my friends. Haha!

  • Me racing a Camaro with a 150 shot of nitrous video. I just liked the pic of the Ferrari F50 burning tire.

    Click here to watch the race! Doublesize to actually see the cars.

    Car Specs

    Stock block 306 re-built by me (crack in #2 cyl - new block on it's way), GT40 iron heads, Vortech SQ trim, Edelbrock intake, 73mm C@L MAS, 70 mm throttle body, 30lb injectors (modified to flow 47lbs/hr), C4 reverse manual valve body by Sepanek Transmissions, 9 1/2" torque converter, aluminum driveshaft, 31 spline Moser axles, Auburn HD diff (not strong enough), 3.73 Richmond Gear, 70/30 front drag struts, rear anti-sway bar, SSM's, air bags, 275/60R15 BFG Drag Radials on 8" Welds with 5.5" back spacing or 27x10 Hoosier QTP on 10" with incorrect 5.5" back spacing, and a set of "skinnies" up front.

    Let the tire smoke begin!

    Car's History

    This car has a racing past. If you have ever raced in the Huntsville, Alabama area in the mid 90's, you might have raced against a vehicle named the "Dragon Lady". It was the creation of Gordon, and his wife Mina. Mina was the driver, and I'm told she had a pretty good track record. Now, if I can only do as well as she did!

    Thank You

    I'd like to thank my friends and family for their support as I ignored the entire world for four months while getting this car ready.

    Special Thanks

    A special thanks to Nick Bernardi, Ted Burger, and "Chevy" Scott Gray. I bugged the heck out of Ted, and Nick, for tools, welding stuff, and knowledge. Through all of my pestering, they are still my friends. Even though Scott is a Chevy guy, he was there at the track for us Ford guys, and deserves a special mention as well. If I forgot a special mention to you, I appologize, and you are not forgotten to me, I just had a mental block while updating this page.

    My Home Page

    Front suspension install page

    Email: Mprocovich@cfl.rr.com